STRAIGHTAND LEVEL

1953 was an important year for aviation. It was then

that Paul Poberezny began the movement we call the
Experimental Aircraft Association. 1981 brought forth
the 29th Annual International EAA Convention at
Oshkosh, Wisconsin; during the Convention, on August
5th at 10:30 a .m. construction of the EAA Aviation
Foundation Center was officially begun with the site
dedication on the EAA grounds at Wittman Field,
Oshkosh.
On that Wednesday morning, the weather was pleas-
ant and there was a note of anxiety and elation as the
dedication unfolded. Looking back at what has transpired
since 1953 one begins to marvel at what has been
accomplished and how it occurred. During dedication
ceremonies the first shovelful of earth was turned by
Paul Poberezny, then by son Tom followed by the officers,
directors and trustees. Each of these dedicated persons
has assisted and guided the EAA movement throughout
these years by lending their time and expertise toward
the fulfillment of EAA.
The EAA Aviation Center site has been dedicated
and soon dreams will b.ecome- reality for many EAA
enthusiasts. A Capital Campaign has begun to raise
the funds needed to construct the facilities and maintain
the museum over the years to come. The plans for the
entire layout are fantastic. Finally all the EAA facilities
will be located in one central area, convenient and
adaptable to the needs of EAA and its membership.
Already completed and dedicated is the Kermit Weeks
Flight Research Genter, a part of the overall EAA
Aviation Center. The EAA Nature Center was begun
several months ago, and we have watched the develop-
ment and growth of the Nature grounds. Adjacent to
the Nature Center and overlooking the lake will be.
the EAA Aviation Center Chapel. Funds for the chapel
have been donated by Foundation Trustee Bob Fergus
in honor of his brother John who had a deep love for
aviation. The chapel will serve all of EAA as a place
for meditation when one wishes to collect his thoughts
and ask for guidance.
The Capital Campaign has begun to bring the EAA
image before all of the world and to allow corporations
and individuals the privilege to assist in the fund raising
challenge. Many years of planning and adjustment have
passed in the Association's effort to bring its consolidated
dream alive. The history of EAA and its divisions is
evidence of what was desired, completed and accom-
plished. The EAA Aviation Center has ~ t resulted
from sudden inspiration but rather has evolved into a
By Brad Thomas
President
Antique/ClassicDivision
planned, progressive undertaking to benefit lill of EAA
and to preserve the history of sport aviation. Many
hours have been devoted to selecting the architect,
construction manager, fund counsel and advisory board.
Interviews have been numerous and the selections for
the various phases of the project have been excellent.
As stated before, we are a unique group of enthusiasts.
We do things not ordinarily associated with an organiza-
tion of this type. We have an intense desire to meet
our goals through volunteer effort and cooperation
among the EAA staff, the divisions and each member.
We enjoy it!
To be part of an organization and to enjoy the benefits
we have in EAA and its divisions, fellowshi"p and a common
interest in aviation are obviously evident. In EAA you
are not just a member who receives a monthly publica-
tion and membership card. We are a living, working
part of this organization that functions at all levels
with a headquarters that is efficient and objective
and serves members' needs effectively; a museum that
exhibits the fin-est collection of all types of aircraft;
a flying selection of aircraft that can be demonstrated
and flown at special events; separate divisions of antique/
classic, warbird, aerobatic and an ultralight association
where special interests are met; an annual convention
beyond comparison; and chapters and fly-ins throughout
the USA and other countries where the individual
becomes an active part of the organization.
The EAA Capital Campaign has begun and is in
motion. Corporations and individuals will be contacted
for their help in making the EAA Aviation Foundation
Center a reality. Each of us will be called upon to assist
the fund raising campaign. Contacts are necessary with
industries and corporations in each of our areas and our
interest and assistance in these areas will be essential.
Each of us should also plan to contribute toward this
project in a personal way, for without our individual
assistance in funding over a period of time, we could
not attempt this campaign. We know each of you will
contribute and when you are approached, formulate
your decision particularly after picturing what EAA
in its entirety means to you personally.
PUBLICATION OF THE ANTIQUE/CLASSIC DIVISION, INC.
OF THE EXPERIMENTALAIRCRAFTASSOCIATION, INC.
P.O. BOX 229, HALES CORNERS, WI 53130
COPYRIGHT0 1981 EAA ANTIQUE/CLASSIC DIVISION,INC. ,ALL RIGHTS RESERVED
NOVEMBER 1981 VOLUME 9 NUMBER 11
OFFICERS
President Vice-President
W. Brad Thomas,Jr. JackC.Winthrop
301 Dodson Mill Road Route 1, Box111
Pilot Mountain, NC 27041 Allen, TX 75002
919/368-2875 Home 214/727-5649
919/368-2291 Office
Secretary Treasurer
M. C. " Kelly" Viets E. E. " Buck" Hilbert
7745 W.183rd SI. P.O. Box 145
Stilwell ,KS 66085 Union, IL 60180
913/681-2303 Home 815/923-4591
913/782-6720Office
DIRECTORS
Ronald Fritz Morton W. Lester
15401 Sparta Avenue P.O.Box 3747
Kent City,MI 49330 Marti nsville,VA 24112
616/678-5012 703/632-4839
Claude L.Gray,Jr. ArthurR.Morgan
9635 SylviaAvenue 3744 North 51st Blvd.
Northridge,CA 91324 Milwaukee,WI 53216
213/349-1338 414/442-3631
DaleA.Gustafson John R. Turgyan
7724 Shady Hill Drive 1530 Kuser Road
Indianapol is,IN 46274 Trenton,NJ 08619
317/293-4430 609/585-2747
AI Kelch S.J.Wittman
66 W.622 N.Madison Avenue Box 2672
Cedarburg,WI 53012 Oshkosh ,WI 54901
414/377-5886 414/ 235-1265
Robert E. Kesel GeorgeS.York
455 Oakridge Drive 181 SlobodaAve.
Rochester,NY j4617 Mansfield,OH 44906
716/342-3170 419/529-4378
ADVISORS
Ed Burns Stan Gomoll Gene Morris
1550MI. Prospect Road 104290th Lane,NE 27ChandelleDrive
Des Plaines,IL60018 Minneapolis,MN 55434 Hampshire,IL60140
3121298-7811 6121784-1172 312/683-3199
John S.Copeland Espie M. Joyce,Jr. S.H. " Wes" Schmid
9JoanneDrive Box468 2359 LefeberRoad
Westborough,MA 01581 Madison,NC 27025 Wauwatosa,WI 53213
617/366-7245 919/427-0216 414/771-1545
PUBLICATION STAFF
PUBLISHER
Paul H. Poberezny, President
ExperimentalAircraftAssociation
EDITOR ASSOC. EDITOR
Gene R. Chase GeorgeA. Hardie,Jr.
FRONT COVER . , , Scenic setting of
Dick and Jeannie Hill's farm strip near
Harvard; Illinois. Their J2 Cub on the
left and their E2 CUb. See story on
Page 13.
(Gene Chase Photo)
TABLE OF CONTENTS
Straight and Level ...by Brad Thomas . ............ 2
AlC News . . .compiled by Gene Chase. ............. 4
Oshkosh ' 81 Planes/People . ..by Lois Kelch. ..... . 6
Westward Ho To Minden, Nebraska
. . . by Margaret Demond ... .. . ... . ... . .... ... . .. 10
Calendarof Events ................................ 12
ThankYou, Mr.C.G.Taylor ...by J eannie Hill ..... 13
Engine Details ofthe " SkyScout"- Part 3 .. ... .... 14
Mystery Plane ..................................... 20
Letters............................................ 20
Page 6 Page 10 Page 13
BACK COVER ... Dick Ward, Three
Rivers, MI won an Outstandi ng' Cus-
tomized Antique Award with his 1942
Ryan ST3KR,N46502,SI N 1995,at Osh-
kosh '81.
(Gene Chase Photo)
Editorial Policy: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors.
Responsibility for accuracy in reporting rests entirely with the contributor. Material should be sent to : Gene R. Chase, Editor, The VINTAGE AIR-
PLANE, P.O. Box 229, Hales Corners,WI 53130.
