vintage airplane - aug 1979

8/12/2019 Vintage Airplane - Aug 1979

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STR IGHT ND LEVEL

By the time our fearless postal employees getthrough with this issue, Oshkosh '79 will have becomehistory and by now we are back home polishing andcleaning our aircraft for the next fly-in. Others aregoing through the many bits of information gatheredfrom forums or parts sources and continuing withtheir restoration plans. The I ' l l just have to have --syndrome has bitten some and they now ponder howand where to obtain the aircraft they wish to restore.The question marks appear descr ibing the proper wayto restore it, and we wonder at tim es if adequateinformaion is available.

This is where our Antique/Cla ss i c Division canhelp you. Elsewhere in this issue we have printed ourAntique/Classic Division Vintage Aircraft CompetitionJudging Manual of Maintenance, Restoration and Construction Standards . This is the basic set of standardsthat your Oshkosh judges have been using for thepast several years and through it we have establishedan accurate and acceptable method of judging antique and classic aircraft at any fly-in. Included is asample judging sheet with detailed instructions ofthe method to obtain points added or deducted forthe aircraft being judged. The criteria of this manualwill soon become the universal standard of judgingfor all EAA fly-ins, and knowing this , the exhibitorcan be assured of having his aircraft judged by theidentical criteria used at Oshkosh.

Authenticity is stressed in all phases of the manual.The Division cannot furnish authentic specificationsfor each and every aircraft. These should be obtaineddirectly from the original manufacturer or if not avail-able from that source, the various type clubs usuallyhave available the information needed. Our basic purpose in stressing authenticity is to impress upon therestorer the importance of completing the restorationproject accurately. This means exhibiting the degreeof authenticity that a particular aircraft had when it

By Brad Thomasleft the original manufacturer's plant.

As most of us do not wish to soil our issues of TheVINTAGE A IRPLANE you may want to obtain a copy ofthe Vintage Aircraft Competition Judging Manual fordaily reference and use. This ca n be ordered directlyfrom EAA Headquarters in Hal es Corners, Wisconsinfor the nominal cost of $1.00 per copy. Additional information and /or any questions regarding the judgin g or restoration methods should be directed toClaude L. Gray, Jr., whose address is l isted on the titlepage of The VINTAGE A IRPL NE

Under the gUidance of Morton W. Lester , Trusteeof the EAA Air Museum Foundation and a Director ofour Antique /Classic Division, we have begun a Hallof Fame specifica ll y devoted to the era of our Division .Within our EAA Air Mu seu m, presently located in HalesCorners, Wisconsin, our Antique/Classic logo willmark th e display area of the Museum where we havebe en allocated space to promote and display variousitems of interest to all visitors. We wish to honor individuals of this era by displayi ng ph otographs andfactual information about their contributions to avia-tion. Many of the early pioneers in aviation have nev erreceived the recognition they deserved during th eperiods of time they were active. Many have been forgotten. The activities of the 20's and 30's brought forththe beginning of aviation ventures that promoted theadvancement of aviation as we see it today. The era oftotal individual achievement has passed in history, forwith the modern technology of today no single person could possibly contribute to the whole accomplishment. It is often said that Charles A. Lindbergh,Jr ., was probably The Last Hero . His individual ef-fort was responsible for his solo flight from New Yorkto Paris. .

To initiate our Hall of Fame, we are requesting thatthe membership make individual requests for nominees. These nominations should be forwarded to Morton W. Lester, whose address appears on the title pageof The VINTAGE A IRPLANE Your choice should in clude the details of the contribution made to avia-tion by the nominee. The criteria of selection do esnot require that the nominee be or had been a pilot,for he or she could have contributed through design,engine manufacturing or maintenance, been an outstanding showman of the 20's or 30's, or one who de-veloped aviation within an area previously unexploredby aircraft. Your judgement and forethought shouldguide the selection of your nomine e. As our Hall ofFame program becomes active, we will advise youfrequently of the honorees and dates of exhibits andrecog nition.

To further recogniz e our membership and to dis-play the accomplishments of each, we are planningan area in the museum to pla ce photographs of member s restoration accomplishments. Please forward an8 x 10 color photo of you and your aircraft to the Antique /Class ic Division at EAA Headquarters. Be sureto include a data ca rd giving your nam e, address, dateof photo, a complete description of the aircraft, andyour Antique /C lassic Division memb ership number.These photographs are to be displayed in the museumand will be rotated as necessa ry to permit full participation among the membership sharing in the ex-hibit. All photographs sent to the Division shall re-main th e property of the Antique/Classic Division andcannot be returned. Pl ease forward your photographsat your earliest convenience, and when an ample quantity has been rece ived we will im m ed iately organizethe display.


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T l ~ V I ~ T A 3 ~ A I l ? V L A ~ ~

(Photo by Chris Sorensen)A eechStaggerwing of Canadian registry.

ditorialtaffPublisher

PaulH.PobereznyEditor

DavidGustafson,Ph.D."Associate Editors: H. Glenn Buffington, Edward D. Williams, Byron(Fred) FredericksenReaders are encouraged to submit storiesand photographs .Associate Editorships are assignedto those writerswho submit five ormore articles which are published in THE VINTAGE AIR PLANE during the current year.Associates receive a bound volume of THE VINTAGE AIRPLANE and a free one-year membership in the Division for their efforts. POLICY -Opinionsexpressed in articles are solely those of the authors.Responsibilityfor accuracy in reportingrestsentirely with the contributor.

DirectorsClaude L.Gray,Jr. AI Kelch9635SylviaAvenue 66W.622 N.MadisonAvenu ePRESIDENTW.BRADTHOMAS ,JR.301 DODSONMILLROAD Northridge,CA91324 Cedarbu rg,WI 530122131349 1338 414 /377-5886 HomePILOTMOUNTAIN,NC270419191368-2875 Home DaleA.Gustafson MortonW.Lester9191368-2291 Office 7724 ShadyHillDrive P.O.Box3747Indianapolis, IN46274 Martinsville,VA24112VICEPRESIDENT 3171293-4430 703/632-4839HorneJACKC.WINTHROP 703/638-8783 OfficeROUTE1, BOX111 Richard H .WagnerALLEN,TX 75002 P.O.Box181 ArthurR. Morgan2141727-5649' Lyons,WI 53148 3744North51stBlvd .414/763-2017 Home Milwaukee,WI 53216SECRETARY. 414/763-9588Office 414/442-3631 .M.C. "KElLY"VIETS GeorgeS. "YorkAdvisors7745W.183RDST. JohnS. Copeland 181 SlobodaAve.9'JoanneDrive Mansfield ,OH 44906Westborough,MA01581STI!-.YYJIh!


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idierMasson later World War I fighter ace flying theBy Ray A Watkins Curtiss-Rausenberger combination at Mineolia Long is1108 North Main Street land 1911 . This was first Rausie V-8 aviation engine nowBellefontaine OH 43311 owned by Cole Palen.

Wanamaker s downtown New York DepartmentStore was the first to exhibit the world s first racingairplane, a Curtiss biplane having interplane aileronsand powered with a brand new Curtiss V-8 aviationengine of 5 hp. Glenn H. Curtiss of Hamondsport,New York, its pilot, streaked along at 46.5 mph win-ning the Gordon Bennett Cup and purse at the FirstInternational Airplane Speed Contest, August 29 1909Rheims France.


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This was an interval of time when there was mysteryand magic pertaining to flying machines and men whoflew them . Wanamaker' s business manager knew whathe was doing when he signed an exhibit contract withCurtiss Company official, Augustus Herring at a priceof $5000 for the privilege of displayi ng the most famousracing airplan e. The exhibit area was always so heavilycrowded with viewers that it was with much difficultythat a young employee of the then infant society ofautomotive engineers organization, viewed the famousflying machine. The V-8 engine , representing the verypeak in design development as required for poweringa flying machine , inspired the young employee in suchan unusual degree that he resigned his position anddetermined to enter the business of design and manufacture of aviation engines. Lawrance E. Rausenberger,twenty-two , stepped down from a big four passengertrain at Bellefontaine, Ohio , where a drafting tablewas set up in his old room at his mother's home andthe design of the first Rausie aviation engine waslaunched .

Internal combustion engine experience at the Stoddard Dayton, Pennsylvania Automobile Company, the). M. Quimby Company, along with a thorough coursein engineering, a full background of machine shoppractice and, a natural know-how were important factors in the design of the first Rausenberger AviationEngine. Pioneer designers and builders of aviation engines were a dedicated and enthusiastic type" whowere completely capable of making their own foundrypatterns. Later they 'd follow through with the requiredmachining and assemble a complete engine. Following through, they' d make thorough test stand runs oftheir gems". One can only guess at the degree ofemotion that these pioneer deSigners experienced astheir engines came off their drawing boards and finallyroared into action. Designers of early aviation enginesincorporated mechanical ideas that were new to thefacilities of the day, especially the use of aluminumfor the upper and lower crank case sections. Manufacturers of aero engines were really stymied for propersteels and often required special heat treating to meetindividual parts applications. The automobile engineprovided basics for aviation engine manufacture, however , the distinct requirements of aero engines stimulated new and fantastic ideas that were previously undreamed.

Pioneer aero engine designers-builders experienced monumental problems in lubrication, overheating, excessie wear of parts, valve and ignitiontrouble, which one by one were overcome throughvigorous tests and often heavy outlay of cash.

The first aero engine off Rausie's drawing board in1910, was a water cooled 5 hp V-8 consisting of 274pounds of metals. It became the power plant of a Curtiss Pusher at the already famous Mineolia, Long Island L. E. Rausenb erger a t the c ontrols o a Curtiss Pusher pow-aviation grounds in New York. Numerous New York ered with a Rausie V-8 water coo led 45 hp eng ine a t Mine -sportsman pilots flew the Curtiss-Rausenberger com a lia Long Island 9 I 7 engine N o . now ow n ed by Colebination. Sometime later the engine was returned to Palen_the Rausenberger Bellefontaine shop for a major overhaul. This engine was sold in 1912 and its whereaboutsare obscure. On a visit in 1973 to Cole Palen 's fantastic

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Old Rhineb ec k Aerodrome, I was shown through Pa-len 's aviation co ll ection by David Fox, who ca lled specia l attention to a Curtiss Pu sher in whi ch the number1 Rause nb erger 1909 engine was install ed. Accordingto Andy Anderson 's article in the Mar ch , 1978 issueof World War I Aeroplanes this engine was disasse mbl ed , cleaned , mad e operationa l , and started on thesecond pull in 1975 at the Old Rhinebeck shop.

