.

PUBLICATION STAFF
PUBLISHER
Paul H. Poberezny
EDITOR
Gene R. Chase
MANAGING EDITOR
Pat Etter
EDITCRIALASSISTANT
Norman Petersen
FEATURE WRITER
GeQrge A. Hardie, Jr.
EAAANTIQUE/CLASSIC
DIVISION, INC.
OFFICERS'
Presidenl Vice President
W. Brad Thomas,Jr. . R. J. Lickteig
301 Dodson Mill Road ' 1620Bay Oaks Drive
Pi lot Mountain.NC 27041 AlbertLea,MN 56007
9191368-2875 Home 507/373-2351
919-368-2291 Office
Secretary Treasurer
Ronald Fritz E. E. "Buck"Hiloert
15401 SpartaAvenue' P.O.Box 145 '
Kent City, MI 49330 Union,IL 60180
616/678-5012 8151923-4591
DIRECTORS
ClaudeL. Gray,' Jr. .Dale A..GU!ltafson
9635SylviaAvenue 7724 Shady.Hi ll Drive :'
Northridge,CA 91324 Indianapolis,IN 46274
2131349-1338 3171293-4430
RobertG. Herman ArthurR. Morgan
W164 N9530 Water Street 3744 North 51st Blvd.
Menomonee Falls,WI 53051 Milwaukee,WI53216
4141251-9253 4141442-3631
MortonW. Lester AI Kelch
P.O.Box 3747 66 W.622 N.MadisonAve.
Martinsville,VA 24112 Cedarburg,WI 53012
7031632-4839 4141377-5886
GeneMorris John R. Turgyan
27 Chandelle Drive 1530 Kuser Road
Hampshire,IL60140 Trenton,NJ 08619
3121683-3199 6091585-2747
S. J. Wittman GeorgeS. York
Box 2672 181 Sloboda Ave.
Oshkosh,WI 54901 Mansfield,OH 44906
4141235-1265 419/529-4378
ADVISORS
JohnS. Copeland Stan Gomoll
9Joanne Drive 104290th Lane,NE
Westborough,MA 01581 Minneapolis,MN 55434
6171366-7245 6121784-1172
EspieM. Joyce,Jr. DanielNeuman
Box 468 1521 BerneCircleW.
Madison,NC 27025 Minneapolis,MN 55421
9191427-0216 6121571-0893
Ray Olcott RoyRedman
1500Kings Way Rt. 3,Box 208
Nokomis,FL33555 Faribault,MN 55021
8131485-8139 507/334-5922
S.H."Wes" Schmid GarWilliams
2359 Lefeber Road NineSouth 135Aero Drive
Wauwatosa, WI 53213 Naperville, IL60540
4141771- 1545 312/355-9416 .
JANUARY 1984 Vot 12, No. 1
~ ~ ~ iIlli_ ~
Contents
..-. ~ .""..
3 StraightandLevel
~ ~ E - ~ ~ : ~ ~ > -;:-. : > ~ - - ~ -
byBradThomas
4 AlCNews See Page6
byGeneChase
6 DouglasDC-2"Uiver"FliesAgain
9 HomebuiltDavisD-1-S
10 DalworthChapter34LakeWhitneyFly-Out
byEdJordan
12 BuildinganAviator
byTedBusinger
13 APatoraProd
byKellyViets
13 CalendarofEvents
14 AGlimpseatthePast
15 MysteryPlane
byGeorgeHardie
16 Members'Projects
See Page9
See Page 10
FRONT COVER ...Pretty Debbie Bee of Quinton, NJ smiles from
back seatof 1946PiperCub,N92142,SIN16583. Cubwas restored
to mintcondition 18 years ago...ownedby ErnestMcCormick(EAA
34383, NC 170), New Castle,DE. (Photo by Ernest McCormick)
BACKCOVER ...Louise Thaden poses with theTravel Air 0-4000,
NR671H in which she won the 1929 Women's Air Derby from Los
Angelesto Cleveland.Laterthisplanewas lostin astart-upfireby its
last owner,a Mr. Bofferding of Tucson, I\Z. . Mike Rezich tried to buy
the plane in 1935 but couldn't raise the $1500.(Harry C.Beitt photo
via Mike Rezich)
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 AIRPLANE,Wittman Airfield,Oshkosh, WI 54903-2591.
The VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by EAA Antiquel Classic Division,
Inc. ofthe Experimental Aircraft Association,Inc. and is published monthly at Wittman Airfield,Oshkosh,WI 54903-
2591. Second Class Postage paid at Oshkosh, WI 54901 and additional mailing offices. Membership rates for
EAA Antiquel Classic Division, Inc. are $18.00 for current EAA members for 12 month period of which $12.00 is
for the publication ofThe VINTAGE AIRPLANE.Membership is open to all who are interested in aviation.
ADVERTISING- Antiquel Classic Divisiondoesnot guaranteeorendorseanyproductofferedthroughouradvertis-
ing. We inviteconstructivecriticism andwelcome anyreportofinferiormerchandiseobtainedthrough ouradvertising
so that corrective measures can be taken.
Postmaster:Sendaddresschangesto EAAAntiquel ClassicDivision,Inc. ,WittmanAirfield,Oshkosh,WI 54903-2591 .
STRAI GHT AND LEVEL
It seems that only yesterday I wrote my column for the
January 1983 issue of The VINTAGE AIRPLANE, and
here we are again bringing to you the January 1984
column. Time flies! Let's first take a look at 1983.
We began 1983 optimistically as we witnessed the
gradual recovery in both the economy of our nation and
the attitude of the general population. These signs were
an indication of better security and helped those of us in
sport aviation to focus more clearly on the goals we set.
Throughout 1983 the Publication Staff worked hard to
improve the magazine. The annual EAA International
Convention was the most successful event in our history.
Thanks to the devoted volunteers, Antique/Classic partici-
pation helped operations run smoothly and all enjoyed the
week of activities. Our Red Barn headquarters was en-
larged allowing our volunteers and headquarters staff to
work more efficiently to make your visit one that would
long be remembered.
Entering into a new venture, we began a pilot program
of making space available for type clubs to meet, enjoy the
fellowship of their members, and promote their activities,
both during the Convention and throughout the year . The
results exceeded our greatest expectations, and the re-
sponse since Oshkosh '83 has been positive and encourag-
ing.
The EAA Aviation Foundation's auto fuel project ex-
panded rapidly for sport aviation enthusiasts and the re-
sults have already benefitted many of our classic aircraft
owners and pilots.
1983 became a banner year for EAA and its Divisions
when the EAA Aviation Center was dedicated and opened.
The entire membership should be openly proud of being a
part of this tremendous facility. It has already been recog-
nized as theoutstanding aviation facility in the USA, and
the attendance of visitors and participation of other or-
ganizations has far surpassed the initial expectations.
Our Antique/Classic Division is well represented in the
museum and our displays are frequently changing, adding
to the interest of those visiting the facility.
We always like to take a positive approach toward the
goals of our Division and at times it appears we are mak-
ing little progress when suddenly it will go forward in
leaps and bounds. No one person or organization is perfect,
but our Division will always pursue its objectives for both
our membership and all of sport aviation. Our initial
proposal for a Repairman's Certificate for antique and
classic aircraft was denied by the FAA, and the facts have
been covered completely in the 1983 issues of The VIN-
TAGE AIRPLANE. We want to state emphatically that
we are continuing our program to allow a restorer of an
antique or classic aircraft to be allowed to maintain and
license that particular aircraft. As 1984 continues, our
membership will be kept abreast of the progress to date.
