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(Photo byTed Kaston)
THE PRESIDENT'S PAGE
By E. E. "Buck" Hilbert
President, Antique-Classic Division
SPIN,LOOPANDROLL...MORE INFORMATION
As announced in the last issue, we will participate in the lAC Division invitational Spin,
Loop and Roll Contest. A few details on the judging criteria: Altitude and size of the box in
which to complete the maneuvers will be thoroughly explained later, but as for right now,
minimum altitude is 1500 AG, maximum 3500 AG. Position for beginning the sequence - in
relation to the judges; spin to the side, loop in.. front of them, and the roll to the opposite of
starting side. We'll be judged on a scale of 0 to 10. 10 is perfect. Coefficient of difficulty for
spin (1 turn) 10. Loop 10, roll 10, and positioning 10. This doesn't sound too hard for us amateurs.
I'm kinda lookin' forward to it. Hope there are some enthusiasts out there who feel the same
way.
WHOWILL MINDTHE STORE?
This year the Antique-Classic Division will take on some added responsibility during the
Convention. We are going to need bodies, some dedicated ones to show up three or four
days ahead of time and get the place ready to go. Our judges will take care of themselves.
We will have expanded categories this year, with a little more attention and priority attached
to originality. But we need all sorts of other types to help out. Security for one. Maintenance
men, too, and the ever present wing runners and airplane parkers. I also hope we can take
over our own Antique and Classic registration duties, so we need people to hack away at that
too.
A new wrinkle this year will be the display and flights of a selected few museum
aircraft. We need ground crews, talking guides, security and interested parties to oversee
this facet of the operation. This represents a real step forward insofar as the Museum Founda-
tion is coming out of the shadows and actually participating in the Convention activities this
year. We, the Division, will do all we can to effectively display these aircraft and items from
the museum. We'd like everyone to be aware of the Museum, the largest privately owned
collection of aircraft in the world. The only way we can do it is to display them, get them
out there for the people to see.
So let's get out there early, I'll be there, and I'll be there after most of you have gone home.
See you then . . .
2

(Photo by Ted Koston)
VOLUME 2 - NUMBER 3 MARCH 1974
TABLE OF CONTENTS
You'll Never Get It Done, George . .. George Stubbs . ......... . ..... . . .. . .. . . . .. .. .......... .4
Remini scing With Big Nick .. . ....... ... . . . . ...... . ... ....... WILl-ARDE' SCHMf . . ... .. . . . . . 9
General Skyfarer . .. Jack Cox .. .. . . . .... .. ... . .. .... . 4oe7 'ROCKY RiVER: . ... ... .. .. . . . . . . . 11
1912 Bellanca ...... . . ... . .. . .. . .. ... .......... . .. . . . .. .. . . . .13
the Flynal Fall Fly-In . .. Buck Hilbert .. .. . . ..... . ... .. . .... . .. . -..- .-. "' .. . .,........... . ' ......... .14
More Touroplane Goodies .. ........ . . . . . . .. .. . .. . ... . ... . ..... . . . . .. ..... . ...... . .. .... ... .. . . 16
Around The Antique-Classic World .. . .. . . . . . . .... . .. . ........ .. ....... . ........ . . ...... . . .. ...18
ON THE COVER George Stubbs' beautiful
Gu/lwing.
BACK COVER .. Tiger Moth!
Photo by Ted Koston
Photo by Ted Koston
HOW TO JOIN THE ANTIQUE-CLASSIC DIVISION
Membership in the EAA Antique-Classic Division is open to all EAA members who have a special
interest in the older aircraft that are a proud part of our aviation heritage. Membership in the Antique-
Classic Division is $10.00 per year which entitles one to 12 issues of The Vintage Airplane published
monthly at EAA Headquarters. Each member will also receive a special Antique-Classic membership
card plus one additional card for one's spouse or other designated family member.
Membership in EAA is $15.00 per year which includes 12 issues of SPORT AVIATION. All mem-
bership correspondence should be addressed to: EAA. Box 229, Hales Corners, Wisconsin 53130.
EDITORIAL STAFF
Publisher - Paul H. ,Poberezny
Assistant Ed itor - Gene Chase
Ed itor - Jack Cox
Assistant Editor - Golda Cox
ANTIQUE AND CLASSIC DIVISION OFFICERS
PRESIDENT -
E. E HILBERT
8102 LEECH RD .
UNION. ILLINOIS 60180
SECRETARY
RICHARD WAGNER
BOX 181
LYONS, WIS. 53148
VICE PRESIDENT
J. R. NIELANDER. JR.
P O. BOX 2464
FT. LAUDERDALE . FLA. 33303
TREASURER
GAR W. WILLIAMS, JR.
g S 135 AERO DR., RT. 1
NAPERVILLE , ILL. 60540
DIVISION EXECUTIVE SECRETARY
DOROTHY CHASE , EAA HEADQUARTERS
THE VINTAGE AIRPLANE is owned exclusively by Ant i que Classic Ai rcraft . Inc. and is publ ished
mo nt hly at Hales Corners, Wisconsi n 53 130. Second Cl ass Permit pend ing at Hales Corners Post
Off ice. Hates Corners. Wisconsin 53 130. Mem bership rates f or Ant i que ClaSSIC Ai rcraft , Inc. are
$10.00 per 12 mo nth peri od of which $7.00 i s fo r t he subscri pt ion t o THE VINTAGE AIRPLANE . All
Antique Classic Ai rcraft . Inc. members are req ui red t o be members of the parent organi zati o n. the
Experi mental Ai rcraft Associ ati on. Membershi p is open to all who are interested i n aVI,ation.
Postmaster: Send Form 3579 to Antique Classic Aircraft, Inc., Box 229,
Hales Corners, Wisconsin 53130
Copyright 1974 Antique Classic Aircraft , Inc. All Rights Reserved
3
(Photo byTed Koston)
"YOU'LL NEVER GET IT DONE, GEORGE!"
George E. Stubbs(EAA 41870, Ale 17)
Stubbs Aviation Services, Inc.
SpeedwayAirport, Griswald Rd.
R. R. 18, Box 127
Indianapolis, Ind.46234
The love and admiration for a type of antique airplane
sometimes originates long before the actual acquisition,
as was the case with Stinson Reliant SR-10G, NC-21135-
Reserve Grand Champion Award winner at Oshkosh 1973
Fly-In.