Associate Editorships are aSSigned to those writers who submit five or more articles which are published in THE VINTAGE AIRPLANE during the
current year. Associates receive a bound volume ofTHE VINTAGE AIRPLANE and a free one-year membership in the Division for theireffort.
THE VINTAGE AIRPLANE (ISSN 0091-6943) is owned exclusively by EAA Antique/Classic Division. Inc. , and is published monthly at Hales Corners,
Wisconsin 53130. Second Class Postage paid at Hales Corners Post Office, Hales Corners, Wisconsin 53130, and additional mailing offices. Mem-
bership rates for EAA Antique/Classic Division, Inc., are $14.00 for current EAA members per 12 month period of which $10.00 is for the publication
ofTHE VINTAGE AIRPLANE. Membership isopen to all who are interested in aviation.
ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through our advertising. We invite constructive
criticism and welcome any report of inferiormerchandise obtained through ouradvertising so that corrective measurescan be taken.
VINTAGE AIRPLANE 3
HERB HARKCOM 1914-1981
We sadly report the passing of another longtime mem-
ber of the Antique/Classic Division. Herbert M. Hark-
com (EAA 33569, A/C 23) passed away on his 67th birth-
day, September 20, 1981.
Herb was nationally known for his restorations of
antique aircraft and his 1927 Fairchild FC-2 was fea-
tured on the cover of the first issue of The VINTAGE
AIRPLANE dated December 1972. This plane won the
Grand Champion Award at the 1963 AAA National Fly-
In at Ottumwa, IA.
Herb flew this plane to fly-ins throughout the Mid-
west for the next six years, then donated it to the EAA
Air Museum where it has been on display continuously.
Herb retired in 1974 as a Boeing 747 captain with
American Airlines and was living at his country home
with an airstrip near Inola, OK. He is survived by two
daughters. His wife preceded him in death.
EAA MEMBERAUTHORS
BOATING BOOK
Bob Whittier (EAA 1235) of Duxbury, MA is the
author of a new book released by Arco Publishing, Inc.
of New York. Entitled "Most Common Boat Mainte-
nance Problems", its 250 pages contain 28 interesting
chapters giving practical information on taking care
of and repairing boats of all types, sizes and materials.
We mention it here knowing that many EAA members
are boat owners.
Bob used to do a lot of freelance writing for this
and other aviation magazines, and until four or five
years ago was a familiar personality at Oshkosh fly-
ins. Postage rate increases and inflation in general
have put specialty magazine publishing and also the
pleasure boating business into the doldrums. This has
given Bob income problems resulting in his absence
from Oshkosh in recent years. He hopes this book will
turn things around. It is now showing up at book-
stores and marine supply stores having book depart-
ments.
If there's a boat lover on your Christmas list, Bob's
book could be the perfect answer. Its identification num-
ber is ISBN 0-668-04877-8, which your local book store
can use to order a copy for you if they have none in
stock.
7AC CHAMPTO BE
REINTRODUCED
The Champlin Aircraft Company of Woodland Hills,
CA is currently obtaining production rights from the
bankrupt Bellanca Company for the 7 AC Champ, Bel-
lanca Citabria and Decathlon. This new firm will also
produce a kit so that homebuilders can assemble the
Champ.
4 NOVEMBER 1981
Two kits will be available. The Basic Kit will in-
clude all necessary materials and parts to build a com-
plete Champ, inCluding uncut lengths of 4130 steel tub-
ing, flat sheet stock material, all necessary wood ma-
terials, fittings, hardware and cables. Dacron covering
materials, plexiglass for windshield and side windows.
Detail drawings will be provided for construction of
welding jigs and form blocks for construction of such
assemblies as fuselage, empennage, seats and wing ribs.
No instruments or accessories are included in the Basic
Kit.
The Deluxe Kit will include pre-welded fuselage and
empennage assemblies, pre-framed wing ribs and fin-
ished wing spars. All hardware, covering material and
basic flight instruments will also be included. Both kits
will be available with or without engines. No prices
for production aircraft or kits are available at this time.
APPROVED SAFETY BELTS
Just a reminder that after December 4, 1981 each
aircraft safety belt must be equipped with an approved
metal to metal latching device per F.A.R. 91.33 (b)(12).
MAINTENANCE RECORDS
Eff(; ctive October 14, 1981 each registered owner
or operator is required to keep the total time in service
of the airframe, each engine and each propeller, per
F.A.R. 91.173 (a)(2)(i) . Previously maintenance records
have been recorded in the aircraft and engine logbooks,
but now, in order to comply with the regulations, a
separate logbook for propeller maintenance records must
be kept.
In addition, each owner or operator has the respon-
sibility to ensure that maintenance personnel make
appropriate entries in the maintenance records for the
airframe, each engine and each propeller, per F.A.R.
91.165.
EAA AVIATION CENTER UPDATE
National Steering Committee
A national steering committee is being formed con-
sisting of 20 to 30 leaders from around the country.
These individuals will lead the Capital Campaign fund-
raising drive.
Oshkosh/Winnebagoland Pledges
Pledges totaling more than $400,000 in advanced
gifts as of October 1 are reported from the Oshkosh/
Winnebagoland area of Wisconsin. This is very en-
couraging since it represents over 25% of the goal for
that area. This is an indication of the great support
the community has for EAA and its membership and
we are confident this is an indication of the support
of EAA members when given the opportunity to par-
ticipate in this exciting program.
Site Preparation and Chapel
Site work was begun on October 15 consisting of
preliminary preparation of roadways and parking areas.
The chapel is now enclosed and work is progressing on
the interior. One-hundred-year-old pews have been do-
nated and are being refurbished by Vern Lichtenberg,
Convention Site Supervisor. Mrs. Charlie Hillard, Ft.
Worth, TX has offered to donate 50 bibles for the chapel.
Sponsors are being sought for eight stained glass win-
dows.
IT'S BACK TO THE BIG N NUMBERS
FAA Administrator Lynn Helms signed into law,
a regulation requiring that all factory-built aircraft
display 12" -high registration numbers. The current
exemption for custom built and antique aircraft is still
in effect. It is expected, as EAA President Paul Pober-
ezny has informed various FAA officials, that EAA will
gather information and support to petition for the pres-
ent small registration numbers on all factory-built air-
craft.
The overwhelming number of letters received by
FAA from aircraft owners and others in support of the
small numbers, did not overcome the impact of the small
quantity of letters from those wanting the 12" numbers
such as the U.S. Border Patrol , Civil Air Patrol, state
aeronautics commissions, police, environmentalists, etc.
More details will follow in the next issue.
AUTO FUEL UPDATE
(Jack Cox Photo)
The EAA Aviation Center Chapel as it appeared on Septem-
ber 10, 1981.
JOHN DENVER'S PARTICIPATION
In late September, Paul Poberezny, EAA President,
Verne Jobst, EAA Director, and Dick Matt, EAA mem-
ber/film maker travelled to Aspen, CO to work with
John Denver concerning production of the EAA Capital
Campaign film. Completion date of the film is Novem-
ber 1. It will tell EAA's story, past, present and future.
We are indebted to John Denver for his participation
in this important project.
(Lee Fray Photo)
Singer John Denver expresses his pleasure at Oshkosh '81
with his first ride in a P-S1. Paul Poberezny did the honors
in the EAA Museum's Mustang.
At the request of EAA a meeting was held on Sep-
tember 30, 1981 with FAA officials at the Great Lakes
Regional Headquarters in Des Plaines, IL. EAA Presi-
dent , Paul Poberezny announced that phase one of
EAA's year-long auto fuel test program had been suc-
cessfully concluded and EAA was prepared to present
its case for issuance of a supplemental type certificate
which would permit the use of automotive gas in the
Cessna 150 aircraft used in the testing program.
"Although we expected no major decisions to come
out of this initial meeting, we were assured. by Tom
Horeff, FAA Washington representative, and Walter
Hom, the Great Lakes Regional Director, that EAA's
flight test results would be handed to the decision
makers in Washington," said Poberezny.
The EAA president characterized the meeting as
generally productive from the standpoint that FAA of-
ficials displayed a great deal of interest in the EAA
program and remained open-minded about the general
, and sport aviation association's proposal to operate an
aircraft on lead-free auto gas.