Your Division has begun many new innovative
changes to make your 1984 International Convention even
more desirable in which to participate. To begin with, a
study is underway to change the categories of antique
awards this year. It has become evident that about 80-85%
of the antiques were competing for only about 25% of the
available awards. In order to make the awards more
adaptable to the age of those aircraft being registered for
judging, a committee is reorganizing the categories to
spread the awards more evenly among the participating
aircraft; as the results are available, you will be advised
By Brad Thomas
President
Antique/Classic Di vision
of these changes in future issues of The VINTAGE
AIRPLANE.
The success of the initial t ype club participation at our
hospitality area at Oshkosh '83 has encouraged us to con-
sider the parking of aircraft by types at the 1984 conven-
tion. When you realize that during each International
Convention our parking volunteers handle well over 700
aircraft, you can visualize the problems involved. They
route and direct all of the antiques, classics and qualified
aircraft of all types who elect to park in the showplane
parking area. We are considering a plan to park aircraft
in various rows by type. This would be based upon interest,
available manpower and contact with the parking commit-
tee prior to the convention. Further information on this
concept will be printed in a future issue of The VINTAGE
AIRPLANE.
At the 1984 Convention, we anticipate an increase in
the number of type clubs to be represented in our hospital-
ity tent, and in conjunction with the parking of aircraft
by types, we anticipate great success. Details on the type
club participation in the hospitality area will be forthcom-
ing in The VINTAGEAIRPLANE.
Each year at the Convention a new Grand Champion
is crowned in the antique and classic aircraft categories.
Often these champions do not return to the Convention,
for having reached the top in awards, there is no further
step up the ladder. We have often been approached by
members and visitors who missed seeing a Grand Cham-
pion of a particular year and wish they were at the Con-
vention to be displayed. Beginning with the 1984 Conven-
tion, we will designate a specific area to display and honor
past Grand Champions in both the antique and classic
categories for all to see and admire. Some of these past
award winners are now in museums and/or locations from
which it would not be practical to return to the Conven-
tion, but many will be available and we sincerely hope
they can return.
Over the past years we have enjoyed fellowship in the
shade of the Red Barn by relaxing on the logs on the north
side of the building. Many hours of yarn swapping, hangar
flying and good 01' conversations have been generated
around these logs. During the 1984 Convention, you will
see the results of a "face-lifting" to your Red Barn Head-
quarters. We are going to build a covered porch on the
north side of the Barn, complete with swings and rocking
chairs for our story-tellers and those members needing a
resting place for a few minutes of relaxation during the
Convention. We might add that any members wishing to
make a contribution toward the cost of this project should
send it to our Treasurer, Buck Hilbert at P.O. Box 145,
Union, IL 60180 .
VINTAGE AIRPLANE 3

--
-----
WELCOME ABOARD
We cordially welcome those who have stepped into new
roles in the management of the Antique/Classic Division.
At the November 4 meeting of the Antique/Classic Board
of Directors of the EAA Aviation Center in Oshkosh, Wis-
consin, the following were appointed to new positions: Bob
Lickteig replaces Jack Winthrop who resigned as Vice
President and Ron Fritz replaces Kelly Viets who resigned
as Secretary. Former Advisors Bob Herman and Gene
Morris were named Directors, replacing Robert Kesel who
resigned, and Ron Fritz. Ray Olcott and Gar Williams are
newly-appointed Advisors.
To Kelly Viets, Jack Winthrop and Robert Kesel we
owe a debt of gratitude for a job well done. Thank you,
gentlemen.
RED BARN PORCH AT OSHKOSH
A new porch on the Antique/Classic Red Barn will
become a reality this spring. Al Kelch, chairman of the
project and Bob Lumley, co-chairman have designed the
structure. Not shown in the accompanying sketch by artist
Pat Packard, is a door between the barn and the porch.
Two porch swings will be installed as well as bench seats
around the interior and exterior of the porch.