During my hi gh school years in the middle 30's, I had
built many models of Stinsons from the SM8A up to the 9
and 10 Gullwings. As a matter of fact, I built models for
pay in order to help finance some of my high school ex-
penses .
But it wasn' t until the year of 1939 that I had the oppor-
tunity to fly in one of these fine airplanes. I met Colonel
Roscoe Turner one afternoon at Weir Cook Airport in
Indianapolis, bought a ticket for -a sight-seeing ride in his
SR-9, and he let me fly it from the right side. This created
two desires in my life: first , I wanted to fly; and second,
4
Iwanted to ownaGullwing Stinson. TheAir Force helped
on the first desire, by teaching me to fl y during World
War II. It took over30 years for the second.
Whileflying withColonelTurner, Ifoundhim to be the
most interesting man I had ever talked to, and from that
time on, I made a pest of myself in order to talk to him
about flying and the Stinson airplanes. We became very
goodfriends, andafterWWII, theColonel foundedTurner
Airlines and I became his lead mechanic. In 1947 he
sold the last of his Gullwings, and seeing the new owner
clinlb in and flyaway was like losing an old friend .
The determination to own a Gullwing increased over
theyears, butitwasn'tuntil1969 thatIhadmy opportun-
ity. My good friend, BobYounkin, adverti sedanSR-I0for
sale in Fayetteville, Arkansas. A twin engine familiariza-
tion ride with our ChiefPilot was incorporated into a trip
to Fayetteville for inspection. Bob andIwalkedover to the
bar n whereNC-21135 wasstored.This wasthe moment-
and after a quick-examinati on, Bob Younkin had a deposit
on thi s airplane, minus engine.
A month later SteveBrown, oneofourmechanics, and
I made a pilgrimage to Fayetteville with a trailer com-
plete with come-alongs, chains, cables, ropes, spare tire
and enthusiasm. We arrived at Fayetteville at ten o'clock
inthemorningand, muchtoourdismay, realizedthis bird
was much too big for a 26 x8 foot trailer. We loaded the
fuselageandwings- tothedisappointmentofmanyofthe
chickens who had adopted this airplane as their home -
andtrudgedback toIndianapolis, andunloadedsaid mass
oftubing, wood, and fabric into a hangar. Two days later
we made another trip and picked up the tail surfaces,
landinggear andmanyextra parts thatBob threw in to tr y
andgiveus a completeairplane.
Many people surveyed our pile of SR-I0 with the
comment, "You'll never get it done", but when one ad-
mires this airplane as long as I did, comments of thi s
type only increase yourdetermination. Being an A&E and
AI doesn't hurt the chances of thi s type of restoration,
either.
Fromthebeginning,allofuswhoweregoingtoworkon
therestorationwereincompleteagreementthatthi s would
be a true restoration - back as nearly as possible to the
exactconfiguration when new- no plastics, no synthetic
or miracle fabrics - just leather, wool, linenand butyrate
dope.
In January of1970 the fuselage was brought in, sand-
blasted, and we made a thorough examination and esti -
mate of what it was going to take to restore this section
of the airplane.
We replaced every bit of wood on the fuselage, all of
the floorboards, wiring, cables, pulleys, and started the
monumental task of building it back together. The land-
ing gear was removed, magnafluxed, and found to have
many cracks. The process necessary to repair these heat-
treatedmembersissomewhatinvolved. Thememberhasto
be normalized, welded in the cracked areas, remagna-
fluxed, re-heat-treated, and magnafluxed agai n to make
surethatno newcracksappearedduring the heat-treating
process.
By May ofthat year, the FAA Ins pector, who wasalso
a Stinson pilot sai d, " If you've got the money, you can
coverit."
Acall to CooperAviationandthe orderingofanenvel-
opeofIrishLinenforaStinsonSR-I0resultedinsilenceon
the other end of the phone, and finally, "What the hell is
anSR-lO?"However, ourgoodfriends atCoopercame up
with a very satisfactory envelope, and we installed it in
June of1970.
WrlLARO 11'. SO ~
402'1 ROCKY RIVK" OR. NO- :2.;:
~ L N O OHIO 44135
(Photo by George Stubbs)
This was George 's first look at NC21135 ... Fayette-
ville, Arkansas - 1969.
Our planwas to bringeverything up to silver, andjust
priorto assembl y wewould puton the remaining 25 coats
of Butyrate dope and hand rub to final finish . All metal
ahead of the door was replaced with 24ST .032 Alclad
aluminum.
The wiring consisted of 400 ft. of insulated electrical
wiring for thelanding lights, navigation lights, instrument
panel, generator, starter, and other circuits. The instru-
ments were taken out and turned over to an instrument
overhaul shop to restore them to their origi nal configur-
ation. This brought about an exclamation of, "My good
man, you mus tbewealthy", which is theovers tatementof
the year. After six months of hunting parts, the direction-
al gyro, gyro horizon, rate of climb, and altimeter were
certified. Thank the Lord that there are still people who
take pride in doing work onold airplanes.
Wehad origi nally agreed that theinteriorwould be ex-
(Photo by George Stubbs)
New covering and wiring complete at this point.
5
actly as the original, and hunted the Indianapolis area
over for enough red leather to accomplish that part of the
restoration. We finally came upon a gentleman who re-
stores antique cars in the area of Brazil, Indiana, who
agreed to reupholster the aircraft if I would bring the parts
to him. We were fortunate enough to have all of the old
panels to use as patterns, and he worked from them. If
you think the price of beef is high, you should try to buy
the leather that covers it. I think we bought 3 cows, but
only got the v';rapping. The only problem with going this
route is that the keeper of the checkbook sometimes says,
"Hold it- we can't afford that this month", and this some-
times slows down the restoration to a snail's pace. After
a long search, we located headliner material, identical to
the original - 100% wool - in Cincinnati, and my wife
proceeded to make the headliner on her trusty Singer.
About this time, we decided we had better be thinking
of a powerplant and propeller, and purchased an army
surplus R680-13 with 111 hours on it. We proceeded to dis-
assemble it, cleaned and inspected it, and decided upon a
complete major, even though it had very low time. I would
like to state to anyone interested in military engines, that
in many cases, time, money, and many times much grief
can be saved by tearing the engine down and rebuilding it
to civilian standards, as was the case with this engine.
I would recommend that all the work be done by a certi-
fied shop or at least someone who knows what they are
doing, especially in the building of the power case of a
radial engine.