" We left with the/ distinct impression that FAA is
more than willing to work with us and are looking for-
ward to the results of further testing being conducted
by EAA," said Poberezny.
Joining the EAA president at the meeting were
Harry Zeisloft, flight research director; Jim Barton,
chief test pilot; Charles Schuck, EAA Washington
representative; and Jack Cox, editor of SPORT A VIA-
TION. Dave Klem and Herm Muller represented AMOCO,
supplier of auto gasoline for the project.
EAA began testing auto fuel in 1976 as an alterna-
tive to dwindling supplies of aviation gas. While all
tests have been successful, EAA and FAA caution
against the use of auto fuel in aircraft other than those
granted a supplemental certificate.
VINTAGE AIRPLANE 5
OSHK"SH '81
Pe()pie
ByLoisKelch
(EAA 35767A,A/e700A)
7018 W. BonniwellRoad
Mequon, WI53092
(Photos by theAuthor)
Sometimes it's hard to decide what one looks for-
ward to most at Oshkosh each year - is it Planes and
People OR People and Planes? Fear not, they are one
and the same.
Being around the Antique/Classic Headquarters at
the Red Barn all week is a great experience because
sooner or later you meet all the old friends you had
hoped to see; and you also meet many interesting new
people who are suddenly new friends, with the same
common interests of preserving and restoring the beauti-
ful old airplanes.
To describe the array of beautiful oldies on the field
is almost impossible, but if you were there in person,
or you are seeing the pictures in VINTAGE and SPORT
AVIATION, you know what I mean.
I had the pleasure of walking up and down the rows
of planes and striking up conversations, not only with
the proud pilots and their families, but also some of the
interested spectators who were as happy as a lark just
to be there and see this spectacular display of air-
craft.
Oshkosh also offers A/C Division members and their
guests a bonus social get-together at Ollie's Woods. This
year we had a record number of people enjoying relaxed
visiting, a picnic supper and after dark, a program of
interesting historic airplane slides and movies.
Two of our hard working members are to be com-
mended for their being responsible for a wonderful con-
tribution to the Antique/Classic Division. Stan and
Irene Gomoll donated the $453.00 they collected from
selling chances on a blanket that Irene made using a
material with antique airplanes. The interest was so
great this year, Irene said she would make two next
year, which doubles the chance of winning. Following
are some of the people who were happy to share their
stories and enthusiasm for the Oshkosh Convention.
1938 BEECH STAGGERWING, F17D, NC18781, SIN 204
Owner: Bill Morrison
(EAA 10737, A/ C 6459)
5537 West 113rd Street
Hawthorne, CA 90250
Just look at those proud smiles on the faces of Bill
and Shirley Morrison and their sons Ron and Mark, in
front of their Beech Staggerwing, and you see the re-
Steve Wittman and Lois Kelch enjoyed
a visit at Antique/Classic Headquarters
... Steve never tires and seems to
know everyone.
The Morrisons, in
front of their award-
winning Beech Stag-
gerwing at Oshkosh
for the first time, but
not for the last!
sults of a family project and the great satisfaction of
a job well done.
Bill flies for Western Airlines for a living, but for
the past six years, he has spent all of his spare time
restoring this beautiful 1938 Beech Staggerwing. His
sons Ron and Mark were interested in motorcycles but
after both of them received leg injuries, they had a
family meeting and decided that motorcycles were a
losing proposition. So after much discussion of what
they could do as a family hobby, Mark suggested a
homebuilt airplane. The decision was made immedi-
ately, and they set out to find the right project for
them. They almost decided on a T-18. However, a friend
of theirs, Bob Ward, owned a beautiful Staggerwing and
after seeing it, it was "love at first sight" for all of
them. Now the problem was to find a Staggerwing of
their own to restore. Evidently it was meant to be
because in their local newspaper they found an ad for
a Staggerwing that was disassembled. It had all the
parts, but they were stored all over town, and the only
thing they could actually see was the fuselage. Bill
made an offer and it was accepted, so now the family
had a hobby and they set out to gather all the pieces
together and start to work.
This was in 1975 and it took five years from pur-
chase to flying. During the restoration, they each found
their own area of expertise and worked enthusiastically
toward their goal of restoring the airplane to its original
beauty. Bill flew the test flight on June 12, 1980 and he
hadn't flown a "light" airplane for 30 years. So the
adrenalin was flowing in all their veins that day, es-
pecially Bill's wife, Shirley. She witnessed that very
first flight and was "praying very hard". As it circled
and performed to absolute perfection, she broke down
and cried, she was so thrilled.
6 NOVEMBER 1981
Now the project was completed, they wondered what
to do about it. Bill's friend Claude Gray suggested
Bill take it to Oshkosh while the family is still all
able to do it together. They concurred and Oshkosh '81
was their new goal. Their trip from California to Osh-
kosh was a bonus thrill and took only 13lh hours flying
time, cruising at 180 mph, using 17 gallons of gas per
hour.
Never having attended Oshkosh before, they weren't
prepared for the enormity of it all but got into the
swing of things and loved every minute of the whole
week. They are so impressed with the Convention, em-
phasizing all the wonderful people they met, and look
eagerly forward to "doing it all over again next year".
Son Mark is studying to be a doctor and Ron is a profes-
sional photographer. They also have a daughter who is
a stewardess for TWA so you see "Flying is a family
affair."
1948 PIPER VAGABOND PA-17, NC4811H, SIN 17-109
Owner: Jim Jenkins
(EAA 95377, AI C 2520)
8 Hemlock Drive
Huntington, CT 06484
Grand Champion
Classic proud owner
and restorer, Jim Jen-
kins.
This is Jim's second time attending Oshkosh, and
this time he brought his superbly restored Vagabond
PA-17, which was the culmination of a long "on again -
off again" restoration project. He bought the plane in
1974 after it had been wrecked. In between working
on the Vagabond, he was also restoring a Fairchild 24.
However, he could see the Vagabond taking shape and
gave it precedence. It took 16 months to complete. It
was a challenge throughout the project to find andlor
make all the missing parts.
Jim left Connecticut for Oshkosh (with a stop at
Gar Williams' strip in Naperville, Illinois) for a total
of 975 miles and ten hours flying time. The Vagabond
cruises at 100-105 mph.
Jim and Gar fl ew from Illinois to Oshkosh in forma-
tion - two friends doing what they enjoy, not realizing
they were each flying with a future Grand Champion
of Oshkosh '81!
Jim is 27 years old, very recently married, and has
been interested in flying since he flew model airplanes
and cut the grass at a local airport in his t eens. In
addition to the Vagabond, he also owns a Warner pow-
ered Fairchild 24 and two more Vagabonds.
It is obvious Jim knows what he is doing since he
won Grand Champion Classic, and he couldn' t have
been more thrilled at the honor.
1941 PORTERFIELD CP-65, NC37862, SIN 1009
Owner: Carmen Fisher
Rt. 1, Box 89A
Bellaire, MI 49615
Carmen Fisher real-
ized a "dream come
true" when she was
able to buy the Por-
terfield airplane she
learned to fly.
Carmen Fisher learned to fly over 40 years ago when
she was a minority "lady pilot" and flew with the Civil
Air Patrol during World War II. She flew a 1941 Por-
terfield that belonged to the Owosso (Michigan) Flying
Club. In 1942 she took her pilot training in the Porter-
field and was the first female to receive a private pilot's
license in Shiawassee County. She joined the Civil Air
Patrol , a civilian defense organization that guarded
airports, served as couriers, and looked for hidden land-
ing strips in the countryside.
Two years ago Carmen decided to try and locate the
Porterfield - just to see it and reminisce a bit. She
discovered that the Porterfield had been one of seven
planes used by a performing group called Globe Air
Shows. The planes were no longer flying and were just
stored in a barn in Northern Ohio, very dusty and lone-
some. The owner wouldn't break up the "set" and in-
LiHle Kim's plane "never got off the ground", but she didn't
AIC Headquarters Red Barn wouldn't be the same without seem to mind. She had all the comforts of home and was
Dale & Dean Crites and their popular 1911 Curtiss Pusher. seen everywhere.