The outstanding success of Rausie 's engine number1 wa s an ego builder and soon the Bellefo ntaine shophad a new 75 hp water cooled V-8 aviation engine offthe drafting board and into production. These engineswere beautifully machined with the lates t id eas in co rporated in their design . By this early date , 1911 , allRausenberger aero engines were provid ed with a circulation of water around the intake throat of carburetors, preventing dreaded icing up . Bell efontaine continu ed to hear the roar of Rausenberger engines on teststands. Ho weve r, it was August 25, 191 2 that a Baldwin Red Devil Biplane powered with a 75 hp Rausenberger engine gave th e locals their first sight of a flying machine in full fli ght. Pilot George Schmitt, a youngRutl and , Vermontier had a flight contract to fly fromBellefontaine, Ohio to th e Kenton , Ohio fair. Immediately after take-off, Schmitt and the Red Devil w ereabout 200 feet in the air di rect ly over Bellefontaine'sbig four lo co motive se rvicing terminal. Two lo co motives backing slowly away from the coa l chutes metwith the tenders at a switch , due to engine crews rubber necking at the airplane with a man sitting way outin front. Coa l was spilling o nto the right of way withlarge dents in the tend ers. t was probably the first official railroad acc id ent report made out b laming a flying machine.A Rau se nb erge r V-8 engine of 75 hp was installedin a Curtiss Pusher at Bellefontaine, 1911, for a wouldbe pilot nam ed Harper. A co nsiderable c rowd hadga th ered to watch th e a irplane fly. Harper would openthe throttle and at the instant of being airborn e wouldclose the throttle and sett le back on the runway. Thi sdisappointed the crowd to suc h an exte nt that damageto the plane was barely averted. These were th e daysthat mechan ica l flight was looked upon as a great hoax.

Rausenberger aerial motors transferred its activities to Dayton, Ohio where an acce lerated and amb iti ous production of avia tion engines ran from 1912 to1916. Linco ln Beachey , once the greatest of all aerialshowmen bragged th at give n an engin e with eno ughhorsepower, he would fly a barn door. Doubtless engi ne builders o f that time were influ enced by th e quipand some went back to the drawing board to providemore power to meet the eve r growin g demand of pilotsin an era of fa ntastic p rogress.

First V-12 aviation eng ine manufa c tured in the u undert st by designer builder L E Rausenberger.

Busin ss end of the Rausie V-8water co oled 75 hp avia tion engine - 1911.


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manufactured an inverted air cooled V-12 engine incorporating a 2 1 reduction gear that blasted out 500hp at 4000 rpm while weighing in at only 700 pounds.This engine design received exhaustive testing at thePhiladelphia Naval Center in the late thirties.

Three pioneer Rausenberger aviation engines areknown to survive the thrott le artists of yesterdaywho roared down those early runways that were fairgrounds, race tracks or cow pastures. Rausie's firstmanufactured water cooled V-8 engine of 45 hp designed in 1909 is now in Cole Palen 's Old RhinebeckAerodrome collection . Col. Deeds and Boss Dettering installed a water cooled V-8 Rausenberger 75 hpengine in their Wright B biplane in 1916. This airplane and its power plant are on permanent displayat the Wright-Patterson Air Force Museum in Dayton ,Ohio . Mr. Rausenberger retains a beautiful Rausie V-8water cooled 75 hp engine and its radiator at his home,which he uses to renew his touch with the great yesterdays of aviation.

Among other credits, a Rausenberger aviation engine powered the first airplane to cross the AndeanMountains of South America, Easter Sunday, 1914.

Pilot George Schmitt f lew a Rausenberger enginedBaldwin Red Devil which carried the first official airmail in Ohio at Fort Recovery, Ohio in August, 1912.A thirteen ton Pylon patterned after the Wright KittyHawk memorial was built honoring Mr. Rausenbergerby the Bellefontaine , Ohio Air Scouts and dedicatedAugust 1, 1948 in recognition of this aviation pioneer.Mr. Rausenberger was born three miles southeastof De Graff, Ohio, March 22, 1887, on a 206 acre farmwhich was Rausenberger property for 107 years.Mr . and Mrs. Rausenberger reside at their NorthLimestone Street home in Springfield, Ohio. Truly anaviation pioneer with a lifetime devoted to the development of American aviation engines he is an enthusiastic recounter of aviation's great once upon a time .He tells it like it was when the airplane and its powerplant were breaking records almost every day.Pioneer aviation engineers were reaching for thestars and they knew it.

Three-quarter rear view of Wright 8 - Rausenbergercombirration , showing power transmi ss ion sys tem.

Lt John A. M acready pr io r to take-o ff a t Int ernati onal A irRaces, Day ton, O hio 1924 . This plane, once the propert yo f Co l . Deeds and 80ss Ke tterin g, now on permanentdisplay at th e W right-Patterson A ir Force Mu se um. Ra usenbe rger w ater coo led 75 hp eng ine insta lled 79 15.

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Don slands besidehis readY-la-fly Chief.

RE UILDINGNaeRonca

chIef:By Don Jenkins1273 Rivermont Drive

Me lbourne, L 32935(PhOI SCou rl esy or lh e AUlhor)

In 1974 I started to build a Fly Baby designed by PeteBowers and by the time June, 1976 rolled around it wasfinished to the tune of about 2;300.00. It was a goodflying ship but a little on the lonely and drafty side.So it was advertised in the EAA SPORT AVIATlO ofSeptember 1977. The responses to this advertisementwere really astounding. But the most interesting onecame from a chap by the name of Harold Prior from
http:///reader/full/2;300.00http:///reader/full/2;300.00


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Fulton, New York. In his letter, I was informed that hehad a 1939 Aeronca Chief which was in need of recovering but aside from that, was in pretty fair shape.After a few more letters and telephone calls, it was decided that we would trade even up on both ships. Iwanted a two place job and he wanted a Fly Baby. OnOctober 22, 1977, Harold arrived towing his airplaneall the way from New York to Melbourne, Florida. Hepulled up after dark, so we left the plane in front ofmy hangar at Melbourne airport and went back to myplace where we swapped lies about how good we wereand other kinds of hangar flying. After a few hours ofthis we both needed to go on oxygen so we went up tobed like a couple of kids on Christmas Eve .

The next morning we really went to work. My FlyBaby had to have the wings removed, and his ship hadto come off the trailer. We finally unloaded the trailer,and with the help of several of our EAA buddies, gotthe Fly Baby in place and lashed down securely. Aftergetting all our papers, log books checked out, andtitles changed, Harold had to get back to New York.We said our good byes and he shoved off.Now comes the unbelievable part of the story. Thewings were stripped of fabric when I got them, so everydetail could be seen . After stripping the fuselage andremoving all the instruments and tank, here is whatwas found:tem 7: The welding was broken clear through onthe bottom of the rudder. Nothing to hold it togetherbut the fabric.

tem 2: The two bottom steel formers of the fuselage were cracked half way through about eight inchesfrom the rear post of the vertical fin.

tem 3: Two of the top main formers were brokenabout six inches back from the rear window, also thewood was rotten, and the only thing holding themtogether was the fact that the termites were holdinghands. Three of the smaller type strip formers werebroken . The wood braces at the top of the cabin areawere rotten. The piece of plywood on which the fueltank was strapped was rotten and the wood plies werecoming apart. Also the metal strap that held the tankin place was rusted through, and the only thing holding the tank in place was the fuel fitting where it wentthrough the firewall.

em 4: The engine refused to start for a preservation run so the MA-2 carburetor was pulled and everything was stuck together from accumulated varnishand lack of preservation. The one bright item was thatthe engi ne was in very good shape aside from the carburetor. The carburetor was taken apart and everything cleaned inside and all the jets blown out, andthen reasseml?led and installed. Then the most amaz

ing thing happened. The engine started on the firstpull and ran like a clock. After preserving the enginethe prop was removed and cleaned up, which was followed by two coats of varnish. After balancing, it waswrapped and put on the shelf for a long deserved rest.Now it was time to go over the history of N-23952which was in the form of a large loose-leaf book. Thepaper work was in good shape. All the required changeshad been made and were indexed. The log books forboth airplane and engine were fairly up to date, andthere were four of each. From what I could make outsix copies of this particular model were made and Ihad the first one. The original Lycoming 0-145-A1 engine was a 5 horsepower job with single magneto ignition. This same engine stayed on the ship until Harold Prior changed engines to an 0-145-B2 which is atwin magneto job, and is 65 horsepower. The originalengine had been overhauled seven times accordingto the records. I obtained this engine with the ship,and checked it out completely. It is in excellent shapeand the single magneto for it had just been overhauled.Its new ignition leads had the yellow acceptance tagon it to the tune of $105.00. So now I am the owner ofan extra small engine which will work great on anotherexperimental airplane.

The gloomy aspect of the fuselage loomed as Irealized the work which had to be done. There wasonly one way to do it and that was to get with it. Thewelding was the first item to be done and that was accomplished by heli-arc and the use of 4130 steel tubing along with . 9 flat stock. We are fortunate in thatRobey Green is a member of EAA Chapter 264 of Melbourne, Florida, and is certified to make any or all inspections on ou r ai rcraft. Robey was on hand whenthe welding was done on all areas that needed it. Hemade the remark that it was now better than it had everbeen.

This assurance from brother Green was real goodnews. He told me to go ahead and get everything finished, ready to cover, and he would sign it off.