With our engine "0" timed, we hung it on the airplane
in May of 1971 and traded space for fuselage and the wings.
During the reconditioning of the wings, the tanks were
removed, steam cleaned, checked for leaks under pres-
sure, and then sloshed with a seam sealing compound just
in case. Tanks were then reinstalled, new cables installed,
flap vacuum cylinder rebuilt, landing light mechanism
removed, cleaned, parts replaced and reinstalled, and nav-
igation lights rebuilt. By November we were again ready
for the FAA to inspect and bless the gigantic wings con-
nected with this beast. One note, as I mentioned, I am an
AI, however, if the airplane does not have a permanent
airworthiness certificate issued, it is necessary for the FAA
to inspect the structure before fabric is applied. The cut-
off date for the permanent certification was March, 1956.
Ours carried an airworthiness certificate dated 1954.
In applying the 40 acres of fabric on each wing, great
care was used in securing the edges of fabric and reinforc-
ing tape. You people who have recovered a fabric airplane
and had to rib stitch it, know what I mean when you
have a "rib-stitching party." The wing of the Stinson has
a 8 ft. chord, and is 18 ft. long with a rib every foot, in
some places 14" thick, and rib stitching required 1" apart
in the slipstream. Many of our friends were by now caught
up in our enthusiasm, and volunteered to help rib stitch.
You can tell a true friend or friends when they will stand
up - 4 on each side of a wing - and help guide that
damned 18" needle from top to bottom - bottom to top -
trying to miss the cables and the wiring with the rib
lacing, with the only reward a bunch of perforated fingers
and chord-cut hands. Our banker and his wife were some
of the volunteers who spent much time in this fashion.
Then 2 miles of 2" pinked tape was installed over the rib
lacing, all aileron slots, flap slots, inspection rings, drain
grommets, and all other necessary goodies were installed.
We were then ready to start building the finish.
By March of 1972 both wings were brought up to silver
and hung in the ceiling of the hangar awaiting final coat.
Tail surfaces, flaps and ailerons came next. Again, all
structures were bead blasted, inspected and chromated
and covered with Grade A fabric. Every surface of the air-
craft received 5 coats of clear butyrate dope, 10 coats of
aluminum dope, sanded between coats, and 25 coats of
blue bu tyrate dope, plus 5 to 6 coats of Simonize after
final rubbing out. Since the control surfaces were the last
to be covered, we went ahead and finished them out, put-
ting on the color pigmented dope up to finish.
From June of 1972 until September of '72, the Fuselage
got the finish coats and installation of instruments, interior,
new brakes, new wheels, new tires and wheel fairings.
At this point, we decided it would be time to contact
American Airlines, to get permission to use the American
Airlines emblem on the airplane, since it was one of their
original fleet of survey planes. I would like to add that this
airplane was never used as a passenger carrying airplane,
but was used to familiarize crew members with the various
runways, taxiways, etc., of different cities
where American operated.
The American Airlines Manager in this area, Mr. S. P.
Fay, is a personal friend of mine and was a great help in
securing permission from American to use the emblem.
As you can imagine, when you write to American Airlines
today and tell them that you have an airplane that used to
belong to them in 1938, and that you would like to restore
the airplane to this configuration - you can't find anyone
who even knows anything about the airplanes in 1938.
We did get permission to use the emblem, and the fuselage
was completed by December of 1972.
Again we traded fuselage for wing space and the wings
were brought up to the final coats, numbers painted on,
and then came February 15, 1973, the glorious day of hang-
ing the wings. There's nothing like having a wing hoisted
into place with 3 helpers and nobody knows where the bolts
are. The poor guy on the wing tip - which was me -
suffers a few minutes in agony while someone else is
trying to insert the line-up punch, and everyone else is
looking for the wing bolts. The wing weighs almost 300
lbs.
Having survived this crisis, we proceeded to rig the air-
plane, which really isn't too hard on a Stinson. The lift
struts are non-adjustable, so that's it. When the bolts are
in - it's finished. The adjusting of the balance cable and
aileron cables com pleted the job of rigging. The elevators
and rudders are very simple and are as easy to rig as a J-3
Cub.
In March we installed a new propeller, spinner, and a
remanufactured ring cowl and hit the starter. Nothing
happened other than the prop spun through many times.
One day was spent in finding out that the mags were
timed wrong, and on the third day, the Lycoming was
ticking over just like a $200 chronograph. Four hours of
run-in time, a day and a half of tying up lines, operating
controls, checking out the generator, all electrical systems,
and we were ready to test hop.
At this time, we awakened to the fact that we had
removed many pounds of surplus material such as flares,
camera mount, several antique radios, and before I could
sign this aircraft off as airworthy, it would have to be
weighed, and a new weight and balance computed. Since
our hangar isn't high enough to jack the tail up to level
flight condition, we had to wait for a calm day and weigh
the airplane outside. On the original weight and balance,
the airplane weighed 2825 lbs. dry, and our newly com-
pleted bird weighed in at 2705 lbs. or 120 lbs. lighter than
the original, and the CG came out perfect. The FAA gave us
a new airworthiness certificate, log books were brought up
to date and 337's completed. As the old saying goes,
"When the FAA paperwork weighs as much as the airplane,
it's airworthy." Now we were ready for the test hop.
6
May5th- Wehad taxied theairplane25 miles around
the airport and Dale Gustafson, a friend of mine who is
an Allegheny captain, and previously owned a V-77, just
happened to drop by the airport for a cup of coffee. Gus
washustledintotherightseatofNC-21135 beforeheknew
what happened. My total time in a StinsonGullwing was
something like 5 hours back in 1939 and 1940 in the right
seat. Afteragoodrun-upcheck, Guswassatisfiedwiththe
airplane and he decided Ishould fly it.
The runwayatSpeedway Airport is 3000 ft. long, and
by thetime wewere1/3 oftheway downtherunway, this
beautiful airplane was airborne and climbed like a home-
sick angel. Anyone who has restored an aircraft of this
kind certainly knows the feeling connected with the first
test hop after a complete restoration. The airplane flew
hands off, stalled very cleanly - I was completely satis-
fied with the performanceofmyGullwing. After33years,
I hadfinally realized a dream.