VINTAGE AIRPLANE 7
sisted on selling all of them together. Now the lure of
past flying got the better of Carmen and she decided
she would certainly like to buy the Porterfield she flew
and trained in, but before she could find six other
prospective purchasers, the whole set was sold.
Undaunted, she soon found that the new owner was
William Ross of Elk Grove Village, Illinois who had
by now restored the plane. When he found out who
wanted to buy it, he was more than willing to sell it
to her. He was about to complete his restoration on it
and even asked Carmen what color she wished the plane
to be. She advised him of the original dark blue and
thus emerged the plane of Carmen's dreams, and she
was its proud new owner.
Her flying career had been interrupted for quite a
few years while she and her husband Winston raised
their family. She started flying again in 1977 in a Cess-
na 150, as did her husband who had been an engineer
with a B-29 bomber group during the war.
Carmen's trip to Oshkosh from Bellaire, Michigan
in the Porterfield included three landings and took
only a few hours flying time. Bringing the plane to
Oshkosh was a thrill for Carmen and her family. Another
big thrill was when she flew her Porterfield in the
Parade of Flight and joined all the other beautiful and
proud antiques and classics.
The Fishers are aviation enthusiasts and share that
enthusiasm with one and all.
Neil Cottee (EAA 97622, A/C 3752) from Patchway Burradoo,
N.S.W., Australia receives the Outstanding Closed Cockpit
Biplane Award for his 1936 DeHaviliand DH-87B Hornet Moth
from Norma Baldwin, Antique/Classic judge from San Car-
los, CA.
1930 BUTLER BLACKHAWK, NX299N, SIN 111
Owner: Leroy Brown
Box 144
Zellwood, FL 32798
Three pilots in one
family - daughter
Lorrie, Captain Leroy
Brown, and his wife
Wanda with their
beautiful Butler
Blackhawk.
8 NOVEMBER 1981
This beautiful airplane recently restored, has been
"resting in pieces" for over 30 years. Proud owner, re-
tired National/Pan American Captain Leroy Brown,
was talked into buying the pieces of this old biplane
by his barber in 1957. He forced himself to purchase
these pieces for $250.00. The airplane was in the bar-
ber's garage covered by old rugs and in "a million
pieces". Its last job was crop dusting. However, the
parts were in good shape and the ship had only 450
hours on it.
Since this was a low priority item, little work was
done on the airplane for the next 18 years since it was
necessary to earn a living and raise a family. How-
ever, in 1979 the project was resumed and Captain
Brown turned it over to Bob White and Jim Kimball
of Zellwood, Florida. They were fortunate in that all
the pieces to the airplane either came with it or were
still available in blueprint form from the Butler Com-
pany in Kansas City. A Kansas City man associated
with the Butler firm, Al Wass, acted as liaison provid-
ing the necessary information for the restoration.
Leroy made his first flight in the restored airplane
in July 1980 and it flew so well , he made a pass over
the airport runway with his hands in the air. "It flies
like a real lady," ht) said.
He has flown the plane back to Kansas City to its
original home at the factory of Butler Aircraft, and to
Blakesburg, Iowa and to Oshkosh '8I.
The trip to Oshkosh from Florida took four long
days due to rain, fog, low ceilings, etc. Leroy's wife,
Wanda who is also a pilot, was a patient and happy
passenger on the flight.
1928 CESSNA AW, N4725, SIN 120
Owner: Gar Williams
(EAA 1416, AIC 1416)
9 So. 135 Aero Dr.
Naperville, IL 60540
Eldon Cessna and
Gar Williams under
the wing of Gar' s
Grand Champion 1928
Cessna AW, wearing
matching proud
smiles.
Ahhhhhhi At last a chance to sit down, rest tired feet and
enjoy a " two fisted" Coke. Bill Dodd had covered about 20
acres of planes and was ready for a relaxing moment before
resuming.
Gar Williams had to be the happiest man at Osh-
kosh when he was presented with the Grand Champion
Antique trophy for his 1928 Cessna AW, that took him
51h yearsandover 5,000 hoursto restore.
Gar is well known to EAAers as is his 1945 Cessna
Airmaster that he flies all over the country. Since he
loves Cessnas, he decided to look for an older model
and he soon zeroed in on 1928s. After much sleuthing,
he found one in Texas but the owner did not wish to
sell as he had planned to restore it himself. Gar kept
in touch with the man, however, and about a year later
the owner contacted Gar and said because of personal
reasons, he would haveto sell theplane.
Gar lost no time trailering it home from Texas and
jumped right into the project. In his research on Cess-
nas, Gar became acquainted with Eldon Cessna, son
of Clyde Cessna, founder of Cessna Aircraft Co. Eldon
had been very much involved in the early days ofCess-
naindevelopment, marketingandracing.
The airplane Gar bought from Texas was a Cessna
BW, N6442, SIN 138. However, one day when Gar was
stripping varnish off the wing's interior, he discovered
a faded stencil mark "20-3-8" that obviously had been
put on at the factory. He wrote Eldon and asked if he
knew whatthe markings meant. Eldon did know indeed
and advised Garthat "20" was actually 120 and since
Cessna began its numbering system for the cantilever
monoplanes with 112, this "20" meant it was the 9th
airplane off the production line. So the question was
asked about SIN 138 andhe found thatthe number was
still available and applied to FAA for it and received
it. So now Gar knew he indeed did have SIN 120, with
N4725 and in turn applied to FAA for this number and
received it.
Eldon also suggested to Gar that he should use a
Warner engine on it and that Gar should restore it
as an AW instead of a BW, which he did. So for the
next 51h years, Gar meticulously restored every inch of
that plane to its original factory fresh configuration.
A very big bonus in this particular restoration proj-
ect was the friendship that developed with Eldon Cess-
naandhiswife Helen.
A very rareoccurrence inthisday and age is to have
the original designer of the airplane sitting under the
wing of the plane just like it was 53 years ago, bring-
ing all his knowledge to the many questions interested
people asked. .
It was a special honor for Gar to be able to invite
the original designer to ride with him during the his-
toric Parade ofFlight ...who had the biggest smile?
One of the most beautiful planes on the field was the popu-
lar Winnie Mae, always with an admiring crowd around her,
shown here with proud owner David Jameson of Oshkosh.
Three hard working volunteers for AIC Division. (L-R): John
Turgyan, Richard Hill, and Gene Morris.
1940 DeHAVILLAND TIGER MOTH, N7404, SIN 17129
Owner: JamesFowler
(EAA 70114, AIC 2293)
1415 HamlinValley Dr.
Houston, TX 77090
Robert and Jim Fow-
ler stop just long
enough to pose in
front of their 1940
DeHavilland Tiger
Moth before resum-
ing their activities at
Oshkosh.
James Fowler of Houston, Texas flew to Oshkosh
in his 1940 DeHavilland Tiger Moth. With son Robert
they left Houston on Wednesday and ran into some bad
weather - thunderstorms, low clouds, hazy conditions,
but finally arrived in Oshkosh Saturday noon, after.
31h days and 181h hours flying time. Robert is a student
pilot who soloed at 16 and he enjoyed the. trip im-
mensely.
Purchase of the Tiger Moth was made in 1975 and
ithas beena family projectfor Jim, hiswife, two daugh-
ters and Robert. Working in their garage doing sand-
blasting, rib stitching, painting, etc. was a labor of
love. Jim's interest in airplanes started at an early
age when in the '30s, his uncle took him for a ride in
a Stinson taking offfrom a grass farm strip. He learned
to fly as soon as he was old enough and has been flying
"justfor thefun ofit" evershice.
Jim and Robert were visibly enjoying all Oshkosh
had to offer all week and are looking forward to at-
tending again.
These two fellows found a minute to catch their breath dur-
ing a busy work day at Oshkosh. Claude Gray, Chairman of
the National Judging Committee, of Northridge, CA and Wel-
don Ropp, Interview Circle of Delray Beach, Flo
VINTAGE AIRPLANE 9
t Demond
By Marga
re
98)
To
Minden,
Neb aska
(EAA 49143A, A IC
Box 191 148189
Whitmore Lake, M
(Photos by the Author)
Lineup of Stinson 108s at the 5th Annual National Sti nson Club Fly-I n at Pioneer Airfield, Minden, NE.