Before getting the wood replacement, we changedevery bolt in the airplane . All new AN bolts were installed in the wings, the landing gear, in all the control pulleys, ailerons, rudder and all the controls. Newturnbuckles were also used. The control cables themselves were changed using stainless steel one eighthcable. After all the metal work that had to be done wasaccomplished, the wings were installed without anycover to check out the rigging and all cable adjustments. New one-half inch AN bolts were used for wingattach bolts, and wing struts. Incidentally, these wingstruts are aluminum and are the original issue. Theywere in great shape with no evidence of any corrosion.

At this time a new support was made for the fueltank from plywood, using the old one for a pattern.A new stainless steel tank strap was also cut, and thetank was installed, falling right into place with no problems. A new fuel cut-off arm was made as the old onewas pretty sloppy. Before I forget to mention it, thefuel tank support was varnished with three coats before it went in . Prior to installation, the tank wascleaned and then blown dry. It was in good shape. Anew fuel line was put in place and checked with fueland what do you know: No leaks

Now it was cross your fingers time as the woodsituation was next on the agenda. All the rotten woodwas replaced and that took about twenty-two minutes

plus ten days. The two top formers of the fuselage were of one-quarter round stock, and they werereplaced. Two of the broken small formers were splicedand the other one replaced . The fuselage was nowcomplete and in good shape so it was rewarded withtwo new coats of varnish, which enhanced its looks.A peice of .032 aluminum was secured across the topof the cabin to support the new antenna. Fresh wiringwas installed in the wings and fuselage for all threerunning l ights. New glass was installed in all the windows. The seats were taken out and reupholstered ina soft gray blue finish, the same color as the headliner. A new indoor/outdoor floormat was installedand all in all the little gal looked like a dreamboat,except she still looked pretty bare with no covering.So everything comes off and the covering session began .

My one idea was to completely finish the fuselageso I could get it out of the way, and start on the wings.I had ordered a set of covers for the whole ship inCeconite, and they fit just about perfect. There is onething to watch out for though. That is: When yourfuselage cover is installed loose and glued down withPliobond and all your sewing is finished, be sure whenyou start your heat or hot iro n that it is done evenlyso the seams will fall in place along the longerons andformers . If too much tightening is applied in one placethe seams will not line up . With the fuselage coverfinally installed to our satisfaction, the little darlingwas ready for doping.

We first applied two coats of nitrate dope to theentire fuselage . This was followed by four coats ofbutyrate mixed with aluminum powder. The final fourcoats were of juneau white dope. With the last one,a quart of retarder was mixed in with th e dope andthinner . Next the windshield was installed and all theengine cowling. Now it was time for all the tail feathersto go on using all new AN bolts during the assembly.The white riding light on top of the vertical fin was in

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Dan s Chief stands rea d y to fl yfter n extensive exer c ise in rebuilding

stalled and wi red in place. It was th en checked o ut forco ntinuity. Can you im agin e such happin ess when itl it up?The co lor co mbin ation decided up o n was juneauwhite and bahama blue . A des ign was g inn ed up forco lor contrast and th e final res ult turn ed o ut to every-one 's sa ti sfaction. Th e fuselage was now parked ove rin the co rn er while th e wings were set up o n workhor ses and inspected to see what was going to haveto be do n e to th em . Both of them fell in to th e sa mecatego ry wh i ch co uld be desc ri b ed as lousy . Th ewood at th e trailing edge was rotted away on bothwings. th e ail eron s w ere in very good con -dition so th ey we re cleaned up , revarni sh ed , th endoped and stor ed out of th e way .Th e wings were reb uilt with new trailin g edgesspli ced in , acco rdin g to th e manu al. New AN bo lt swere installed in all areas, and pi eces we re clean ed

and then chromated. Th e metal was in very good shapewith no ru st , and th at was rea lly so mething in as mu chas thi s old bucket was now thirty-nine yea rs o ld . Anyhow, th e wings were finally finished and bought off,again by Robey Green and we start ed to cove r the ribti e. I neve r ti ed so man y rib s in my li fe as on thi s o ldgir l , but it was finally finished. Down here in Floridawe have pr etty dece nt weather so we did no t have anytrouble with th e doping. We finally go t th ose wingsfinished and in stall ed. None of th e measur ement s hadchanged and th ey practically fell into pl ace when th ewing bolts were in stalled. The struts were th e sa mething , ri ght in to place. Pins were in stall ed, all th e ri g-gi ng and cab les w ere se t in place, chec ked and safe-tied. The a ilero ns were now put on and again no problems. All th e turnbu ckle s we re co nn ected, th e co n-tro ls c hecked ou t and worked perfect. So turnbu ckl eswere now safeti ed. wing ligh t wiring hoo ked up and

checked. Switches were pulled, lights all came on andth e radio came roar in g in from the tower .

La st item : Th e o ld cotto n picker w as finally finished and she looked lik e a new Miss America. t hadtaken eleve n mon ths and eight days to get finishedfrom th e tim e she ca me in the hangar door. The logswe re brought up to date , and Ro bey in spected herand signed off th e log book as ready for flight.

Now th e next thing in orde r was, would she fly?The answer was yes, she would , lik e a bi g kite. Youca n hardly tell when yo u leave th e deck. It uses th reeand a half gallons of fu el per hour, and tou ches downat about thirty to thirty-five mil es per hour . It is a realfine old airpl ane and ju st abo ut my speed as I am sixty-eight years old. On Dece mb er 5, 1978, thi s o ld joker ,meanin g me, passed my Biennial Flight Rev iew in thisairplane so eve rythin g is se t for two m o re years offun flying.

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B l NCINGOF

R DI L ENGINESP RT I

By W. B. Richards2490 C ree r RoadPalo Alto , CA 94303

Reprinted from Vintage Flyer

Several of our members have reported unacceptably rough running radial engines after overhauls bywell respected engine overhaul firms. Concerned lestthe same happen to my Kinners as well as the Warnerengines I am overhauling, I began a search for theformula and method for balancing of radial engines.

The Kinner publication , Se rvice Tools for Band RSeries Kinner Engines , page 11, gives a picture anddescription of Tool No. 7371, " Fixture Assembly Crankshaft Balancing , plus the following descriptionof its use.

Thi s fixture is used for balanc ing or rebalancing thecra nkshaft. Th e fixture co nsists o f two balance ways orarbo rs upon which the crankshaft is res ted with the frontma in journal on one arbor and the rea r main journal onth e o th er Th e crankshaft is then positioned betweenthe two arbors. Th e arbors must be level and the heightadjusted so that the axis of the crankshaft is level. Onshaf ts having different size journ als lower the arbor forthe front journal to make up for the difference in diameters.The fixture is equipped with a balance bu cket to which isattached a ball bearing pulley wheel with a steel bandwh ich can be placed over the crank th row i .e., crank pinor master rod journal). Balanc ing is accomp li shed as fol-lows: Add weight to the bu cket so that the total weight tobe hung from the crank throw is equal to the rotating weightpl us .508 of the rec iproca ting weight.('I) W c = W rot + .508 W recip

The rotating weights are th e end reac tion of the largeend of the ma ster rod , mas ter rod bearing, weight of th efour knuckle pi ns wrist pins ) and the end reac tions of thesma ll enel kn uckle pin end) o f the link rods . Th e rec ipro-ca tin g weights are the end reac ti on o f the small end of th emaster rod, the weight of th e pistons, piston pins , pistonpin buttons, piston rings and the end react ion of the larg eend piston pin end) of th e link rods. To obtain end reac-ti ons, th e rod is supported by knife edges at the center ofthe bu shings with on e end on a sca le and the other on arig id sup port. Th e rods mu st be leve l and all bushings inplace when the reactions are taken. With the balan ceweight thu s determined, the steel band is placed over th ecrankthrow and the crankshaft balanced in four positionsi. e., wi th the crankthrow vertica l po inting up and downand horizontal pointing to ei ther side. Material is removedfrom o r added to the crankshaft co unterw eights to obtainproper balance.I should add that the calculated weight (W c) tobe hung from the crankthrow should include theweight of the bucket , pulley, steel band as well as theweight placed in the bucket.

For my experiments, a simple balance stand wasconstructed, not unlike a prop balance stand, and alaboratory balance beam scale obtained that couldweight in excess of 2600 grams in 1110 gram increments .For larger weights, scales such as used in paint stores ,provide sufficient accuracy. I now had the formula forbalancing the Kinner, but would the same formula holdfor a seven-cylinder engine, or a nine or three, or evena different five-cylinder engine?

To tackle the Warner problem, two approaches weretaken. First , a search for all available literature on balanCing and, second, the actual weighing of all the rotating and reciprocating parts of several smooth running Warner 165 Super Scarab engines. Four Warner165 engines were carefully weighed with remarkableres ults. For example, nearly 50 pistons (including spars)were weighed and found to vary no more than 0.5%from the lightest to heaviest regardless of whetherstandard, + .010 or + .020 diameter. Weights of otherparts were equally close, showing that great care hadbeen taken during original manufacture to keep partweights equal. The biggest variation appeared betweensupposedly similar piston ring sets. In contrast, a newset of Kinner pistons had been found to vary as muchas 100 grams from lightest to heaviest before they werereworked to balance within 12 gram of each other.Results of these weighing experiments revealed thatthe apparent balance formula for Warner 165 enginesshould be.

(2) W c = W rot + .5 10 W recip

With help from friend s, several exce llent literatureso ur ces were turned up , inc luding Den Hartog 's" Mechanical Vibrations , third ed tion , pages 230232; Taylor's " The In t e rnal-Combu st ion Engine inTheory and Practice , Vol. II, pages 274-303 and pages688-689 (bibliography ); Lichty's " Internal CombustionEngines , pages 498-504. The most useful paper, however, was Coppens' Improved Formula for Computing Counterweights of Single-Rowand Double-RowRadial Engines , published in SAE journal, Vol. 34,No .3 March 1934. All of these sources give the samebasic formula for computing the counterweight (W )cwof a radial engi ne as:

Rc(3) W cw R x W ccw(4) Wc + 2 Wreciprotwhere: Wcw actual weight of counterweight

Wc balance weight or bob weight hungfrom crankthrowRcw distance from centerline of crankshaft to e.g. to counterweightRc distance from centerline of crankshaft to centerline of crankthrow (or

1 2 the piston stroke)Coppens' paper points out that the basic formula(4) is incomplete since the link rods are attached to the

master rod at holes located a distance " r from the centerline of the crankthrow that are not concentric withthe crankthrow. This construction introduces an errorin the usual determination of reciprocating and rotating weights of about 0.3%.