So far I have indicated that I restored this airplane
alone, but that is not the case as no one person could
possibly complete a job of this magnitude. Among the
many friends who helped us were twooutstandingmech-
anics - one, Mr. Charles L. Desterbecque, who I have
workedwithformanyyearsandwhois knownin thestate
as one of the best fabric men in the business. We both
worked for Colonel Turner during the years of Turner
Airlines, andlater Lake Central Airlines. "Dusty"is a true
craftsman, and a painstaking mechanic. Were it not for
him, the finish wouldn'tbe whatit is on NC-21135.Many
times he has torn off a section of fabric that looked O.K.
to me, but not to him, and I thank Mr. Desterbecque for
his perfection.
The second and youngest man on the project was
StephenBrown, whowasonly18yearsoldatthe time we
started. His experience on this type ofairplane was limit-
ed to stories I had told him and pictures of the airplane
that he had seen, but today this manis a qualified mech-
anic and an expert on SR-I0's, aircraft and engine, as he
has helpedsolvemanyofthe problems that we have had.
Hisyouthandenthusiasmmany times inspired therestof
us to keep going when things just didn' t go right. Steve
or Dusty occupies the right seat many times on trips to
fly-ins with NC-21135.
There are not enough words to describe the satisfac-
tion and pride of restoring, flying, and owning a project
of this kind. We have made many fly-ins with the plane,
and have won many trophies, including the Reserve
Grand Champion at Oshkosh, butthe greatest thrill ofall
was attending the Oshkosh Fly-In and having thousands
of people come by andcompliment you ona fine job and
a fine airplane. To me, this is worth all the bustedknuck-
les, all the dope on your hands, the grease under your
fingernails, and the frustrations connected with this type
ofproject, andIwouldliketothanktheEAA for providing
the place for me to exhibitmy airplane.
In the past year, I have had many people ask me,
"George, whatare you going to restore next?"- and my
stock answer is, "My checking account."
(Photo by Dick Stouffer)
7
(Photo by Ted Koston)
Panel of NC 21135.
(Photo Courtesy of George Stubbs)
George, left , receives the AAA Northern Califor-
nia Chapter Choice award at Oshkosh.
8
EVERYBODY knowsBig Nick...evenscoreswhohave
neverlaid eyes on theGreatOne. They' d recognizehim in
the blackest pit of hell ...all he'd have to do is give' em
a coupleofleather-tonsiled blasts like,
"Believe-you-me, ladies and gentlemen, you are about
to witness a spectacular aerial feat
of-Champions, the Showman-of-Showmen
Thatcouldn'tbeany-
one BUT Big Nick Rez-
ich, the basso profundo
by the Champion-
.
["
self, trailing the mostin-
credible geyser of white
smoke you ever saw.
Apart from Oshkosh,
Big Nick spends the re-
maining51 weeks of the
year herding a King Air
around the country for a
Rockford, Illinois firm.
Nobody knows whenhe
startedflying 'causeWil-
.burandOrvillehavelong
since gone to their re-
wards...andnooneelse
remembers. Wedoknow
thatNickwastherewhen
the Doolitties, Turners,
Wittmans and Klings
were thundering around
the pylons at Cleveland
and that he kept the
DGAs runningsmoothly
downtheproductionline
for Benny Howard.
REMINISCING WITH a sufficient number of
WILLARD F. SCHf/1J1
4027 ROCKY RIVER DR
tt,","" .NO. ..
.......vELAoND, OHI O 44135
When he's not working (ha!) in the front office of the
King Air, Nickis homeslavingona newTravelAir for this
summer'sflyingseason. HesaysheneedsanN-3-Nengine
mountandoil tank- it's O.K. if the mountis moderatel y
damaged; all he needs is the ring for his Wright. And for
you parts scroungers, Big Nick has a pair of metal wheel
pants for a Stinson SR that he might trade you for the
above mentioned N-3-N parts, or whatever . .- . or he
justmightsell 'emtoyou
ifyoucrosshispalmwith
oftheairshowannounc-
ing world. His sonorous
tones call the faithful to
toetheairshowlineeach
evening at Oshkosh for
the all-star air show ...
during which he regales
them with the kind of
derring-do banter that is
as much a flashback to
the20s and30sas arebi-
planes, smoke oil, gog-
les andscarves.
On occasion Big Nick
givesuphismicrophone,
amblesdowntohisTrav-
el Airandblastsoffto do
a little trick flying him-
coins of the realm.
Big Nick also opines
thatsomanyofyouTrav-
el Air fiends have been
writing and calling him
for pearls of wisdom on
breathing new life into
worn out frames (AIR
frames, that is - Nick
hasn't taken up faith
healing or acupuncture
...yet!) that he might
as well start a "Travel
Air Club" for the ex-
change of information
and data. Those of you
who are interested can
, ,
..
..
..
..
...
, , ,
. ,
: ,. . j
. ;
,,
.-
(Photo by Dick Stouffer)
contact him as follows:
Nick Rezich
4213 CentervilleRd.
Rockford, Ill. 61102
In addition to Travel
Air info, you are going
to get some great con-
versation (your nickel
please!) and darn funny
letters. lf you are at
Oshkosh this summer,
Nick is also going to
hold a forum on Travel
Airs...don' tmissthat!
Further, if you want a
tremendous after dinner
speaker, contact Big
Nick at the address
above. Howcouldyougo
wrong with subjects
like, "YoYo Rolls - New
Or Old?" ... "Aeroba-
BIG NICK
tics - Yesterday and To-
day" ...and"ICall'EM
In between?? Only the Good Lord knows ...but you
As ISee 'Em'''?
can bet it involved airplanes. Werecently received a pack-
One last thing - everyone of you readers of THE
age of pictures from Big Nick and some words of wisdom
VINTAGE AIRPLANE get in touch with Big Nick and tell
from him concerning their origin ...with the result that
him you wanthim to continuetocontributetothisrag, that
nowwealsoknowhewasoffgallivantinginthesunduring
you wantmorepictures, morestories, moreeverything ..
the winter of1940-41 - on the Miami Air Tour.
- Jack Cox, Editor
BIG NICK ...
(Continued from Preceding Pa.ge)
r..t '. =l1li , !II1lI:I . ~
- ,.. . .
~ . . . IIQ,; ""!\. .- ~ .
_ . - ..
. .,.,..
- ~
(Photo by Nick Rezichj
The Monocoupe factory in Orlando, Florida in early 1941 .
Monocoupe had been forced to vacate its factory in St.