Traveling with the family is not the same as travel-
ing with your good buddy. Unlike the buddy who takes
care of his own needs and helps with the plane, the kids
don't - yet . Instead they lose belongings, worry aloud
about the next meal, and ask a million questions. For-
tunately, our 35-year-old classic-era Stinson 108-1 was
as undemanding as a good buddy.
Starting at Brighton, Michigan on July 17, 1981
with a fresh battery and a full load of avgas, N97025
lifted off with grace and a compliment of dad, mom, and
two kids. Luck was with us and we had a light tailwind
going west. At a brief gas stop at Ottawa, Illinois the
gas attendant graciously showed us two Corben Junior
Ace homebuilts hangared on the field.
Next stop was Ottumwa, Iowa in the late afternoon
as the kids anxiously surveyed the farms below for the
likeliest to qualify as Radar O' Reilly' s Uncle Ed' s farm
of TV' s "MASH" fame. It's a large, friendly airport with
a vhcant control tower , and a flight service station
manned by able personnel. The FBO had the 80 octane
that pleases the old Franklin engine and an air condi-
tioned office for people coming in out of the hot July
sun. They loaned us a courtesy car for the drive to the
motel with pool.
That night lightning, wind, and rain moved through
the area. In the morning we telephoned to check on
our good buddy ("rode out the storm just fine") and to
ask if we could drive their courtesy car to nearby Blakes-
burg to the Antique Airplane Association Air Power
Museum. "No problem" came the reply. A couple of
hours were spent visiting fine old aircraft there in the
damp, hazy morning air before returning to Ottumwa
airport to lift off and continue flying west.
A comfortable distance along the route, we stopped
at Shenandoah airport, still in Iowa, for 80 octane and
a picnic lunch in the terminal building of breakfast
bars and peanut butter sandwiches carried from Michi-
gan. Soon we were in the air again for the last leg of
the trip west. Clouds and haze gradually increased ' til
we found ourselves flying "the scenic route" around
and over clouds and finally reaching Minden, Nebraska
by 7 p.m.
Not another Stinson in sight, we were unofficially
the first to arrive for the National Stinson Fly-In -
two days early. Knowing how the fickle weather gods
can easily delay a trip one or more days, we had merely
started out early to be on time. Taxiing to the gas pump,
we were greeted by the airport manager, Don Bosworth
10 NOVEMBER 1981
This is the 1926 Swallow, NC5070 owned This logo is on the fuselage side of the Rick Demond loads the family 108-1.
by Harold Warp's Pioneer Village 1932 Pietenpol Sky Scout on display in
Museum. the AAA Airpower Museum at Antique
Field, Blakesburg, IA.
and his wife Lorrie who confidently announced that
this Stinson had never been here before. Here were
people who cared! After gassing up and tieing down
our good buddy, we hopped into one of the three cour-
tesy cars and headed for the Pioneer Motel.
With a day and a half to spare, the family enjoyed
a leisurely stroll through the Pioneer Village Museum
conveniently located next to the motel and the Pioneer
Restaurant where we ate. These facilities are just one
mile south of the Pioneer Village Airport where "Mamma
Stinson" was tied down. Though it sounds like a tourist
trap, it really isn' t. Seeing the more than 30,000 his-
torical items on display takes two days and was the
"real neat place" we had heard it to be. Some of the
vintage aircraft on display were:
1903 Wright Flyer Replica
1910 Curtiss Hamilton
1910 Hartman
1911 Curtiss Pusher
1917 Jenny
1918 Lincoln Standard
1926 Swallow
1928 Cessna A W
1928 Lincoln-Page
1929 De Havilland Gipsy Moth
1930 Stinson Jr.
1930 Pitcairn Autogiro
1937 J-2 Taylor Cub
1942 Bell P-59 Airacomet Jet Fighter
A partial list of more than 30 different examples of
early aircraft engines:
1905 Glenn Curtiss 1918 Hispano-Suiza
1908 Wright Brothers 1926 Kinner K-5
1910 Rotary Gnome 1928 Wright
1912 Henderson 1928 Gipsy
1914 LeRhone Rotary 1929 Warner
1914 Anzani 1929 DeHavilland H-60
1916 Hall Scott 1929 Packard Diesel Radial
1916 Lawrence 1920 Lycoming
19170X-5 1930 Continental A-40
1917 Hisso 1938 Pratt-Whitney "Wasp"
1918 Comet 1940 Daimler-Benz
1918 Liberty 1944 Japanese Copy of 1200
hp Wasp
The National Stinson Club Annual ' Fly-In started
at noon on Friday with registration, fly-bys, and pilot
talk. I counted 25 Stinsons on the line and wandered
around with the camera snapping two rolls of film very
quickly. With the exception of one Gullwing Reliant,
all the Stinsons were 108 Voyager models, many of which
were restored to mint condition.
The postwar Stinson Voyagers were introduced in
late 1945 with very few models of the "125" powered by
a 125 hp Lycoming engine, Quickly upgraded to a 150
hp Franklin and designated Model 108, nearly 2000
were sold by the end of 1946.
Beginning in 1947, two 150 hp Model 108 planes
were produced, the "Voyageur 150" and the "Flying
Station Wagon". In mid 1947 two 108-2 models were
produced with the 165 hp Flying Station Wagon.
By 1948 the company had introduced the 108-3
"big tail" Voyager and Station Wagon. Stinson sales
Lee and Amy Demond
take an imaginary ride in
a buggy at the Museum.
VINTAGE AIRPLANE 11
Stinson 108-2, N9708K, SIN 108-2708 owned by Vercruysse"
.Inc. of Plymouth, MI.
were high until the "postwar slump" depressed all air-
craft sales in this country. The Stinson assets were
bought up by Piper who produced a few Piper-Stinson
models before the 108 series ended in 1949. Over 5000
Stinson 108's had been built in that four year period
at Wayne, Michigan. The 108 is a comfortable four place
plane, very stable and with few surprises except when
trying to procure parts for the Franklin engine. (Some
owners have converted to Lycoming installations.)
Along about supper time everyone met at the restau-
rant for a buffet-style dinner. This was followed by an
old fashioned ice cream social at the fairgrounds with
homemade ice cream and cakes, iced tea and coffee.
A can for donations was set out but no suggested amount
was posted; quite a difference from the ice cream socials
back home. Although my taste buds didn't discern the
richness of the ice cream, my normally cast-iron stomach
cried enough after two large bowls. Time to call it a
night.
Back out at the field Saturday morning, it was fly-
bys and seminars. S.T.C. holder David Waldemer told
how to metalize a Stinson. George Leamy gave a brief
talk about how he devised a satisfactory vacuum pump
installation for his Franklin engine. Don Maxfield gave
Russell Arndt (EAA 128406, A/C 54926), Big Falls, WI owns
Larry A. Wheelock (EAA 100430, A/C 2445) from Terre Haute,
IN owns this Stinson.
a presentation on the idiosyncrasies of repairing and
preserving Franklin engines which power many of the
Stinsons. Finally, Craig Baldwin from the Univair
Company advised what to expect with the 180 Lycoming
conversion currently sold by his company.
I fed the kids breakfast bars so they could last 'til
the 8 p.m. banquet. The steak dinner was worth waiting
for and was followed by the awards ceremony. Later,
some of the tables were removed to make room for
another old fashioned activity ... square dancing,
sponsored by a local club complete with a live band and
caller. The group rounded up the Stinson people to
join in the dancing.
Sunday morning church services were available next
door in the Pioneer Village church. Those who went
out to the airport early saw a wall of weather to the
east which kept most of the planes from taking off
' til almost noon. As we taxied out to the runway we
waved to our newly found friends and departed for
home.
Our return flight was uneventful and we all look
forward to attending another Stinson 108 Fly-In at
Minden . . . the friendliness and hospitality of those
folks is first rate.
this 1948 Stinson 108-3. N6649M. SIN 108-4649.