Coppens ' adjusted formula is :W1r '5) W c = + 1/2Wrecip +rot

where: weight of the rotating (knuckle pin)1 end of a link rodr ' distance from centerline to crankthrow to centerline of knuckle pin

holeL length of master rod from centerline

of crankthrow to centerline of pistonpin hole

12


13/28

Den Hartog points out that if the weight of the reciprocating end of the master rod is different from thereciprocating end weight of a link rod it is not pos-sible to completely balance the engine for primaryforce. With the counterweight calculated by formula5) above, Den Hartog states that there remains pri-mary unbalance forces in the two main directions(across and along the axis of the master cylinder) of:12R cW2 (MrecipMR - MrecipLR)where : w circular frequency = 2 Tf

(f = revs/sec)M mass of reciprocating end of

recipMR the master rodmass of reciprocating end ofMrecipLR a l ink rod

It appears that Kinner and Warner adjusted thebasic balance formula (5) to compensate for theseresidual primary unbalance forces resulting in Kinnertaking .508 of the total reciprocating weight and War-ner using .510. Other engine designs may use someother value but in the absence of factory data, a valueof .508 to .509 would probably work best.Twin row radial engines require two counter-weights, one for each row. If " d " is the distance be-tween the planes of both counterweights, the valueof each counterweight should be :

d W(6) Wc = -d' (W 2 + W rrot 2L

Finally, some important factors to remember whenoverhauling an engine. If any of the original factoryinstalled parts such as pistons, rings, wrist pins, piston pins are replaced, be sure that new part weighsw ithin .5% of the part being replaced . Kinner speci-fies replacement pistons should weigh within 1/4 oz .7 grams) of the weight of the piston being replaced .Original pistons , however , were weighed to within4.5 grams of each other which is less than 0.5 % of thepiston 's nominal weight.

Once the desired balance weight , We ' has beencalculated, however, any shop such as Babbitt Bearing Co. of San Jose or Nickson s Machine Shop ofSanta Maria, having an appropriate balance machineshould be able to handle the balancing of the crank-shaft. Lee Fray Photo)Eng ines in th e EAA Air Mu seum

13


14/28

NTIQUE NDCL SSICIRCR FT TYPE CLUBS

Aeronca ClubEdward H . Schubert, Chairman28 East State Streetjanesville, WI 535452 newsletters per yearDues: $3.00 per yearAeronca Club14100 Lake Candelwood CtMiami Lakes, FL 3301412 newsletters per yearDues: $3.00 per yearAeronca Sedan ClubRichard Welsh2311 East Lake Sammamish PlaceIssaquah, WA 980273 newsletters per yearDues: $2.50 per yearAirmaster ClubGar Williams, ChairmanNine South 125 Aero driveNaperville, IL 60540No NewsletterDues: $0.00The American Bonanza SocietyReading Municipal AirportBox 3749Reading, PA 1960512 newsletters per yearDues: $15.00 per yearAmerican Navion SocietyA. R. Cardono, Chairman of the BoardBox 1175, Municipal AirportBanning, CA 9222012 newsletters per yearDues: 20 .00 per yearThe Bird Airplane Clu bjeannie Hill , SecretaryBox 89Harvard , IL 60033Semi-Annual NewsletterDues: See Fi rst IssueCessna 1201140 AssociationBox 92Ri chardson, TX 7508611 newsletters per yearDues: $10.00

14

Culver ClubLawrence Low, Chairman60 Skywood WayWoodside , CA 94062No NewsletterDues: 0 .00The Dart ClubLloyd Washburn3958 Washburn DrivePt. Clinton, O H 43452No NewslettersDues : $0.00The deHaviland Moth Clubjohn Bright, Chairman221 East Ransom StreetKa lamazoo, MI 490074 newsletters per yearDues: $5.00 per yearErcoupe Owners ClubSkip Carden, PresidentBox 15058Durham, NC 2770412 newsletters per yearDues: $15.00 per yearThe Fairchild ClubKen Love, President1102 Main StreetCrete, IL 60417No NewsletterDues: $3.00 per yearFokker VereinDr. Stanley S. Murel812 East Park RowAr lington, TX 76010Newsletter: The PILOTDues: To be establishedThe Funk Aircraft Owners AssociationG. Dale Beach , Chairman1621 Dreher StreetSacramento, CA 9581412 newsletters per yearDues: $12.00The Heath ClubBob Burgee , Chairman7612 Erie StreetSylvania, OH 43560No NewslettersDues: $0.00

Howard Clubjohn Turgyan , Chairman1530 Kuser RoadTrenton, Nj 08619No NewsletterDues : $0.00International Cessna 170 Association, Inc.P. O. Box 460Montezuma NPCamp Verde, AZ 8522214 newsletters per yearDues: 15 .00International Cessna 195 ClubDwight M. Ewing, PresidentBox 737Merced, CA 95340Quarterly NewsletterDues: 12 .00 per yearInternational Citabria Club, Ltd.Box 29White Lake, NY 1278610 newsletters per yearDues: $13.00 per yearInternational Swift AssociationCharles NelsonBox 644Athens, TN 3730312 newsletters per yearDues: $15.00 her yearThe Luscombe AssociationRobert Shelton339 West Pierce StreetMacomb, IL 614553 newsletters per yearDues: $5.00 per yearThe Meyers ClubEv Payette1604 South Custer RoadMonroe, MI 48161No NewsletterDue s: $0.00Monocoupe ClubMr . & Mr s. Bud Dake8318 FairbanksBerkeley, MO 631344 newsletters per yearDues: $3.00 per year

The Mooney Mite Owners AssociationBox 3999Charlottesvi ll e, VA 22903No Newsletters \Dues: $0.00The Moth Clubjohn Bright221 East Ransom StreetKalamazoo, MI 49007No NewsletterDues: $0.00National Ryan ClubBill j. Hodges, General Chairman811 LydiaStephenville, TX 764014 newsletters per yearDues: Ryan Owners, $0.00Non-Ryan Owners, 5 .00 per yearNational Ryan ClubMitch Mayborn3164 WhitehallDallas, TX 75229Quarterly NewsletterDues: Postage donations ofunspecified amountsNational Waco ClubRay H. Brandly2650 West Alex Bellbrook RoadDayton, OH 454596 newsletters per yearDues: $5.00 per yearOX5 Aviation Pioneers605 Allegheny BuildingPittsburgh, PA 152196 newsletters per yearDues: $10.00Porterfield ClubCharles E. Lebrecht, President 3121 East Lake Shore DriveWonder Lake, IL 6009712 newsletters per yearDues : Owt;lers, $3.00 per year$2.00 trophy fund (voluntary)

non-owner, 12 .00 per yearRearwin ClubRt. 1Poynette, WI 53955No NewsletterDues: $0.00

Rose "Parrakeet"Club SCALE-INCHES SIZE OF NO OF


15/28

Jack W. RoseP. O.Box32Ingleside, IL 60014NoNewsletterDues: $0.00TheStaggerwing ClubJames c. Gorman,PresidentBox 1217Mansfield,OH449024newslettersperyear ,plus4 fromStaggerwingMuseumDues: $10.00peryearStearman'sRestorers AssociationT. Lowe,President823 Kingston LaneCrystalLake, IL600146newsletters peryearDues: $10.00peryearTaylorcraftOwnersClubMertonA. Meade,Jr., President2009 VictoriaDriveAquiaHarbourStafford,VA200216newsletters peryearDues: $5.00peryearVargabondNewsCecilOgles,EditorlPublisher448 CAvenueCoronado,CA9211812 newsletters peryearDues:DonationsWestCoastCessna120/140Club, Inc.DougWilliams,PresidentBox891MenloPark,CA940257newsletters peryearDues: $6.50peryearWheelchairPilotsHowardTreadwell11018- 102ndAvenueLargo, FL 33540NoNewsletterDues: $0.00WorldWar IAeroplanesLeonard E Opdycke15 CrescentRoadPoughkeepsie,NY126015newsletters peryearDues: Voluntary

MAKE AND TYPE YEAR PER FOOT SHEET SHEETSDRAWINGS OF HISTORIC AlexanderEaglerock 1928 3/4" 31 x23 2AIRCRAFT Bellanca "Columbia" 1927 3/4" 31 x23 2BoeingMB 3andMB3A 1922 3/4" 31 x 23 2NATIONAL AIR AND SPACE Boeing P26A 1933 3/4" 31 x23 1Consolidated PT-3 1928 112 21'/2 x32 1MUSEUM Curtiss JN4and JN6H 1916 3/4" 31 x23 4PR &SDivision Curtiss R3C- 1and2 1925 3/4" 31 x23 13904 OldSilverHillRoad Curtiss Robin- "OX" (St. Louis) 1928 3/4" 31 x23 2Suitland,Maryland 20023 Douglas0-43A 1935 3/4" 31 x23 2Travelaire2000 1924-28 3/4" 31 x23 2Travelaire6000 Standard 1928 3/4" 31 x23 2