Louis and had been lured to Orlando by glowing promises
of a factory site by the Chamber of Commerce. Eleven
carloads of factory equipment and 50 families arrived in
March of 1940 - to find the Chamber's plans had flopped!
(Photo by Nick Rezichj
This hangar was finally procured and production was re-
Dr. Niebersaur, chief engineer of the Monocoupe factory
sumed on a small scale. The company was later sold and
at Orlando.
moved to Melbourne where it finally turned belly-up in
the early '50s.
BIG NICK'S MYSTERY PLANE
OK, antiquers, now here's a REAL mystery plane. ~ 1 5 5 5 2
is the number for those of you who have those old owner's
lists from the 30s. This is what Nick Rezich has to say about
it:
" I took this picture in 1937 at Chicago Midway Airport,
The fellow was from Tennessee. He came into Air Associates
and bought a whole load of tubing which he strapped to the
outside and took offfor home. Note the hand operated flaps and
the navigation light wires running along the outside. The basic
parts came from a Fleet."
As Nick says, there's a lot of Fleet here - the landing gear,
wing, Kinner engine and likely as not the basic structure of the
fuselage. How about that T-Tail (in 1937) - and somebody tell
us what that slot is running nearly the full length of the bottom of
the wing.
10
Golden Oldie Of The Month
N
2
;;..
a
2
"
WILLARD F. SCHMITT
ROCKY RtVER OR. NO.
.CI..,EVELANO, OHIO 4413
(fAA Photo)
Dug out of our files at EAA Headquarters, this Skyfarer appears to be at a fly-in somewhere . . . Rock-
ford? Notice that the vertical tail surfaces are fixed fins. The plane was a true rudder-less aircraft.
THE GENERAL SKYFARER
8yJack Cox
The period immediately before World War II - 1940
and 1941 - is a sort of "lost era" as far as light planes are
If you flip through the pages of the aviation
magazines of that day - Popular Aviation (now Flying),
Aero Digest, Aviation, etc. - you will find that the war in
Europe dominated their pages. Aviation enthusiasts were
getting their first detailed looks at Me. 109s, P-51s, Martin
B-26s and the like, yet, if you look closely you will find a
surprisingly active light plane industry.
The wet! known companies like Piper, Taylorcraft,
Aeronca, Beech, etc., were cranking out airplanes as rapid-
ly as their assembly lines could handle the load and many
were already turning to military sub-contracting. Some
great airplanes were built in those two years before
Pearl Harbor . . . the magnificent Waco "E"s, for instance.
Another interesting aspect of this "last fling" period
before knuckling down to the deadly task of fighting a
global war, is the number of new designs that were being
developed ... such as the Phillips 1-B, the Ross RS-1,
Swallow Model C, Long Model 100, the Bobcock LC-13-A
(pictured elsewhere in this issue), the Doak DRD-1, the
Rich 1-X-2 (a two place, twin engine pusher powered wi th
two 75 h. p. geared Lycomings) and many more. Almost all
these projects disappeared with the coming of the war as
surely as if they had taken direct hits at Pearl Harbor .
One victim of the Big War was the General Skyfarer.
Sometimes described as a "high wing Ercoupe", the Sky-
farer was another attempt to design a spin-proof, "fool-
proof" airplane for amateur pilots. This was a popular
program in the 1930s, stemmi ng from the Guggenheim
Safe Airplane Competition of 1929. The idea was that
accidents happened to many pilots because they were
inexperienced and/or did not fly regularly enough to re-
main proficient in standard aircraft; thus, the answer was
an aircraft with flight characteristics so forgiving and
which made such elementary demands upon the pilot for
safe control that he was not likely to hurt himself. Sadly,
this line of research died with World War II, also, and has
never really been revived. Today, we stress pilot training
and periodic up-dating ... which is O.K., but does not
solve the problem of the lack of current flight experience.
At any rate, Professor Otto Koppen (later involved with
the Helio Courier) of M.LT. designed and managed to
produce a handful of Skyfarers before the debacle. Fol-
lowing is a description of the project taken from the June
1941 issue of AVIATION.
"TAKE-OFF in less than 300 feet, landing run less than
100, spin-proof, aileron control in stalls and every turn a
perfect one are a few of the outstanding characteristics of
thi s new two passenger light plane. Built by the General
Aircraft Corporation of Lowell, Mass., this unusual ship is
designed for pure, two-control flight in that there are
no rudders, but in their place fixed vertical fins that elim-
inate side slip.
With this simplified control almost any person can fam-
iliarize himself with the relation between the elevators
and ailerons in about 15 minutes flying time, and become
practically an experienced pilot in handling this ship with-
...
-
11
in two hours. Climbing into the ship one of the first
things noticed is thelack ofruddercontrols, and the floor
being bare except for the wheel brake near the pilot's
rightfoot. Thecontrolwheelis conventionalandembodies
all of the control of the ship. With its tricycle landing
gear, the visibility is excellent and is better than in most
automobiles.
Preparing for take-off, the flaps are lowered to the 30
degree position by raising a lever, located between the
side-by-sideseats, to the first notch. Forquicker take-offs
from a shortfield theflap is loweredto thepositionnorm-
ally used for landing (45 degrees). Using these flaps for
take-off and during the first few minutes of flying gives
theship very goodclimbing ability. When once in the air
the excellent flying characteristics ofthe ship are immed-
iately noticeable. With the control column pulled full
back, and the plane in a power-on or power-off stall, a
turn of the wheel to the right or left immediately has re-
sponsebytippingtheship. Inmakingturnsthepilotmoves
thecontrolwheel to therightorleftandhasonlyto watch
the position of the nose to make a level turn. The plane
has been.designed so that the steepness of the turn is
controlled by the ailerons, making precision turns very
easy.
Coming in for a landing the pilot sets the flaps at the
45 degree position and with this he candescendata very
steepangle. The actuallandingcan bemadewith anyone
of the three wheels touching first, as the position of the
center of gravity tends to right the plane and bring the
othertwowheels incontactwiththeground.Landingscan
be made directly on the nose wheel, which has been de-
signed to withstand the full weight of the ship. Once on
the ground a very suddenstop can be made by applying
the wheel brakes, nosing over being resisted by the nose
wheel.
CONSTRUCTION
Namedthe "Skyfarer" the ship was designedby Prof.