The ever-popular "big logs" that members like to sit on
will be moved from the north side of the Red Barn to the
east side of the new annex where it will continue to serve
the same purpose. ~
~
NEW ORLEANS LAKEFRONT
AIRPORT 50TH ANNIVERSARY
Lakefront Airport is celebrating its Fiftieth Anniver-
sary on February 10-11, 1984, EAA Chapter 261 has been
asked to plan a static airplane display that would portray
fifty years of aviation history. Ramp space will be avail-
able to display about 25-30 aircraft.
Jim Riviere (EAA 99850, A/C 2301), President ofEAA
Chapter 261 and Co-chairman of the Fiftieth Anniversary
Committee says it will be a fine celebration with a chance
to re-live some aviation history. Plans include a large
dance in the Terminal Building lobby on February 10
with music and dress from the early thirties.
Jim hopes that fellow Antique/Classic Division mem-
bers can fly in and participate. For further information,
contact Jim at 604 Chambertin Drive, Kenner, LA 70065.
Phone 504/467-1505.
METRIC HARDWARE
From the November 1983 issue of the "Bucker
Jungmann Newsletter" edited by Chris Arvanites (EAA
17431), Bolingbroke, IL, we note that metric nuts and
bolts, etc. are available from International Metric Special-
ists, Inc., 11135 Van Owen Ave., North Hollywood, CA
91605, phone 213/761-0300. No catalog is available, but
apparently this company is able to supply many needs.
- -" . : . . : . ~ ~ ~
..-2-==--c---
4 JANUARY 1984
PORTABLE T-HANGAR
Portable Hangars, Inc. , Houston, Texas has introduced
a new portable T-Hangar for single and light twin engine
aircraft. The Uniport 1 is a peaked roof design which has
its own foundation and can be anchored to any level sur-
face. The high pitch roof reduces accumulation of ice, snow
or water, making it suitable for applications in heavy
snow areas.
Company president Chuck Stockdale says the company
plans to open a new segment of the aircraft hangar market
by using mass production and conventional drop shipping
methods to reduce unit cost below that of any comparable
hangar on the market. Conceivably this would bring it
within financial reach of more aircraft owners and help
fill the need for affordable hangars.
According to Stockdale, more airports are allowing
individuals to erect their own portable hangars because
the need for hangars can be met without cash or credit
expenditures on the part of the airport authority. The
airport continues to receive lease and service sales income
from aircraft owners.
For more information contact Portable Hangars, Inc. ,
10502 Telephone Rd., Box 265, Houston, TX 77075.
PRESERVE THAT ANTIQUE PANEL
Now that the FAA has announced their timetable for
mandatory use of 720 channel radios for pilots going into
any fields above the unicorn level, it's time to consider
some of the options that'll make everything legal-like.
Naturally, a lot of folks would like to preserve that
antique or classic panel appearance. Cutting a rectangular
hole, no matter how small, for a digital LCD radio just
doesn't fit the period. But then coffee grinders don't fit the
new regs.
Well, Communications Specialists has come up with
one way of letting you have your antique cake and eat it
too. Their hand-held TR 720 is a small, lightweight, port-
able 720 channel transceiver that will fit in your shirt
pocket. If you fly open cockpit, it's adaptable to headsets,
though you may have to experiment a little with mikes.
In any case, the radio has enough power to work well
up to 15 miles out with the whip antenna that comes with
it. If you can provide for an external antenna hookup, the
radio will perform almost as powerfully as any stock panel
mount number.
Technically speaking, the TR 720 is a solid state, fully
synthesized, portable airband transceiver that covers all
existing NAV-COMM frequencies. Weighing only 19
ounces, it features a twist-off rechargeable ni-cad battery
back, one watt of transmission power, three-frequency
memory, a free three-year unconditional warranty (best
in the industry) and a special FM type noise squelch cir-
cuitry for superior action.
Listed at $795, the TR 720 comes with a flexible an-
tenna, battery pack, simulated leather case, recharging
unit, cigarette lighter charger, earphone and an operating
manual.
Members of EAA and its divisions have the opportu-
nity of being able to purchase a TR 720 for $695, a savings
of$100 through the International Aerobatic Club. Ifyou're
interested, write for a free TR 720 brochure or send your
check to lAC-Radio, Box 2591, Oshkosh, WI 54903.