WACO240A 1930 3/4" 31 x23 1The Smithsonian Institution hasavailable at $1.00 a sheet, drawings deHaviliand5 1917 1/2" 21 12 x32 1of historic aircraft. This price in NieuportNighthawk 1918 3/4" 31 x 23 2cludespostage .Thesearelargeblue SopwithSnipe7F1 1918 3/4" 31 x25 2printsdesignedformodelersshowing3-view , general arrangement, d i Nieuport11 1915 3/4" 31 x23 1mensioned drawings with historical Nieuport28 1917-18 21 12 x32 1and technical notes . Checks ormoney ordersshould be made pay AlbatrossC-5 1916-17 1/2" 21'/2 x32 1able to the Smithsonian Institution. FokkerE-111 Monoplane 1915 3/4" 31 x22 1Coins and currency are sent at the FokkerD 7 Biplane 1918 3/4" 31 x22 4sender 's risk . Address your cor FokkerDR-1 Triplane 1918 3/4" 31 x23 2respondenceto the attention of Bob RolandLFG-TypeD2 andD2A 1917 1/2" 21 12 x32 1Woods. Save this l isting for future Rumpler - RU-D1 1918 3/4" 21 12 x29 12 2orders. Bear inmindthattheSmith OTHER DRAWINGS SCALE-INCHES NO OFsonian has 2million drawings, most MAKE AND TYPE YEAR PER FOOT SHEETSof which aren ' t catalogu ed . It may WrightBrothers "KittyHawkFlyer" 1903 3/5"approx. 1take some timeto get a response if WrightBrothers"MilitaryFlyer" 1909 1/2" 1yourorder is "obscure". WrightBrothersModel EX "VinFiz" 1911 3" 1Drawings by Joseph Nieto are in CurtissModelA-1 (U.S. Navy) 1911 3/5"approx. 3the tophalfof thecolumn (appeared Curtiss "Headless Pusher" 1912 3/4" 1in "ModelAirplaneNews" inreduced Burgess-DunneHydro-Aero-Plane 1915 1/2" 1size). Verville-Sperry"Messenger" 1920 1.5"approx. 1

FokkerT-2 (U.S. ArmyAirService) 1922 1/4" 1FokkerF-10 "SuperTrimotor" 1927 1/4" approx. 1LoeningC-2CabinAmphibian 1928 1/4" 1Ryan NYP (Spiritof St. Louis) 1927 1/20" 1SikorskyS-38-AAmphibian 1928 1/4" 1SikorskyS-38-B Amphibian 1928 1/4" 1VulteeV-1aTransport 1933 3/5"approx. 2Stinson A-1 Trimotor 1935 2/5 1Stinson SR-9B "Reliant" 1936 3/5" 1HerrickHV-2A"Vertoplane " 1937 1/2" 1MartinB-26"Marauder" 1941 2/5" 1FOKKER DVIII 1918 2 1DOUGLASDC-4 11100 1WATERMAN AEROBILE 1957 1116 1AKRON AIRSHIP 11200 1

15

Despite its headaches and meticulous measure


16/28

THE SINGLE BOOM P 38 STORYBy Joel Whitehurst, Jr.andnthony R Whitehurst

Having been avid Warbird buffs for the last twentyfive years or so, my brother Tony and I spotted the adfor our pride and joy in the want-ads of the San Francisco paper in early june of 1978. We hooked a cycletrailer to the flatbed, gutted the piggybank, and embarked on a hundred mile expedition an expedition which yielded one of the rarest pre-war designed

W a r b i r d s now flying, the infamous XPQ-13, also knownas the single-boom P-38, SIN 440/415 C.As the photos show, the old bird was in pretty sadshape when we first laid eyes on her. wings andtail feathers, instruments, cowling, and a plethora ofodd-shaped pieces were in a garage-shaped pile thatmade Fibber McGee's famous closet seem like a modelof organization, and the fuselage was being used asa decorative centerpiece for a small natural weedgarden.As we drove away, truck and trailer loaded, I happened to look back, and I can still remember seeinga hint of a smile playing over the lips of her formerowner. We drew some even more interesting glancesas we drove along the freeway through San jose, fuselage trailing behind on that tiny motorcycle trailer.We were worried that a patrolman would ticket us,but after seeing the bewildered looks we receivedfrom various law officers we passed, we realized that,for once, we were apparently beyond the scope ofthe law.

Upon arrival at our hangar in Los Banos, and before w could even unload, our friend and residentA & E Paul Douthitt, was up on the flatbead punching holes in the wing fabric. And within a week, everybody was in on the act. Our younger brother Fred andI were stripping paint (at least three layers of enamel),

Joel Jr. on patrol.

our dad, who had rebuilt SIN 46 in 1953, was workingon the control system, and Tony was busy with thecarburetor, baffles, and engine . Of course, Paul wasalways there to answer questions and give directions,and darn, there were a lot of both. Incidentally, wewould recommend him highly to anyone in the areahaving intentions to rebuild or repair . He is bothknowledgeable and capable, and his rates are excellent.Parts were a problem for Tony, particularly for theairframe. Suppliers were often distant, and stocks wereusually depleted. We were lucky, however. We located and bought a wrecked airframe which hadcrashed several years ago, in the nearby foothills. Itprovided our instrument panel, seat frame, batterybox, and uncounted small parts that would have beendifficult to obtain elsewhere.

Anyway, we took that airplane apart until nothingelse would come off of her, cleaned and stripped everything, rebuilt one badly corroded aileron, made a complete cowling out of three old ones, replaced everylittle part that looked even questionable, then alodyned and chromated everything, inside and out.Finally the day came, and Dad and Tony set about thetask of painting her.

The paint scheme, as shown in the photographs,is the authentic 1944 version. It was chosen, afterexhaustive research in the national archives, to matchthe version flown by the famous World War II barrage balloon ace Fidelio "Four Eyes Quackenbush,aka: "Mad Dog".Getting the wings and tail on, and hooking up thecontrols were time-consuming but simple. The rigging presented a problem which should be of interestto others with similar planes . Tony and Paul struggled for three days to achieve 50 degrees of up-travelin the ailerons, as specified in the approved manualinformation , but couldn't squeeze out more than 42degrees. Only after Tony called desperately to Univairin Colorado, and Paul searched his FAA spec sheets,did we find that the correct reading should be 40 degrees up deflection, according to the FAA.

ments, we are convinced that precise rigging is probably the best single service you can perform on yourbird. We credit rigging with improved performance,and stability beyond our expectations.

The unsung heroines of this story are our wives,Michele and jan, who sat at home every night yvith thebabies, while we greased our Levi's and skinned ourknuckles. I kept telling Michele that we'd have theplane flying in a "couple of weeks". After about fourmonths, I don't think she believed me any more, andas the six-month mark approached, I think she startedto get a little suspicious that I had a mistress stashedsomewhere. In all seriousness, I don't think it is statedeither often enough or loud enough that no marriedpilot is better to have a wife who understands the joysand satisfaction that the love of aviation can bring.In this respect, we couldn't be more fortunate.

The moment arrived finally, and Dad valia n tlyclimbed into the cockpit on an, almost-foggy day inearly january. After low- and high-speed taxi tests,he took off, made a low pass over the runway, andthen played tag with some low scud. To us, his seem ingly lengthy fl ight indicated that he was enjoy inghimself immensely, perhaps recalling the earlier rebuild project. A few minutes later, he touched downwith a tiny squeak and a huge smile. All systems having checked out, N87267 was soon escorting familyand friends around the pattern. Frank Silveira, a localCFI, also had helped with the project. He had mechecked out in a single flight, and a few flights later,Tony was cleared .

We have been flying 267 nearly every day, in spiteof winter weather. Crosswind landings are easy andsafe. Flare it in a crab, and it straightens itself out whenthe main gear touches . For such a small plane, it isamazingly stable in gusts. It won't stall. Roll responseis quick and positive. It uses less than 5 gallons of gasper hour , and economy cruise is at about 107 mph.Climb out is nearly 1000 fpm at 80 mph after a shorttake-off roll. At 75 horsepower, needless to say, we'remore than pleased.

All in all, we consider the project to have beenvery rewarding, and few words can describe the satisfaction we got from seeing the XPQ-13 lift off the firsttime after such a long hibernation. One of the nicestaspects of the project, however, is the fact that during the processes, we picked up enough parts and as-semblies to rebuild at least one more representativeof this rare species. And although we're counting thedays until the air shows start out west, we are nowlooking forward to the time when we can attend themin formation Keep 'em flying

6


17/28

just a few o the parts laid out for inspection

You ust be kidding

Ready for the trip home june 27 7978.Fuselage prior to engine and landing gear removal

Tony s first l nding in 267 . The finished product january 78 7979.


18/28

I. FORWARDThe purpose of this manual is to lay the groundworkfor a viable set of restoration, maintenance, and con-

struction standards against which vintage aircraft can bejudged. The philosophy of these standards must meettwo basic criteria. One, the system must be simple. Two,the system must allow consistent and fair competitionbetween common and exotic types.

Throughout these standards will be found the oneconcept that reflects the opinion of the majority of thoseindividuals contacted during the development of theseguidelines. That concept is authenticity. The standardsare constructed to encourage the individual to completeand maintain a factory fresh aircraft . If the individual'sdesire is to deviate from this goal for personal whim, orother reasons, the cost of not conforming to pure authen -ticity is known in advance . A portion of the guidelinespertain to the documentation of authenticity as it relatesto the aircraft. The exhibitor is encouraged to prove theauthenticity with pictures, letters, factory specifications,or any other means which will alleviate the need forjudge's opinion in determining authenticity.

Extra copies of the OFFICIAL AIRCRAFT JUDGINGAND SCORING FORM are located in the back of thismanual. They should be removed individually as neededfor the purpose of having them copied by a quick copyprinter thus insuring an adequate supply for the use ofthe judges. Permission is hereby given for unlimited re-production of this scoring form .

VINTAGE AIRCRAFTCOMPETITION JUDGING MANUALOF

M INTEN NCE, RESTORATION ND CONSTRUCTIONSTANDARDS

A GUIDE BOOK F RJUDGES , RESTORERS,BUILDERS, EXHIBITORS, ND COMPETITORS

II. DEFINITIONSANTIQUE AIRCRAFTAn aircraft constructed by the original manufacturer,

or his licensee, on or before December 31, 1945.CLASSIC AIRCRAFT

An aircraft constructed by the original manufacturer,or his licensee, on or after January 1, 1946, up to and in-cluding December 31, 1955.