OttoC. KoppenoftheMassachusettsInstituteofTechnol-
ogy. Throughoutithasbeenbuilt for simple manufacture
and easy maintenance work. The fuselage, outside of the
engine mount and center truss which are welded steel
tubing, is assembled by means ofElastic Stop Nuts, the
longeronsandcrossbracesbeingaluminumalloychannels.
(Aha! Jim Bede) Replacing a damaged brace can be done
in the field by undoing the fastening nuts from inside
of the plane and inserting a new member, the fabric
covering being held away from the fuselage structure by
foursheet.alurninumalloyfairingstripsoneachcor'1er.
Thecabinseatstwopeoplewithaluggagespacebehind
the seats. A dooris located oneach side ofthecabin with
a foot steponthelandinggear strut.
Thelandinggearisattachedto thefuselagebymeansof
threebolts which can be detached from the outsideofthe
ship. A double acting shock absorber Oleo is used which
has a travel of six inches. The nose wheel attaches to the
firewall andhasbeenbuilt to beeasilyremovable.
Theenginemountusesvibrationdampeningmountson
top of which the engine "floats." The cowl is completely
free from the engine and mount, allowing the engine to
turn idle without moving the cowl. Power is supplied by
a 75 horsepower geared Lycomingengine.
The wing is built up on a "D" section leading edge
spar for the first 35 percent of the chord. On the back of
this is a shear web madeupofa sheet of aluminum alloy
with angles riveted on the ends. The section behind the
spar is constructed of built up ribs with cloth covering.
At the rear of this section'are attached the flaps .next to
the fuselage and the ailerons outboard from these. The
flaps andailerons aremadewitha rounded noseofsheet
aluminum alloy to which are attached built up ribs, the
assembly being cloth covered. Thefabric onthemain sec-
tion of thewingis attachedina unique fashion bymeans
of a piece of wire running along the top and bottom of
theshearweb, andcanbedoneina very shorttime.
Thestabilizeris madelike the"D"sectionofthewing,
being constructed of aluminum alloy sheet covering. The
elevators are made just like the ailerons and. are cloth
covered.Theverticalfins arebuiltupoftubingwithformer
ribs andareclothcovered.
One of the features of its easy maintenance is that all
the parts of the plane have been numbered so that for
replacements theownerhas only to sendthe partnumber
back to the factory. The specifications for the ship are as
follows.
\
, - - - - - - - - - - - ~ + - - - - - - - - - - / /
Outlines of the General "Skyfarer"
SPECIFICATIONS
Span ...... ... ... . .. . .. . . . . . . . . .........,. . ... . . ... . ......31 ft. 5 in.
Overall length ... ....... .. . ....... . .................. .. ........22 ft.
Overall height .............,............................8 ft. 8 in.
Cruising speed (SOOO ft. ) ......... . .... . ...... .. . .. . ... . ......92 mph
Landing speed ... . ..... . . . ... .... ... .. . . .... .. . . .....40 mph min.
90 mph max.
Range...................................................425 miles
Horsepower . ... .. . . .......... . ..... . .. ... .. ... . .. .75 hp Lycoming
(geared)
Gross weight ... . .......... . . .... .. .. ... . .... .. ... .. ..... ... 1350 lbs.
Weight Empty ....... . ... . .. . ....... ..... .. .. . ..............890 lbs.
Baggage ....................................................40 lbs.
Gasoline capaci ty. ... ..... . .. . ....... .. ..... . ... . ...........20 gals .
Oil capacity..... ..... .... ...... ... ... ..... ... .................5 qts.
Wing area .. . .. . .... .. ... . .. . . ... .........................890 sq. ft.
Tail area....... .. ..... . ... .. . .. .. .. .. . ..........16.6 sq. ft. stabilizer
8.3 sq. ft. elevator
25 sq. ft. (total) fins
Wing loading ..........................................11.1 lb./sq. ft.
There are but two Skyfarers left on the FAA' s Civil
AircraftRegister:
N-29025, Serial Number 12 owned byJack L. Wads-
worth, 264 W. PamelaRd., Arcadia, California 91006.
N-29030,SerialNumber17ownedbyHowardC. Cagle,
45 SuttonWay, Reno, Nevada89502.
NC-29015appearedinthe1941magazines,somusthave
been the prototype or first production model. Does any-
one know how many were built? Do others still exist?
Whocanadd to thestoryoftheplane?
You send itinandwe'll printit.
12
When young Mike Murphy showed up at Oshkosh last
summer with his 1912 Bellanca replica, some thought it
was a joke, some never heard of a Bellanca built in 1912 ...
and almost everyone doubted the " thing" would fly.
Well, sports fans , as you saw in the February issue
(Photo Courtesy of Howard Levy)
of Sport Aviation, Mike's creation does indeed fly. Now,
we will prove to you that there WAS a 1912 Bellanca ...
the picture above does that once and for all. Incidentally,
that' s Guiseppe Bellanca in the helment.
1974 '2
(Photo by Ted Kaston)
13
Wagon Wheel Airport, Rockton, Illinois, site of President Buck's "Flynal Fall Fly-In."
THE FLYNAL FALL FLY-IN ...
OR, ASU CCESS STORY THAT STARTED WITH
TONGUE-IN-CHEEK
By Buck Hilbert
(All Photos by Carl Rosauer)
One evening las t October Paul Zernechel, then Pres-
ident of the Rockford, Ulinois Chapter of AAA, and I got
to talkin' aboutthe possibili ty ofone last fl y-in before the
long IlIini -Wisconsin wint er grounded us. Why not?
What'dwehaveto lose, andbesides today theweatherwas
justgreat - whywouldn' titbethatwayintwoweeks?
Between the two ofus we ran our phone bill up to the
level of the nati onal debt inviting any and all who would
come.DickWagner liked theideaandapproached theWis-
consin Chapter with it. They agreed to come. We called
all the individuals and chapter people we could think of
and told them to spread the word. We bugged the women
into getting some sortofpot-luckpicni cplanned, and then
wesa t back to see what would happen.
The weather cooperated as only October weather can
and the people came from all over. There were forty-
three registered - and maybe a dozen more. Oh, they
weren' tall Antiques orClassics . There were evena coupl e
of twins and a Centuri on, but I'll say one thing, when we
discovered we had a crowd of kids and peopl e who had
wandered over from Wagon Wheel Lodge who had never
ridden in an airplane before, the mass airlift was on.