CALENDAR OF EVENTS
OCTOBER 31 - NOVEMBER 1 - RAMONA AIRPORT. CALIFORNIA- NOVEMBER 21-22 - MIAMI. FLORIDA - Antique. Classic. and Cus-
~ Ramona Fly-In. Sponsored by EAA Chapter 14 and San Diego tom Built Exhibit and Fly-In at sixth annual Harvest sponsored by
Chapter of the Antique Airplane Assoc. Rain date November 7-8. Historical Association of Southern Florida. Located at Tamiami
Contact Ben W. Hunsaker. 714/ 276-5121. Fairgrounds. Coral Way at 112th Avenue in Miami. Contact Eliza-
NOVEMBER 13-15 - JENNINGS. LOUISIANA - End-of-the-Season beth Bookout. 305/557-5530 or Genie Card. 305/253-3776.
Stearman Fly-In. For information contact: Willard Duke. P.O. Box
26451 . New Orleans. LA 70186. 504/241-6000.
12 NOVEMBER 1981

10'"
It's early in the morning and the blue sky is crystal
clear. Small patches of ground fog lie in the low areas.
The dew is still heavy on the 1,300 foot grass strip as
I roll my Cub out of the hangar.
The walk-around is routine. I check the gas and oil
and other important items on my uncomplicated ma-
chine, including pre-oiling the valve guides and stems.
My flight instructor is watching with his ever-critical
eye.
Everything is A-OK so I crawl into the back seat,
strap in and call "Off and closed". My CFI pulls the prop
through several times then calls out "Contact". The
engine comes to life and the oil pressure gauge tells
me what I want to know.
During warmup the CFI climbs aboard and off we
go. Once around the patch and all is well. But some-
thing seems strange . . . no yelling or correcting from
the front seat person! Nothing . . . maybe he fell asleep
. . . or perhaps I scared him speechless. That's impos-
sible - he's never at a loss for words! Vh oh, he's get-
ting out. Now what did I do?
I should go where? To the hangar? To my room? Go.
fly? GO FLY? By myself ... now ... really? How about
a short "penguin hop" first , then I'll taxi back and
we'll talk about it. OK? OK. After the shortest penguin
hop in history, I taxi back and CFI says, "Keep going
next time."
"You sure?" "I'm sure." His face looks different and
his voice is more stern. There's a ring of confidence in
his urging which I haven' t heard before. It suddenly
dawns on me, of all the lessons he taught me, confi-
dence is one we neglected. But now, thanks to a new-
found tone of respect in his voice, I discover I too, have
confidence.
The moment of truth is at hand. My instructor says
I know what I'm doing, so go. Full throttle, tail up,
and I'm airborne. Gulp. That was fast. It's amazing
how quickly an E-2 Cub will break ground without 180
pounds of CFI up front .
With the Continental A-40 putting out a steady 37
hp, I climb out straight ahead. The countryside is beau-
tiful. The little patches of ground fog are rapidly disap-
pearing except over the pond near the creek. I can' t
begin to describe my feeling of joy. I realize there can
be only one first solo flight so I savor every moment.
Whoops! I'm at 400 feet. So soon? My little Cub has
performance I never dreamed of. I turn on crosswind
then on downwind and the thought occurs that I might
just keep on flying . . . to South America . . . nah, too
many gas stops.
Back to reality, I apply carburetor heat and reduce
power to 1600-1800 rpm. A gliding turn to base, another
to final , over the fence, reduce power, flare out and a
gentle touchdown completes one of the most fabulous
experiences of my life. Thank you, Mr. C. G. Taylor!
By J eannieHill
(EAA56626A,Ale629A)
P.o.Box 89
Harvard,IL 60033
(Photos by Dick Hill)
Jlr. C. G. C.glor
Jeannie Hill beams aHer first solo flight.
Forty-eight years ago you built my beautiful Cub and
today it is more beautiful than ever.
Through my misty eyes I see my flight instructor
approaching. His eyes are misty, too. He understands.
He's my husband.
Jeannie for a landing in her beloved Cub.
Editor's Note: Jeannie Hill's solo flight took place on
September 11, 1981. Not only was it in a taildragger
(which isn't an everyday occurrence this day and age)
butin a tai/draggerwitha tailskidandno brakes.
Forty-five plus years ago, nearly everyone learned to
fly in planes with those features; but there aren't many
such aircraft flying today. There are even fewer flight
instructors like husband Dick who are able to handle
them andpass the skillon to studentpilots.
Do any readers know ofother first solo flights in
planes with tailskids and no brakes in recent times?
We'd love to hearofsimilarexperiences.
1933 Taylor E-2 Cub, NC13179, SIN 60 has been in the Hill
family for 10 years. They restored it in 1980 just in time to
fly It to Oshkosh. DeSigner and builder, Mr. C. G. Taylor of
Tustin, CA was a guest of the Hills when the restoration was
completed and he witnessed Dick's test flight.
PART 3
Engine Details of the "Sky Scout"
Here we round the pylon on the home st1'etch in one of the most popu-
lar how-to-build stories we have ever published, This series on building
the Sky Scout, slightly smaller sister to the Model A powered Air
Camper, is second only in popularity to the series run on the building
of that famous ship. Here are finishing details of motor conversion,
operation, ship finishing and flying hints. Bank her over and rip in!
For the benefit of those readers who may have
skipped over the first two chapters of this article
in their eagerness to get to the engine conversion
plans presented herewith, let me summarize what
we have gone over.
As you know if you read these first two parts,
the Sky Scout is a slightly smaller version of the
famous model "A" powered Air Camper which was
published in this magazine about a year ago, and
which is now obtainable in the FLYING and GLID-
ER MANUAL.
Model T Ford Motor Used
The Sky Scout, however, instead of being a
two-seater, and using the 38-40 hp model A con-
version, makes use of the cheaply obtainable model
T motor, and is a one-seater in which a student
can pile up hours at low expense.
It is a ship for which an identification num-
The little Sky Scout is easy to service. Here
we have one of Doug Rolfe's famous wa-shes
showing the scale appearance of men working
on the motor. Check the works every time
you put the ship up after flying,re-check be-
fore flying, and you'll never have motor trou-
ble up aloft. To the left is shown how the gas
line is drawn from the center section tank
and run to the motor. Visibility is better than
average. And look a,t the equipment - in-
struments - you can get ch.eaply to aid you
in .accurate safe flying_ Use 'em,1
14 NOVEMBER 1981
ber can be had from the Department of Commerce,
and while I have heard that a few over-zealous in-
spectors will ground a ship if it doesn't have a "c"
of some kind, you will find that all state legisla-
tion hinges upon the Federal air laws, and that any-
one can fly for himself on an unlicensed field in an
unlicensed ship ifhe wishes. All that the states ask
is that the Federal laws be observed and that un-
licensed ships not be flown from licensed airports.
So much for our introduction.
Part one took up the building of the fuselage
and the wings.
Part two explained the landing gear, tail sur-
faces, and control system.
Now, in part three, we will have a little word
to say about the minor fittings, the finishing of the
ship, and the method of fixing up what little con-
version work there is to making the Model T a good
airplane engine.
We will take the power plant first, as the whole
ship is of course built for the motor it will be
using.
This ship was built for the model T of course,
but may I say that the cowling is big enough for
the model A. There is not much difference in the
sizes of these two motors, but you will need a new
engine bearer if you use an A, and also put the
wing about an inch ahead.
Model A Carburetor Favored
We did not make plans for the motor as every-
one has his own ideas on the subject.
As long as they cool well and oil well they all
work about the same in an airplane as in a car.
The following changes were made. A model A car-
buretor was used. Cut off the intake flange where
the carburetor was fastened and weld it back on
so that a model A carburetor will fit. See drawing.
Exhaust stacks are put on. Aluminum pistons
were installed. The regular head and valves were
used (putting in larger valves won't help - the
passages aren' t big enough to let the gas flow any
faster). The end of the camshaft was fixed for a
tachometer drive as was shown on the drawings in
the Manual and prints for the A conversion. Be sure
and put in a tachometer. They are very necessary
and don't cost much.
A fellow had an Air Camper here this sum-
mer without any instruments in it. I flew it but
surely did not like it that way. I say, the more in-
struments the better. We use a complete set on all
VALVE EXHAUST
DTAILI OF THE REPLACEIoIENT
r
HOLES
ON at
CIRCLE
LEATHER
MAG.