THE WELCH AIRPLANE STORY
The story of Orin Welch and his airplanes has been
written by his sister, Drina Welch Abel and published by
the Sunshine House, P.O. Box 2065, Terre Haute, IN
47802. Welch designed 15 models of aircraft including the
OW-6 and OW-7 monoplanes which were sometimes con-
fused with Aeronca C-3s. During WWII Welch flew with
the Ferry Command and in 1943 he mysteriously disap-
peared on a secret mission while flying the Hump. The
book is available from the publisher at $19.95 hardback
or $13.95 softback, plus $2.25 postage and handling.
VINTAGE AIRPLANE 5
0 "
L DUTCH
The original Uiver over Rotterdam. KLM operated a total of 18 DC-2s between 1934 and 1946, each bearing the Dutch of Indonesian
name for a bird. "Uiver" is translated "Stork".
THE DOUGLAS UIVE AGAIN
Editor's Note: This story with the photos is reprinted
here by permission ofthe Public Relations Bureau ofKLM
Royal Dutch Airliners, Amsterdam, The Netherlands. It
appeared originally in the September 17, 1983 issue of
KLM Wolkenridder, the fortnightly company newspaper
of Royal Dutch Airlines - international edition.
This DC-2, NC39165, SIN 1404, on loan to KLM, is
owned by Colgate W. Darden III (EAA 14846, AlC 7674),
Cayce, South Carolina. It previously was on display in the
Wings and Wheels Museum in Orlando, Florida.
The story was brought to our attention by Antiquel
Classic Division Vice President Bob Lickteig (EAA 71468,
AIC 2433), Albert Lea, Minnesota. Through Bob's efforts
and those of his friends in KLM, the story is presented
here.
The DC-2 "Uiver" (Stork), the KLM airplane which
took part in the legendary London-Melbourne Race of
1934 and, with captain Parmentier, won first prize in the
handicap section, is going to fly again!
A group of enthusiastic Dutchmen have definitely de-
cided, after two years of intensive preparations, that the
race will be reflown now almost 50 years later. Holland
will once again be able to experience this flight along
almost the same route prescribed then by the Australian
chocolate manufacturer and organizer of the race,
McPherson Robertson.
Many older Dutch people still know exactly how the
Uiver, the DC-2 with a four-man crew of captain Parmen-
tier, first officer Moll, radio operator Van Brugge and
flight engineer Prins, and three passengers on board,
started off the race together with 19 other airplanes at
6 JANUARY 1984
Mildenhall near London.
Participation in the race was the initiative of KLM's
President at that time, Albert Plesman, who wanted to
prove that it was possible to transport passengers and
mail safely and on time by air over a distance of more than
20,000 kilometers. In 1934 there was still no single airline
which had developed a regular scheduled flight over that
distance.
The race, which started on October 20, 1934, kept not
only Holland, but the entire world in a state of excitement.
Tense moments were experienced with the morning paper
and radio reports which told of the adventures of the
Dutch participants. The courageous crew which, in spite
of a storm-forced landing on a horse race track in Albury
(Australia), saw a chance to finish second in the speed race
and first in the handicap class.
The crew of the KLM aircraft then took three days, 18
hours and 13 minutes. The winners Scott and Black from
England took two days and 23 hours with their Comet,
which was designed especially for speed.
NOS TV Series
An enthusiastic team from the NOS Netherlands
Broadcasting Corporation under Rob Swanenburg, has
traced the best, still airworthy DC-2 in the world. This
DC-2, owned by Colgate W. Darden, is in very good state
and has in the meantime been painted in the old KLM
colours with the contest number 44 on its tail. On Sep-
tember 3, the DC-2 arrived at Schiphol East by canal and,
just as in 1934, was transported by means of a block and
tackle and a deep-loader to KLM's technical area.