EXCEPTIONS TO THE ABOVEPre-World War II aircraft models which had only a

small post-war production run shall be defined as An-tique Aircraft. Examples : Beechcraft Staggerwing, Fairchild 24, and Monocoupe. Civilian aircraft manufacturedin the last four months of 1945, which were actually 1946models, shall be defined as Classic Aircraft. Examples:Aeronca, Taylorcraft, and Piper.

CONTINUOUSLY MAINTAINED AIRCRAFTAn aircraft with proof of construction by the originalmanufacturer, or his licensee, which has received period-ic maintenance, repair, recover, an d/or replacement ofparts, but which has never been completely disassembledand rebuilt or remanufactured to new or better-than-new

condition.

RESTORED AIRCRAFTAn aircraft with proof of construction by the original

manufacturer , or his licensee, that has been disassembledinto its component parts which were then either replaced,refurbished, or remanufactured to new or better-thannew condition.

CUSTOMIZED AIRCRAFTAn aircraft with proof of construction by the originalmanufacturer, or licensee, which has been obviously

modified from its original appearance. Such modifica-tions could include airframe structural changes, paintschemes, interior and upholstery, instrument panel , orengine and cowling, etc.

REPLICA AIRCRAFTAn aircraft constructed exactly to original manufacturer's plans, full size in scale, but not constructed by the

original manufacturer or his licensee.III. QUALIFICATIONS OF JUDGES

A judge should be a current member in good standingof any aviation organization that promotes the restoration and flying of Antique and Classic aircraft. He shouldhave a thorough knowledge of the aircraft type and vin-tage being judged, this knowledge having been gainedfrom actual experience flying and/or maintaining suchvintage aircraft. Qualification may also be acquired byhistorical research or actual restoration experience.

18


19/28

IV. GUIDELINES FOR JUDGESJudges should be guided by the llowing general policy. The prize winning aircraft is either IN , or has beenRESTORED TO , factory fresh condition. In the case ofrestored aircraft, the quality and authenticity of thecompleted restoration is the main issue. The best restoration is the one which most closely approaches factoryfresh condition . Authenticity is to be emphasized. Anyalterations, for whatever purpose, with the exception ofsafety items, should be discouraged. These are covered

in the standard deductions on the judging sheet. Duplication of parts should be as close to the original as possible. Penalties should be given for lack of restraint in "overrestoration" . J udging for clean liness should take into consideration the extent to which the aircraft is used. Anauthentic restoration should not be penalized when itbears only the oil and grease normally accumulated inoperation of the aircraft. This will not excuse poor housekeeping, as it only takes a few minutes after arrival at ameet to clean the oil spatter from most of the aircraft surface . Aircraft must be flown to, or during the meet .The proof of authenticity should be a book which documents the history of the aircraft. The purpose of thispresentation book is to authenticate the restoration orpreservation of the aircraft.Replicas should be judged as a separate category . Ifthere are sufficiently large numbers of replicas entered incompetition , they can be subcategorized into all the classifications and subclassifications presently used in judging antiques and classics.

V JUDGING CATEGORIES ANDCLASSIFICATIONSListed below are complete categories and subdivisionsthat will cover an event comparable to the largest national fly-ins . Each may be reduced to conform to the size and

magnitude of the individual Fly-In . Of importance is thedate range of the basic categories. These have beenstandardized and will remain intact. New categories willbe initiated as progress warrants.

ANTIQUE AIRCRAFTGRAND CHAMPIONRESERVE GRAND CHAMPIONPIONEER AGE (Prior to 1918)ChampionRunner up

GOLDEN AGE (1918-1927)ChampionRunner upOutstanding open cockpit biplaneOutstanding closed cockpit biplaneOutstanding open cockpit monoplaneOutstanding closed cockpit monoplaneSILVER AGE (1928-1932)ChampionRunner upOutstanding open cockpit biplaneOutstanding closed cockpit biplaneOutstanding open cockpit monoplaneOutstanding closed cockpit monoplaneCONTEMPORARY AGE (1933-1945)ChampionRunner upOutstanding open cockpit biplaneOutstanding closed cockpit biplaneOutstanding open cockpit monoplaneOutstanding closed cockpit monoplaneCUSTOMIZED AIRCRAFT (Any antique aircraft age)ChampionRunner upOutstanding

REPLICA AIRCRAFT (Any antique aircraft age)ChampionRunner upOutstanding

CLASSIC AIRCRAFT (1946-1955)GRAND CHAMPIONRESERVE GRAND CHAMPIONCLASS I (0-80 HP )CLASS II (81-150 HP )CLASS III (151-up HP )CUSTOM CLASS A (0-80 HP )CUSTOM CLASS B (81-150 HP )CUSTOM CLASS C (151-up HP )OUTSTANDING IN TYPEAeronca Champ LuscombeAeronca Chief NavionBeech Piper J-3Bellanca Piper-othersCessna 12 14 StinsonCessna 170-180 SwiftCessna 190-195 TaylorcraftErcoupe Limited Production

VII. FORM EXPLANATION AND USEJudges should understand that the maximum attainab le wou ld be a perfect score grand champion withoutqualification. t cou ld never be surpassed, and it couldonly be tied by another perfect score grand champion.Consistency and fairness should be the main criterion injudging.

ITEM 1. GENERAL APPEARANCEThis is the only category which covers the aircraft inits entirety. Workmanship, authenticity, cleanliness, andmaintenance of the aircraft sho uld be the criteria. Judgesshould consider the aircraft and its airworth iness as awhole and not as individual pieces. A non-authentic colorscheme, modern finish, fabric other than original, nonau thentic striping or decorations should constitute theuse of negative points . Markings, such as aircraft namesor airmail company markings, done in good taste, shouldnot be penalized. Aircraft showing use of metal that hasreplaced the original use of fabric or plywood skinningshould be penalized substantially. Use of non-originaltype nuts, bolts, cable splices, safety wire, etc., shouldalso be penalized.

EX-MILITARYAny Antique or Classic aircraft which at one time wa sowned and/or operated by any recognized military organization should be partially judged on the basis of itsformer military appearance, unless a comparable civilianmodel of that aircraft was offered for sale by the originalmanufacturer or his licensee.

ITEM 2 COCKPITAnything visible within the cockpit and passenger

compartments comprises the items under inspection inthis category. Authenticity should be stressed in the finish ,upholstery (or lack of), instruments , controls , and othercomponents. The operational condition of all components,the workmanship, and the attention to detail are considered important. Installation of modern electronics shouldnot be penalized providing the installation does not detract from the authenticity of the instrument panel orother components. Deductions should be made for alterations made to the throttle , stick, or control wheel. Nonauthentic upholstery material or patterns should result indeductions . Chroming o'f parts not originally chromedshould earn minus points .

19


20/28

APPEARANCE ONLY (+ ) AUTHENTICITY MINUS POINTS (- )


21/28

Poor Fair Good Very Good Ex cell entGeneral P 0- 4Appearance (20) F 5- 8G 9-12VG 13-16EX 17-20Engine (15) P 0- 3F 4- 6

G 7- 9VG 10-12EX 13-15Landing Gear (10) P 0- 2F 3 4G 5- 6VG 7- 8EX 9-10Cockpit (15) P 0- 3F 4- 6G 7- 9VG 10-12

EX 13-15Fuselage (15) P 0- 3F 4- 6G 7- 9VG 10-12EX 13-15Wings & Tail (15 ) P 0- 3F 4- 6G 7 9VG 10-12EX 13-15Presentation Book (5) 0- 5Difficulty Factor (5) 0- 5TOTAL APPEARANCE POINTS _TOTAL MINUS POINTS (deduct) _ _ _Judging Score

Deduct as specifiedNon-authentic color schemeNon-authentic finishNon-authentic stripingNon-authentic mar kingsOther

3522

Non -authentic engineNon-authentic chromingOther

125

Non-authentic wheelsNon-authentic tiresNon-authentic tail wheelNon-authentic steeringOther

2122

Non-authentic instrumentNon-authentic upholsteryNon-authentic chromingNon-authentic controlsOther

2452

Non-authentic windshieldNon-authentic cowlingNon-authentic fairingsOther

252

Non-authentic wiresNon-authentic pitotNon-authentic landing lightsOther

211

TOTAL MINUS POINTSJudges namesJudges namesJudges names

Classic owners~ U I t t dJ ,OG ~ ~ \ l

DRESSIT UP ~ mITH A NEWI I ~ INTERIOR!ll Items READY-MADE for EasyDOITYOURSELF INSTALLATION

Seat Upholstery - Wall PanelsHeadliners - Carpets - etc.

Ceconite Envelopes and DopesSend 1 .00 for Catalog and Fabrics Selection Guide4 ~ P ~ , J n c .

259,...15 Lower Morrisville Rd.Follsington, Po. 19054(215) 295-4115

FLORIDA SPORT AVIATIONANTIQUE/CLASSIC ASSOCIATIONFLYIN SCHEDULEJuly 14-15 .. .. . .. . .. . St. AugustineJuly 29 - August 4 . . . . . . . .. Oshkosh

August 11 . . . Venice Airport, Beach PartySeptember 8-9 . . .. Silver Springs Airport, OcalaOctober 1314 . . .. . . . . .. Thomasville, GADecember 1-2 .. .. .. . . Cedar Key/Williston

21


22/28

BORDEN S AEROPLANE POSTERSFROM THE 1930 S

1 ~ . ~ I

p _ L ~ : " : .

.

- - - , ; . : ~ .' / --..

- - .- - . .._. -

i ;

-::;. - .. . O .... .;. ... : . -: ---.-- ....: -.- --,

/

.........

NEXT MONTH - The Boeing Bomber and Pursuit.Article Number 7, Poster Number 7, Series Number

Savoia MarchettiBy ionel Sa li sbury7 Harper RoadBrampton O ntar ioa nada L W 2W3

Okay. Wh ere do you put a pilot in this one?If that is the pilot peeking out from the right hull,how does he see anything on th e left side?For that matter, how does he see anything on th eri ght side? Or forward? Down ?This poster is number seven in series number one,of a group of posters published in 1936, by the Borden Company, from their Toronto, Ontario office,s a promotion for th e ir malted milk product.