We commandeered any and all ai rplanes and pil ots who
would volunteer to fl y, and we encouraged the littl e old
ladies, and some young ones, too, to take a ride. We got
at least seven persons who had never been in an airplane
before. We fill ed the Cess na 210 with seven ki ds all at
once. Wagner took all the girls who " dared" up in hi s
Cub. Ralph Redmer took an older couple in the Cherokee
180 who sat together holding hands in the back seat. It
was their fir st airplane ride and the way they were cl ing-
ing to one another, you'dthink they weresure it was their
last. The happy sequelto thi s one was whenthey returned
they were just beaming. "We saw our home", the lady
said, " and the fall colors were just beautiful from up
there." "Yeah, and everything looks so cl ean and neat
from upthere, too", said the old man.
Chip Wilson fl ew my Aeronca C-3 almost continually
with one kid after another taking rides in a Reall y Old
Airplane. I finall y spelled him so he could get a bite to
eat before Paul Zernechel fini shed it all . Paul didn' t do
much flying until after all the food was gone, and then
there was no holding him. He fl ew the Chief after that,
and so much thathe almost wenthome in the dark.
14
I almost went home in the dark, too. Mr. Fleet doesn't
like 100 octane gas we found out. I tried to take Jack
Cox for a ride. Mr. Fleet got one good mouthful of that 100
proof stuff and wouldn't even poop. Talk about being em-
barrassed. There was my big chance to impress the Great
Jack Cox by giving him a ride in Mr. Fleet ... and Mr.
Fleet wouldn't co-operate' I was a little peeved at first, but
then the rumor of the situation hit me. Here was thi s
individualism creepi ng out that I'm so fond of. Here was
Mr. Fleet, just getting his way in a manner to illustrate
that he does have an individual personality like NO AIR-
PLANE I have ever owned. I called him a HIM in more ways
than one while cranking for better. than half an hour,
but it was no go. Two minutes after Jack departed for
home, He started almost by himself, and never missed a
lick all the way home.
Anyway, what I'm trying to say is that these get- to-
gether fly-ins don't have to be big put-ons. It takes a
lour Fearless President : O.K., shut Him down an' 1'1/
show ya how easy He starts. "
Fearless One: " Contact? Alright, betch"a a buck He goes
on the first pull J"
WILLARD F. SCHMITT
/11027 ROCKY RIVER DR NO
. . .22-
couple It takes the
ladies to make the picnic, and anyone who trul y loves
to fly regardless of the type, age or airplane will come and
will help if you ask them. We had a real good time. We
depleted the RFD Chapter's coffee money a little, and we
made a little work for the clean-up crew, but everyone went
home just as happy and with a sense of accomplishment
like you never saw. We even sol d some first-riders on
airplanes, and we may have made some friends who wand-
ered over to see what all the fun was about.
There were many people there I didn't mention - from
Illinois, and also from Wisconsin. There were prizes, and
there was a feeling of happy abandon. As I landed along-
side the C-3 just at sunset back here at the Funny Farm,
I just sat there in the Fleet for a littl e while, marveling
at how beautiful it can be, when people have something
in common to share.
Fearless President: " Hold it while I get my knickers 2
hitched up . . . O.K . . . . OFF AND CLOSED??"
4
Chagrined One: " WHATTA YA MEAN YOU ' THINK'
YA HAD TH' SWITCH ON?? THINK I DON' T KNOW A
%J'J:j:&% CASE OF 'COCKPIT TROUBLE' WHEN I SEE
IT?? CHEEZ!J"
15
3
ABOVE.
Cheesecake, circa 1929. If you can tear
' yourself away from the Flappers, there
are some interesting close-up details of
the Touroplane visible.
-' - ,"
LEFT.
'his is prpbably the most widely pub-
lishec;l picture of a Touroplane. Over Kan-
sas Gity .
., .
MORE
TOUROPLANE
GOODIES
Folding wing of the Wallace Touroplane. Notice the unusual folding " center section. "
Last month we featured the Wallace Touroplane as our Golden Oldie of The Month. A couple of
pictures were included of the only known surviving Touroplane owned by Jim Fros t of Tulsa. He has
si nce mai led us some extremely rare company photos and a Wallace Aircraft Company brochure. These
are reproduced here for your enjoyment and edification.
Our thanks to Jim Frost for his willingness to share these items with the res t of us and for risking
sending them through the mail. A commendation is also due our staff photogra pher, Lee Fray, for some
tremendous copy work. Several of these photos were yellowed with age - but Lee's darkroom genius
made them look like new agai n.
- Jack Cox
Photocopy of a rare Touroplane brochure.
The Story of the
TOUROPLANE
m Pictures
WINGS F. ,\ S" TO rot.D.
II "l< lO""rr j t>/J",I sll,,, ....II 13 It . h, /" ft.
INTERIOR VIEW Of TOUROPt.
k G,.\R VIEW w lTH WI:'oJC$ FOu>fill.
S aves..
Hangar
Space
UEAl'TI FU LL" tj l'IIQ I.STli: REI>, HI!,' TED CAJUN .
....,.. ti siJ.. u . n.f: ,.,,.,. :,. , lolJ,'"t'F" , .110"' '' ' JQ c It,
/.,
17
Around The Antique/Classic
Dear Sirs:
Please enter my name ' in membership in the EAA
Antique-ClassicDivision. CurrentlymybrotherandIhavea
1941 Piper J-3 Cub and a Travel Air D-4000. Both are
undergoing restoration and any information that you may
be aware of to aid in the project (particularly the Travel
Air) would be appreciated.
Thankyou,
Lt. Brian W. Dalton
98th General Hospital
APO New York, N. Y. 09034
ANTIQUE INFO AVAILABLE
Dear Sir:
Enclosed is my check for membership in the Antique-
Classic Division of the EAA. The additional money is for
any backissues you have in stock.
I have been involved in antique aircraft activities for
many years and have files on most pre-war airplanes. I
haveindexcardsonthosethatweremanufacturedin small
numbers. On the high production planes, I keep only
manufacturing data, such as N- numbers and serial num-
bers.
Icansupplyownersofaircraft manufacturedfrom 1929
through 1941 with dates of inspections and registered
ownersat the time ofthese inspections.
I am also involved with homebuilt activity - have an
original design parasol, N-59320.
Sincerely,
Kenneth W. Jerolaman (EAA 527)
P.O. Box 532
Bernardsville, N. J. 07924
Rudolph Timmerman's restored Stinson 10B-1.