SHAF'T
' --' e-A-'E
THREAD END OF' . LINE
MODEL"T"REAR AXLE
WITH ARMS WElDED ON
MAG.
THREAD COUPUNG
TACHOMETER
DETAILS OF THE
JOINING PLATE AND
OIL CUP
12 GAGE

I.$A%_
SCREWS ARE
SOLDERED
IN COVER
nGEAR
!::rr1-COVER
CHANNEL STEEL 4
HUB PLATES HOUSING CONNECTION
EXHAUST STACKS
MAGNETO SUPPORT
5" DtAIoI
12- GA.STEEL
By studying this drawing you will see how easy itis to convert the "T" Ford for the Sky Scout. No water piJmp is needed.
VINTAGE AIRPLANE 15
CUT OUT A'v"
... ND WELDED
TOGETHER
rOR BEND
WELDING
OUTSIDE f I T T I N ~
F LYI NG STRUTS
... RE 1667 STREAMLINE
INSIDE FI T TI NG
DETAIL AT UPPER
REA R CENTER STRUT
NOTE: SEE DET ... ILS OF
LOWER FITTI NGS ON
... NOTHER SHEET
SEE DET... I LS
OF ENDS OF
STRUTS
OUT SIDE F'T' G. INSIDE rlTTING
FITTI NGS FOR THE UPPER
REAR CENTER STRUT
2-REOU I RED OF 14 G"'GE STEEL
UPPER ENGINE MOUNT
DETAIL OF' BENDING
UPPER ENGI NE MOUNT
BACK PLATE FOR THE
AND REAR CENTER S1RUT DETAILS
AND REINFORCING
I-REOUI RED OF 14G... .
SHOCK STRUT FITTI NG
4 -
Here are shown complete dimensions of the upper engine mount plates and of the strut fittings and- turnbuckles.
Always warm the ship up
a little before taking off.
See 'that the oil is warmed
all through, and that the
water and v,a,lves have
warmed up. Some peelots
have felt they were driv
ing a car with these mo-
tors. Be sensible!-it pays
to take pains!
The Sky Scout is but a few
inches larger t han a
Heath, but a few inches
smaller than an Air Camp
er. It will fly nicely on
the Model T Ford engine
and is very rugged. The
ship will also make a very
high speed "hot" ship
with a Pack Mag "Cross
Country Twin" 40 hp twin
opposed motor. Note flap
in rear of wing to admit
pilot to cockpit.
16 NOVEMBER 1981
Here are the details of the
center section struts and
the aileron pulley fittings.
These drawings need no
explanations.
our ships.
The magneto is driven in a left hand direction,
direct from the crankshaft.
Better use a good mag, as I have seen a lot of
the old D U 4s go bad when they are flown in hot
weather. Also, a new mag weighs about 7 Y2 lbs.
where the old ones weighed about 14 lbs. Although
we have one of the old mags on a ship at present,
and it seems to work fine. The propeller hub is
made as on the model A, except that it is necessary
to use a nut on the engine side as the flange is not
threaded.
We use a gear driven oil pump from an old
Ace motor, built by Horace Kean in New York
about 1919. We have a hollow drilled shaft and
carry three quarts of oil, although any good oil
system will work. Don't favor splash so much for
model Ts as they have bent hair pins for crank-
shafts and the bearings are small, although the
shafts are built of the best stuff money can buy for
crankshafts.
Thermo-Syphon Cooling
The thermo-syphon system is used. The block
is fitted with a 1% in. outlet near the top front of
the motor (see drawing) opposite the place where
it was on the motor, and this runs to the radiator
top. A circulating pump could be used in warm
Thi.s wilt give you an intimate glimpse at
the salient points of the T conversion IS used
in the Sky Scout. The McCord radiator,
bearing lubrioator .and other parts are shown
as per drawings elsewhere in this series.
VINTAGE AIRPLANE 17
The same sturdy, ample
fittings of simple design
are used on the Sky Scout
IS were used on the Air
Camper, with only minor
changes. All bends must
be made slowly, and done
cold. It's important that all
welding be well done.
weather, and would be better, but we have had no
trouble as on one instance Don Finke flew a ship
from Spring Valley, Minn., where we have our
shops, up to Minneapolis, a distance of 150 some
odd bee line miles, and he ran into some hot, dry
weather, then a thunder and rain storm. The motor
never coughed, but kept slamming along.
The radiator was made from a 1926 Macord
Ford radiator cut in two and one half put in back
of the other. This makes a better looking job. Bet-
t ~ r have a tinsmith do this job well for you. In re-
gard to the radiator, lots of those building the Air
Camper asked why I did not put the radiator below
the fuselage. We have tried this on ~ t o ships and
in both cases the climb of the ship/ was poor, the
top speed five miles less. The motor overheated,
and the draft and lack of supporting wind stream
made the ship very tail heavy. Carried a passenger
with difficulty and weighed more, and the same
would hold true on the Sky Scout here.
The vision on these ships is good and the radi-
ator does not bother. In fact, the vision is better
than one of the Air Campers using a Velie motor.
It will not be necessary to use a new Ford T
block for the ship. We can arrange a regrind job
at a dollar an inch of bore on any old block, so that
18 NOVEMBER 1981
METHOD OF ATTACHING THE
FRONT LANDING GEAR STRUT
AND FLYING STRUT TO FUSELAG
II" 3'
il j6'
INSIDE FITTING
FOR ENGINE t.40UNT
2-THU5 REQ'D 14GA
..... MI5CELLANEOU5 FITTINGS--
BOTTOM PLATE FOR
ALL FITTINGS
-TH R ' 4
the new aluminum Ritefit pistons, which must be
used anyway, can be cut to fit the new job just as
well as an old one. Old T blocks used with the cast
iron pistons very soon run out of round, and are
hogs on oil as most of you kilow. With aluminum
pistons cut with .007 in. skirt clearance and .025 in.
head and ring gland clearance, the oil pumping
and the blow-by compression losses are cut way
down. The pistons are sold in the rough and are
fitted for any prescribed diameter at the time of
selling.
Here are some of the salient figures that read-
ers will be wanting in connection with the motor
and the business end of the ship. The weight of the
prop is about 12 Ibs. The weight of the motor dry
is about 185 Ibs. The weight of the radiator is 15
lbs. The job holds 4 qts. of oil which weigh 7 Ibs.,
and the cooling system holds 3 gals., or about 20 Ibs.
I would say that this four is about 32 hp. It
turns a Lawrence prop 1500 rpm and the govern-
ment figures show that this prop requires 28 hp
at 1400 revs.The model A will not turn this prop
over 50 turns faster.
The propeller is 6 ft. diam. by 42 in. pitch
and turns anti-clockwise. This is a Flottorp prop. It
will turn from 1650 to 1740 on the ground, depend-

Here are the details for the fittings used on
the fuselage end of the new V.type Pieten
pol landing gear. All bolt holes must be
snug fits.
ing on the day. It cruises at 1600 to 1650 in the
air and will turn 1850 in the air wide open.
The weight of the fuselage less cloth and :netal
fittings is 43 lbs. with turtleback and instrument
board. The weight of the tail unit less cloth and
horns is 9
i
h lbs. Each landing gear V weighs 5 lbs.
Shock struts weigh 3
1
/
2
lbs. each. Weights of other
components have been given in other installments .
VINTAGE AIRPLANE 19
(Photo by Lee Fray)
Antique judges at Oshkosh '81 were: Front Row (L-R) - Pete
Covington, Gene Morris. Back Row - Claude Gray, Fred
Pritchard, Ken Williams, Dale Gustafson.
MYSTERY PLANE
This photo is another from the Roy Russell collec-
tion and it dates from the 1930s. Identification will be
announced in the January 1982 issue of The VINTAGE
AIRPLANE.
The Mystery Plane in the September issue was cor-
rectly identified by Bob Armstrong (EAA 77864, AIC
735), Rawlings, MD and Dick Gleason (EAA 3131, AlC
1164), Austin, MN. First to arrive was Bob's letter:
Dear Gene:
The Mystery Plane in the September issue of The
VINTAGE AIRPLANE is a Berliner "Parasol", CM-4.