Three-view and de scription are from the back ofthe poster. If you build a repli c of this one , and youare looking for aircrew, I will volunteer to man th esafety lau nch.

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DESCRIPTION OF SAVOIA MARCHETTI TW N HULL FLYING BOATThe Savoia-Marchetti Flying Boat is made by the engines, Isotta-Fraschini, or Curtiss Conqueror, or Equipment includes Paragon prope l ler, compressed

American Aeronautical Corporation of Port Washing Wright Cyclone, totaling 1,000 horsepower. Power air starter, dual co ntrols, Pionee r instrument panel ,ton , Long Island, New York. It has two hulls, each of loading , 16.1 pounds per ho rse power. Wing loading, turn and bank indicator, clock, magnetic compess,which accommodates five or six passengers. The frame 17.35 pounds per square feet. Weight empty, 10,600 inclinomet er, navigation , cabin and instrument boardwork of the hulls is of wood; sides and decks are of pounds; useful load , 5,250 pounds; gross weight, lights complete with battery, safety belts, tool ki t ,plywood and fabric. Ailerons and tai l surfaces have a 15,850 pounds. first aid kit , anchor, life pr eservers, fire ex tinguisher ,framework of steel tubing co vered with fabric. Full air speed indica tor, altimeter, clock, water thermomcantilever wings with a fuselage of wood, covered with Perf o rm an ce: High speed, 130 mi l es per hour. e ter , oil thermometer, gasoline gauge.plywood and fabric, are provided. Cruising speed, 11 mil es per hour. Landing speed,Sp ecifica ti o ns: Span, 79 feet 11 in ch es. Length 75 miles per hour . Rate of climb, 400 feet fi rst minute .overall, 55 feet 2 inches. Height overall, 16 feet 9 inches. Climb in 1 minutes , 3,400 feet. Service ce iling , 11,000Wing area (including ailerons) 99 square feet. Two feet. Radius, optional. Gaso l ine capacity, optional.

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flying new types and trying new launching systems like the win ch and hand launching in a were NEVER bombed but we often heard Jerrypassing over on his way to the Midlands .
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LETTERSDear David:This morning I received a photo copy of aletter dated December 14, 1978 wh ch you sentto my pen pal Don Giffin . Box 179, Wyoming ,Ontario , Canada , inviting him to keep a written and photographic record of the replicaChilton DWIA that he is currently building witha view to its eventual publication in The VIN-T GE AIRPLANEI feel sure that Don will be extremely pleasedto do just that and I hope that you will file myfollowing remarks to add what is suitable toh s story if he writes it.I am 70 years of age , one of the three workmen who built the original Chilton DWIA invery primitive conditions for the Hon. A. Dalrymple and Mr. A. R. Ward at Hungerford in 1939and by a whole string of coincidences Donwas able to make contact with me and I wasable to supply him with pictures and news clippings over 40 years old and many memoriesof how the Chiltons were made.

The July 1976 issue of the English magazineAEROPLANE MONTHLY carried a quite goodstory of the history of the Chiltons up to date :The actual story was written by Arthur OrderHume who rewrote much of the material supplied by myself .In July last year, the Mr. Roy Nerou mentioned in the article , exchanged his ComperSwift for the last Chilton made, S-AFSV andremoved part of the skinning to measure internal dimensions and prepare proper drawings for futu re use.Obtaining data and working drawings hasbeen very difficult due to the almost completelack of interest by the surviving partner , Mr.Ward . Dalrimple was killed in a German Fiesler Storch on Christmas Day, 1945, and after5 years in the ATA (ferry service) Ward had nointerest in ultralight planes and I left the concern for good.I never flew a Chilton myself. a pity becauseall who did , spoke very highly of it, in fact. Mr.Ronald Porteous who owned a Chilton and testflew many ultralight planes at the time 19361939, rated it the best ever built and equal totoday s types .The reason that I never flew the Chilton isthat I used to be a pioneer glider and sailplanepilot and due to mishaps trying out new ideasin 1930-1938 with resu Itant damage to myselfby the time 1939 arrived my flying days wereover and it was wiser to stay on the ground.I was a founder member of the Bradford Gliding Club in 1930 which became the YorkshireGliding Club in 1934 and was Ground Engineer for both .In 1930, incredibly little was known in England about either building or flying sailplanesand I was often the guinea pig for both test

very strong wind .During 1933-1934 I teamed up with the lateRex Stedman to make the first two seat sailplane that actually soared in this part of the

world and was the first Yorkshire member torise in a thermal to cloud base.By the end of 1938, I had spent nearly all mymoney and just had to earn my living on something more remunerating.The journey to Chilton was a blind date. byEnglish standards a long way off and I hadnever seen the works .

Whether Chilton Aircraft was a real business,or two rich men s hobby will never be known.Both partners were extremely well connectedsocially and moved in the highest aristocraticcircles, in fact , Ward s parents were personalfriends of the late King George V and QueenMary.They had a tiny shed about 25 feet by 15 feethidden in the copse behind the stately homeof Chilton Lodge and machines were taken byroad 9 miles to the Earl of Cardigan s field nearMarborough for flying.

Machinery was conspicuous by its absenceand they only employed three men and a boy .Apart from the engines , bolts, nuts , turnbuckles , tyres, etc. , almost the entire l it t le

planes were made on site by hand.On the outbreak of World War II the militaryrequisitioned a large part of the mansion andturned the surrounding park into an ArmyCamp which grew in size right through theWar at the same time as the works.

Almost immediately wood work stopped andproduction was entirely small machined metalparts made by sub-contract for the larger aircraft concerns on some very antiquated metalworking machines later supplemented bymodern U.S. lease lend machinery.The original shed was enlarged 15 times by1945 and the last extension was a free standing chicken house which just held two benchesand a sports sailplane fuselage , which wasin fact the first Olympia Merze made outsideGermany.

When the U.S. entered the War the ArmyCamp became the official U.S . parachuteschool , and was greatly extended togetherwith all the equipment needed for the maintenance and re-packing of parachutes.Because the soldiers were so close we gotto know them quite well and quite a lot of unofficial lease lend took place .In exchange for repairing ten hats , use ofour circular saw , etc . their officers would giveus large quantities of the timber which camef rom Waco glider packing cases. Those packing cases were some of the largest ever madeand when dismantled made excellent building material and that was how the factory wascontinually being extended until 0 Day.Amazingly although an Army Camp and quitea legitimate wartime targe t , the camp and works

I will have to cut this short or this letter willbecome a book : Almost immediately after thecrash of the Storch , I left the firm of ChiltonAircraft which became Chilton Electric , making shaver sockets and switchgear and forthe next 28 years I worked as a high qualityjoiner until I retired .

However. I never lost my interest in flyingand during the last six years have acquireda number of pen and tape pals about the worldwho are interested in the building and flyingof the 1930-1939 replicas.A few months ago Don s pal , Ron Bays sentme an interesting tape about his trip in his30 year old Bellanca from Nova Scotia to theOshkosh Fly-In and the return trip.

The address of Mr. Roy Nerou , the primemover in the Chilton replica project is: 264Browns Lane, Allesley, Coventry. If you wouldlike to read more about the Chilton , I wouldbe pleased to send either script or tape , sorryI do not type.

Sincerely,Mr. Harold Holdsworth27 Woodroyd TerraceBradford 5. BD5 8P. Q.West Yorks England

Dear David:I have asked the Experimental Aircraft Association to post this letter to your company .You may be interested to know that a fullsize flying Replica of the famous Fokker aeroplane Southern Cross as used by the late SirCharles Kingsford Smith has been plannedfor historical commemorative operations inAustralia.It is our intention to purchase four engines(one spare) that have been completely overhauled in the U.S.A. Mr . Bill Whitney, our aeronauti cal engi neer has advised that 3 X 200BHP engines will be required to power theReplica.It is possible that 280 BHP engines wouldbe considered .Would you kindly advise then the availability and estimated cost in the U.S.A. of:4 X Radial Engines with all accessories, of300 BHP.4 X Two bladed, feathering propellers withdiameters a little over 8 feet : Activity Factornot too important.We would be most grateful if you could advise an estimate of the total weight includingprop and accessories, in the reply.

With thanks in anticipation .Sincerely,John S. Pope, Project Director42 Strathalbyn RoadAldgateSouth Australia 5154

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Waco Model UBF, NC13075, cln 3692, 1933.Dear David :

Being one of a perpetual nostalgia kick, themention of Milwaukee . Oregon in Jack Mitchell s excellent article on Waco UBF,NC13075, stirred some memories of myoidhome town . Among those memories are a fewof this very same Waco. I submit two viewscaptured during the 1946-47 period with myBrownie 620 Special.The photo of the UBF on wheels wassnapped shortly after it arrived in Milwaukee,The exact location was a pretty sad airstripat Ardenwald, a residential area of East Milwaukee. Soon to be covered with homes , thisfield enjoyed a very short life as an airport.

The second view shows the UBF somemonths later - refin ished, remounted on floatsand put to work by Marine Air Service. At thistime, Marine Air Service was located preciselyat Milwaukee, on the Wallamette River. Theriver is wide at this location , Johnson Creekflowing in to help form what was then the seaplane basin for the air service.Though I have been to many flying eventsand airports throughout the Northwest duringthe past 30 years, I never had the good fortuneto see the UBF again.

Sincerely ,Ralph NortellN. 1747 Smith StreetSpokane, WA 99207

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Dear David:Please turn to page 14 of The VINTAGE IR-PL N January, 1979. Will you please give

Last October, I heard that George Shealy zontally to the edge of the picture . Have you Dear David:died the preceeding December and that Gene any idea of the model? Regarding Mr . Mike Kezick 's letter - pagewas retired from Eastern and was living some I am a member of the CAP Sqd. 9098 in Colum 26, February 1979, The VINTAGE AIRPLANE.