STINSON 108-1
Dear Sirs:
Enclosed you will find a photo of my latest project,
1947 Stinson108-1, N-8403K. It is powered by a 165 h.p.
Franklin. It hasjustbeenrebuilt, includingrecoveringwith
Razorback. The project was started in December of 1972
and was completed inJanuaryof1974.
This is my second project, the first being a Taylorcraft
N-96502.
Sincerely,
Rudolph H. Timmerman (EAA 74771)
408 Maple
Earlville. Ill. 60518
World
Dr. Mallory Harwell 's Continental 65 powered
Aeronca C-3.
AERONCA C-3
Dear Buck:
r enjoyed reading about your C-3. I have several parts
ofan Aeronca engine which, if you would beable to use,
r will send to you as r have a 65 Continental on 14556
now. Also, I could not find the old Goodyear air wheels
andhadtoconvertmyaxletoSuperCubwheelsandbrakes
and if you are still using the original axle, I will be glad
to send those, also.
I thought your article about your C-3 was most inter-
estingandr certainly admireyour perseverance.
With best regards, Iam
Sincerely,
Mallory Harwell, M.D.
321 South Bellevue
Memphis, Tenn. 38104
BELLANCA 14-19
DearJack:
Iwas pleasantlysurpriseduponreceiving the February
issue ofThe Vingage Airplane because it featured Bellan-
cas, but I mustadmit to momentary disbelief when I saw
the picture ofthe190 Bellanca N6597N which is the same
registration numberonmy "190"- andthenfollowed the
realization itwas mine.
The photo was excellentbut97N was caughtatanem-
barrassing time without the side trim stripe completed on
thecowling. It tooksomeremembering to figureyou must
have taken the pictureaboutsixyears ago. Thelocation is
in doubt - could it be Bluegrass Field in Lexington,
Kentucky?
"97N"is mysecondBellanca whichIhaveownedsince
purchasingfrom TomNoonanatCincinnati'sLunkenField
in1964. My first Bellanca was1948 Cruisair N74473 which
I purchased after my first exposure to Bellanca flying in
it. That aircraft now belongs to Larry Culbert (another
18
Bellanca enthusiast) of Merritt Island, Florida who pur-
chased it trom me in 1962.
I am no different from most Bellanca pilots in that I
am continually impressed with the Bellanca's strength and
flying capabilities especially when compared with current
private aircraft designs 30 years newer.
I look forward to each issue of The Vintage Airplane
but the February 1974 issue will no doubt be my favorite
for some time.
Yours truly,
Richard Belush (AC S24)
2331 Mayhew Dr.
Indianapolis, Ind. 46227
Dr. Stan Morell of Arlington, Texas and his Fokker
DVII, N-11BS. Should be flying soon.
Calendar Of Events
APRlL26-2I-LAKELAND. FLORIDA. LAKELAND MUNICIPAL AIRPOR:T
- Fly-In sponsored by Florida Sport Aviation AntiqueIClassIC
Chapter.
MAY 3-5 - BURLINGTON. NORTH CAROLINA - Annual Spring Fly-In
of the Carolinas-Virginia EAAlAntique-Classic Chapter 395. Contact:
Jim Oevenger, President, B(II( 1044, Black Mountain. N.C. 28711.
MAY3-5-HD..TONHEAD ISLAND. SOU1HCAROLINA-Annual Eastern
195 Oub Fly-In. Contact Dan Kindel. 560 Cody Pass. Cincinnati. Ohio
45215, foradditional infonnation.
MAY 1. - HARVARD, D..LINOIS - Dacy Chapter AAA Fly-In. Dac:y Air-
port. Spot landing contest on initial landing. Contact: Tom Lowe,
823 Kingston Lane, Crystal Lske. lB. 60014.
MAY H-27- GUERTSVILLE, KENTUCKY -International Swift AaIOda-
tion Anftl&ll Fly-In. Kentucky Oem 9fate Park. Contact: CharHe Nel-
son. P.O. Box644, Alb.... T..n.37303.
(Editor's Note - The slide was taken in 1967 at Blue-
grass Field. My wife and I were a part of an Aztec load
of antiquers on the way to the AAA Fly-In in Ottumwa,
Iowa. I was looking for a Bellanca at that time, and was
taking pictures of everyone I saw. Incomplete stripe,
notwithstanding, I thought N6597N was a beauty! -Jack
Cox)
(Photo by Dick Stouffer)
Carl Swanson of Sycamore, Illinois, well known builder
of World War I replica aircraft, is at it again - but with
a difference. In the past, his aircraft (Sop with Pup, Sop-
with Traiplane, etc.) have been authentic to the "Nth"
degree, but now he is building aS.I}.A.D. VII be
regularly . ..and with reliability . . The bir.d WIll lo?k lIke
the real thing, but, ascan be seen In the pIcture, WIll have
a steel tube fuselage. It will have a "flat" engine, but
you won't know it from outward appearance.
MAY 24-26 - HAMILTON. OHIO - Annuai National Waco Satur-
day night banquet featuring Clayton J. Brumer as speaal guest.
Contact: Ray Brandly. 2650 West Alex.-BeUbrook Rd., Dayton. Ohio
45459 .
JUNE 7-1 - DENTON, TEXAS - Texas ClIapter of Antique Airplane
Association Annual Fly-In. Denton Munidpal Airport. Contact: Ed
McCracken. 1044 Easy St. Grapevine. Texas 76ail .
JULY 8-7 - LA RUE. WISCONSIN (NEAR BARABOO) - 6th Annual
Antique Transportation Meet. Antique Airplanes and Air Games, Steam
Tnin Rides, Antique Car Games and HID Oimb. Swap Meet. Fun for
the whole family. NO landing or parking facilities for modern air-
craft. Contact: Edward C. Wegner. 10 StaffOid St.. Plymouth. Wis.

SB'1EM8ER 13-11 - GALESBURG. D..UNOIS - 3rd National Stearman
Fly-In. Contact: Jim Leahy. 445 N. Whitesboro, Galesburg. D1.61401
or Tom Lowe, 823 Kinpton Lane, Crystal Lake, m. 60014.
Back Issues OfTheVintageAirplane
Limited numbers of back issues of THE VINTAGE AIRPLANE are available at .SOc each. Copies
still on hand at EAA Headquarters are:
June 1973 August 1973 October 1973 December 1973
July 1973 September 1973 November 1973 January 1974
February 1974
19