According to Juptner Vol. 1, this aircraft was pro-
duced by the Berliner Aircraft Co. at Alexandria, VA
and was issued ATC #39 in May 1928. Other Berliner
models included the CM-5 (Wright J5) and the CM-6
(110 Warner "Scarab").
One of our local "old-timers" had a half interest in
a CM-4 with the OX-5 and is still flying today in his
1946 J-3 Cub.
Keep the rare ones coming.
Sincerely,
Bob Armstrong
(Photo by Lee Fray)
Classic judges at Oshkosh '81 were: Front Row (L-R) - Peter
Hawkes, Tim Bowers, George York, George Lemay, Kevin
Stephenson. Back Row - Deb Hauser, Paul Stephenson, John
Womack, Ken Willems, Jim Mankins, Dale Wolford, Mary Hop-
penworth, Norma Baldwin.
LETTERS
Dear Sirs:
Am sending you a note regarding the Travel Air
photo appearing on the back cover of the July issue
of The VINTAGE AIRPLANE. Must be a fellow of the
younger generation sending in the photo. The Travel
Air is a standard 4000 with a Wright J5, not J4. Regis-
tration No. NC5438 came out of the factory as SIN 527.
As to the letter C in the registration number, it has
nothing to do with air mail. In those days we had three
types of registrations; N for National, X for Experi-
mental, R for Restricted and C for Commercial.
All categories were preceded with the letter N such
as NX, NR, and NC. Aircraft with no letters preceding '
the numbers were known as "Identified" aircraft. In
those days you could fly identified airplanes.
The air mail contractors were issued designations
with a contract number separate from the Dept. of Com-
merce numbers, such as C.A.M. indicating Contract Air
Mail followed by the contract number.
The mystery photo in the September issue is truly
an early one. It is none other than an OX-5 Berliner
Joyce monoplane. They also built several other models
including a three place Kinner powered monoplane, a
dirigible hook-on fighter and a military observation
job.
I will have a good brain teaser for next month.
Regards,
Mike Rezich
(EAA 510, AlC 2239)
6424 S. LaPorte Avenue
Chicago, IL 60638
20 NOVEMBER 1981
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ACRO SPORT - Single place biplane capable of un-
limitedaerobatics.23sheetsofclear,easytofollow plans,
includes nearly 100 isometrical drawings, photos and
exploded views . Complete parts and materials list. Full
size wingdrawings .Plansplus88pageBuilder'sManual
- $60.00. Info Pack - $4.00. Super Acro Sport Wing
Drawing- $15.00. Sendcheck or money orderto: ACRO
SPORT, INC., Box 462, Hales Corners, WI 53130. 414/
425-4860.

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11311 ror est Horne Avent..e , F' nmkl in . Milwaukee . WI 53 132
.. "'....1 ."'0 M"II. IHQ . ooll nsOJ ItUI USHIR.101T0II. . ...0 ........ GI...G 10l TOR 11'_ .wUST Hor"1oI.,,t,
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1. O..HUI IfOWl>O'd br. --''' "___ "' -"N ".,..,...cI aIoo ""_,"'''' __ed'''.....o/ . Iod .
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fULL H.... ! cOlol pu: n 1oI.ll lHQ . OOlll "
1 3 West for est Heme IIvenue E:AA hn t i que/Classic Div i sion , Inc .
Fran .. In ,o r _::'J_lJJ.
1" . 0 . . o x
llaiesCorn(' rs , WI '53 30
. !V)I<f)o.Ot MNll'''AI";ff '' AM) .... ,, r, .'"''.I" " . ('1'...... '.... , ()fl ..01 0' .... , , "', ... , QJ1 ..... l"f ....'
TOT.l .... OU... , orElOf--IOS. OR """'rr'If[lJ'''n'{Slll_. ..._ . 'Of. /
e O...I'l(l(......,LING ... OOIiUS
t. '0/0 COUI'l[TIO'" bY NOf-.IPl>()FOT AU".....n'lto ,n .. " AT SPECIAL "ATfS (Socl..... . " 1 0"' ....",
t'U'_ ''''''''__non9<O'" ..at..... ", ..00 4-"',rahOO" a..... """, .." ",. r""". ... ....-".....,a. ... ,....... IC"""'_I
..._ r:J .... S HorCH.. N<. rOOUIIING
O
H..S CH.. HGrOOUII'HG p/._.'
'" '"
Lt::I PIIrCfOIHG !1MONTHS PIIfCfO'HG !1" OH.H$ <"_""" 1fN. "Of__1
AII1I1MlI. "'0 Co')r':(.<:: rA"... ACtUAL NO COPlfSOf .....;, I
,,,...tJlIIU",......-,P11(Clf'I"!G 'SSU(PVBI.'SMEO"l EA"E'" tn
',o.oQI.I'I-<S ''''''!GOal(
4051 3757
$.OLU'''' OoUO''or a,,_S&lOCle ":_S,ST.U'
-..: "OO-S . ..D e OUlt"....'"
3254 3601
3254 3601
D ..' U OO\nweuT\OH u ...."- e .... If.OI'D...... ... ...,
SA...... U . C()tIWl ... .. T&. ' . &IOCI D...U ....CDf>...
36 29
3 290 3630
4(7 4 2 .
3757 4 0'51
.....cU. O.O...N! . .. " " Icert ify that.he . ,tafement. made by ..".. ..Q. ,....
Ed itor
me above are cOlfeet andcomplete .
ACRO " - The new 2-place aerobatic trainer and sport
biplane. 20 pages ofeasy to follow, detailed plans. Com-
plete with isometric drawings, photos, exploded views.
Plans- $85.00.Info Pack- $4.00. Sendcheckormoney
order to: ACRO SPORT, INC., P.O. Box 462, Hales Cor-
ners ,WI 53130.414/425-4860.
POBER PIXIE - VW powered parasol - unlimited in
low. cost pleasureflying. Big, roomy cockpit for the over
six foot pilot. VW power insures hard to beat3% gph at
cruisesetting.15largeinstructionsheets.Plans- $45.00. .
InfoPack- $4.00. Sendcheckor money orderto: ACRO
SPORT, INC., Box 462, Hales Corners, WI 53130. 414/
425-4860.
DERRICK INDUSTRIES, INC. - Repair Station 464-61.
Woodenpropeller repairandmanufacturing. 1565 North
Broadway,Stockton, CA 95205. Phone 209/462-7381.
WANTED: For my Curtiss Wright Junior restoration,
parts or pieces, any condition. Contact Gene Chase at
EAA Headquarters, P.O. Box 229, Hales Corners, WI
53130.414/425-4860 or414/425-8851.
Wanted - Set of clean wings for Fairchild P.T. 19-26.
A/C Chap. #7, 29 Kenneth Ct., Florham Park, NJ 07932.
201/377-8925 evenings.
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through December
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Back issues are available from Headquarters for $1.25
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memorative) issue, which is $1.50 postpaid.
VINTAGE AIRPLANE 21
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IT UP
WITH ANEW
INTERIOR!
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All ow4-6 Weeks ForDeli very
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Jacket: Unlined Poplin jacket,features kni t waist
and cuffs. The gold and white braid trim on a
Tan body emphasizes the colors proudly di s-
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Sizes:X-small thru X-large
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Cap: Complete the look in this gold mesh hat
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22 NOVEMBER 1981
TheContentsof
WingsandWheelsMuseulD,
Orlando,Florida
Sunday,December6 at2:00p.m.
ThesalewillincludeImportantAirplanesand
SopwithCamel,1917-1918,Registrati on#N-6254,
Automobiles,spareparts,relatedmemorabilia
manufacturedbytheSopwith AviationCo.,Ltd.
includingbooks,printsandphotographs.
Onview:December4& 5,10:00a.m. to5:00p.m.
WingsandWheelsMuseum,OrlandoJetport,
8989FloridaRoadSouth,Orlando,Florida.
Catalog"Orlando",$25.
Admission toviewingandsalebycatalogonly.
(Catalogadmits2.)
InquiriestoRobertSeaverorCareyMal oney
at212/546-1000.
A Highl yImportant1934Packard
dual-cowlPhaeton.
212/546-1000 502 Park Avenue New York, N.Y. 10022
VINTAGE AIRPLANE 23
Christie's