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me the name of the pilot standing along sideof the Eastern Air Transport , Inc .?I'd be almost willing to bet my next SocialSecurity check that he is Gene Brown , whowas at that time a reserve officer of the thenArmy Air Corps. He came to Columbus in thelate 20's with Mable Cody 's Flying. He flewa WACO 9 taking up passengers. He got Mr.A. C. Chancellor and perhaps Mr. J. Ralston,Gargill and Mayor Dimon and two or threeother important businessmen interested inpromoting aviation in Columbus .

I don 't know all of the details, but , he leftMable Cody 's Flying Circus. They formed apartnership and bought a new WACO 9. Genestarted hopping passengers and giving flightinstructions. He was very successful in both .One of his students that I remember quite wellwas George Shealey. He bought an old Jennypainted orange and aluminum for $500.00 inAmericus. Gene taught him to fly . Later on , hegot a job flying for Eastern . This was afterGene had joined Eastern. Gene flew the firstair mail (night) from Atlanta to Richmond , Virginia flying a Pitcairn. Holding a box of peachesthat he flew to New York City to give to MayorJimmy Walker. But , I failed as usual to put thedate on it.I got ahead of myself . Gene was an excellent pilot and liked to flat hat around everyso often. I used to fly with him every chance Ihad . I started working for him selling planeride tickets. Then started helping him on theplane. I graduated to propping the engine,making sure his passengers were strapped inproperly , holding one lower wing for sharpturns. His aircraft didn 't have brakes. At thattime, I didn 't know of any that did . I learned towarm up the engine and to taxi it for him . Then,he got the job flying the air mail.He was the first pilot to fly at night overColumbus, without the benefit of landing lightson his aircraft or on the field. I forget how manycars were parked side by side at an anglewhen he was ready to land. He would gun hisengine as a signal to turn on the lights.My first great thrill in flying was my firsthop May 5, 1926 in one of the old sweep backwi ng Standard aircraft of Gates Flying Circus.The second great thrill was my first night flightwith Gene.I have many fond memories of working forGe ne. One person told me that had Gene notgotten that air mai l job, that Gene was goingto teach me to fly. I don 't know if that was so,but, if he had, I'm sure that I wo uld have madea darn good pi lot or not one at all. For he wasa cracker Jack of a pilot.Gene was a young , good looking , lean , rawboned fellow and was very popular with theyoung belles of that time. Flying at night didn 'tdampen his popularity with them either.

where in Florida. bus . Through the courtesy of the Air Force Mr. Douglas Corrigan did not do any weldI have a picture of Gene in a post WW-I SPAD. at Ft. Benning, Georgia, four of us flew up to ing on Charles Lindbergh's N.Y.P. he learnedI would like to know the model. It has wider Wright Patterson Air Force Base weekend be welding later - Mr . Corrigan was a pilot bewing struts than the SPADS VII & VIII. Has a fore last. That was a trip well worth it. I just fore the Spirit of St. Louis was built. Havingthick mid top wing fuel tank , a Lewis machine wish that we had more than one full day there. soloed in March of 1926.gun mounted on the lower right wing just on If you have never been , I highly recommend Also, the Key Bro 's. broke the Endurancethe outside of the lower front wing strut, a the trip . There is no admission charge. It is Record with a J6 5 Robin in 1935. This beinglong , laced up section aft of the cockpit, a fire open from 09 :00 to 17:00 Mondays through 5 years after Jackson and O'Brine 's secondextinguisher hanging on the outside just be Fridays or Saturdays and 10:'00 to 18:00 on endurance flight.low the right side of the cockpit and what lookslike an oil cooler just forward of the extinguisher. What I can see of the vertical fin , itcomes up at 8 or 10 and then goes back hori-

Sundays. Sincerely,Robert S. Grier, Jr.Rt. 2, Box 31Seale , AL 36875

Respectfu Iy,J. Rathjen

ANTIQUECLASSIC AIRCRAFT UNDER RESTORATIONAERONCA 7AC CHAMPSamuel C Mazzotta, 2504 Tecumseh Avenue, Lees

burg, FL 32748John B, Shandrow, Rd #1, Midd lebury, VT 05753AERONCA 11 ACWilliam Lone, 8099 South Breeden Road, Bloomington, IN 47401BELLANCA 14-13Ralph H _ Prince, 117 Rockwood Drive, Grass Va ll ey,CA 95945CESSNA 170Pasq uale Ba rtone, 40 Bonner Drive, E, Hartford, CT06118COMMONWEALTH SKYRANGERZot Barazzotto, 1480 Betty Drive, Xenia, OH 45385CURTISS )N-4DHarry Bodotsky, 2516 Merrib rook Road, Wilm ington,DE 19810ERCOUPECharl es E. Carlso n, Sr., 2620 So uth Fift h Street , M ilwaukee, W I 53207ERCOUPE 415-CRichard W. Land, 2411 Longview Drive, Dayton, O H45431Larry D. Sweetse r, 493 Ap ple Tree Lane, Fai rfi eld , CA94533

FAIRCHILD 24Frankie Freeman , 16619 Mojave Drive, Victorvi ll e, CA92392HOWARD - DGC - 15 - PGary Chilcote, Box 246 B, Britt, MN 55710J. R. Graham, M.D., 1955 Santa Teresa, Sierra Vista,

AZ 85635MORRISEY N FTYKenneth Jorgensen, P. O . Box 495, Balboa Heights,Canal ZonePIPER )3Ken Klei n, 2242 Liane Lane, Santa Ana, CA 92705PIPER )-5AEdward E. Se lf, RR 1, Box 384, Le itchfield , KY 42754PIPER )-5-BMrs. The lma B. Grahn, Nine Chase St reet, Lynn , MA01902PIPER PA 11W ill iam D . Graves, P. O . Box 2279, Auburn , AL 38630PIPER PA22-150Roy M . Simonson, 6964 Yo rk Drive, Dublin , CA 94566

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Calendar o EventsAUGUST 19 - WEEDSPORT, NEW YORK - Antique /CiassidHomebuilt


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Fly-In. Sponsored by EAA Chapter 486, Whitfords Airport. AirShow - field closed 1 00 P.M. until 5:00 P.M. Intermi ssion for earlydepartures. Pancake breakfast. For further information, contactHerb l ivingston, 1257 Gallager Road, Baldwinsville, New York13027.

AUGUST 26 - WINDSOR, ONTARIO, CANADA - Pancake breakfast sponsored by EAA Chapter 185.AUGUST 36= j1; SEPTEMBER 1-3 - OnUMWA, IOWA - LABOR DAYWEEKEND - Antique Airmen In c. Annual Reunion, Ottumwa In

dustrial Airport, Ottumwa, IA. Registration free for pilot of antiqueplane 30 years or older and one passenger . For further informationwrite: Antique Airmen Inc., Box 931 , Ottumwa, IA 52501.

SEPTEMBER 5-9 - GALESBURG, ILUNOIS - Ninth Annual StearmanFly-In. Anyone with any interest in Stearmans is cordially invited.For further information , contact Stearman Restorers Association,Inc. 823 Kingston Lane, Crystal Lake, Illinois 60014.SEPTEMBER 12-16 - SAN ANTONIO, TEXAS - American BonanzaSociety Annual Convention and Industry Exhibit, Convention Center. For further information, con tact ABS, P. O. Box 3749, Reading,Pennsylvania 19605 - 215/372-6967.SEPTEMBER 14-16 - KERRVILLE, TEXAS - Fifteenth Annual Southwest Regional Fly-In. Friday night hangar party, Saturday aircraftjudging and air show from 3 to 6 P.M., Saturday night banquet andentertainment. Plenty of homebuilts, antiques, and warbirds. Sponsored by the Texas Chapters of EAA. For further information, contact Dave Beckett, President, 5103 Village Row, San Antonio, Texas78128 - 512 /653-4710.SEPTEMBER 27-30 - TULLAHOMA, TENNESSEE - First Annual FlyIn. Plan now - for the greatest show on earth.

SEPTEMBER 30 - OCTOBER 5 - WASHINGTON, DC - Man's Questfor Wings : A History of Flight. A weeklong seminar on the historyof flight featuring elctures by the NASM staff, field trips to thevarious Smithsonian facilities (including Silver Hill). For furtherinformation, contact Nancy Starr, Selecte d Studies, A I 1190A,Smithsonian Institution, Washington, DC 20560 - 2021381 6434.OCTOBER 12-14 - CAMBEN, SOUTH CAROLINA - Fly-In. All divisions, awards will be presented. For further information, contactGeneva McKiernan , 5301 Finsbury Place, Charlotte, North Carolina 28211 . Sponsored by EAA Antique/Classic Chapter 3.W COTHE AUTHENTIC HISTORY OF WACO AIRPLANES

AND THE BIOGRAPHIES OF THE FOUNDERS - CLAYTON J. BRUKNER AND ELWOOD J. SAM JUNKIN.

This hardbound publication, a depiction of thelives of two high school classmates who had a simultaneous desire to build an airplane of their own, wassanctioned by the late Clayton J. Brukner.

This publication, edited and published by Raymond H. Brandly, President of the National Waco Club,will be available in June of 1979. This collector's itemwill be introduced at a special price of 18.95 plus1.50 postage and handling. Orders with remittancemay be sent to: WACO PUBLICATIONS, 2797 ACOSTASTREET, DAYTON, OHIO 45420.For further information, contact Ray Brandly , Pres idef1t, National Waco Club, 2650 West Alex.-Bell. Road,Dayton, Ohio 45459 or call 513-435-9725.

Chino from the air - prior to Sunday s air show.

Glenn E Peck, Jr. of Nipomo CA, sent in this picture of hi5excellent restoration work on a 1940 Porterfield LP-65.Th e plane serial number 73 1 N27242 was rebuilt in 33months of spare time . Glenn used razorback for covering.With its Lycoming 0-145-82 65 hp engine, the Porterfielddelivers a 94 mph cruise at 2300 rpm.

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vintage airplane - aug 1979

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