If all preparations progress according to plans, the
Uiver will have re-departed in mid-December 1983 with
a NOS television team on board to film the entire flight
and the location along the way. The film will be shown
serially on television in October 1984, the month in which
the Melbourne Race took place 50 years ago. The TV
series will also deal with the development in civil aviation
in the past fifty years.
Uiver Memorial Foundat ion
In order to pay the high costs of the entire Uiver project
(total costs, including the film production, are about 2.5
million guilders) , the Uiver Memorial Foundation was set
up. The foundation is managed by representatives of Fok-
ker, KLM, EVD (Netherlands Foreign Trade Agency) and
the daily newspaper Telegraaf.
These are also main sponsors of the Uiver project.
Other large sponsors include Shell, Schiphol Amsterdam
Airport, Bendix and Philips. The public relations is being
handled by the international Hill & Knowlton Agency in
Amsterdam.
In 1981 Rob Swanenburg of the television department
of the NOS, the Netherlands Broadcasting Corporation
conceived the idea to make a documentary of the flight of
the Uiver. This documentary was to be shown in 1984, the
50th anniversary of the London-Melbourne Race, in which
this KLM DC-2 became first in the handicap and second
in the speed section. Slowly it occurred to him that it
would be nice to have the flight repeated, not with a
modern aircraft, but with a DC-2.
The new Uiver crew, (L-R): Ton
Deegenaars (engineer), Jan Plesman
(captain), Boone Pij pstra (engineer), Fred
Schouten (fi rst officer).
One year later, in December 1982, an article appeared
in the Wolkenridder that the plan had taken shape and
that it seemed likely that the flight would take place. A
KLM crew had been appointed and even an original DC-2
had been found. A tremendous amount of work was going
on behind the scenes.
Soon it became apparent that the execution of the
plans could no longer be an affair of NOS and KLM only.
And so the Uiver Memorial Foundation was established
in May of last year. In the committee of the foundation
are representatives of the Royal Dutch Aviation Associa-
tion (KNVvL), Fokker, the Netherland Foreign Trade
Agency (EVD), the morning paper Telegraaf and KLM.
Fred Zandvliet was appointed chairman. Fred is a retired
KLMer with a fabulous knowledge of the history of KLM
and also chairman of the KNVvL. Head of KLM's Public
Relations Bureau, Ron Wunderink sits on the Foundation
committee for KLM.
The aim of the foundation was to try to raise enough
funds to make the commemoration flight possible. The
first contacts with the business world and the authorities
were such that the decision could be taken in June. The
commemoration flight is on!
Although the following summary is far from complete,
it mentions some of the contributions of the business
world.
Fokker is considering to have the entire flight of the
DC-2 accompanied by a Fokker Fellowship which has to
be delivered to Australia anyway. This F-28 would carry
extra equipment, spare parts and baggage.
VINTAGE AIRPLANE 7
The "new" DC-2 Uiver being overhauled in the technical
facilities of KLM at Schipol Airport in October 1983.
Shell is going to shoulderthe fuel costs for theentire
flight .
ThemorningpaperTelegraafhasboughttherightsfor
theexclusive publicationofthereporton theflight.
AlsoPhilips,SchipholAirportAuthorities,Bendixand
the Netherlands Foreign Trade Agency have shown in-
terest. The arrival of the Uiver in Singapore coincides
witha Hollandweek, organizedby theEVSand...with
theSingaporeAirshow.
And whatdoes KLM do, manyKLMersmayask. Yes,
KLMtooisoneofthesponsors.Wealreadymentionedthat
threeofthefourcrewmembershavebeenmadeavailable
by the Flight Operations Division and Schiphol Station
(the fourth is a retired volunteer). The aircraft will be
completely overhauled by the Engineering and Mainte-
nanceDivisionatSchipholEastand- notanunimportant
faceteither- KLM'sgroundorganizationisatthedisposal
oftheFoundation.
The Handling Contracts department of the Ground
Handling Department has already beenbusy for months
to organizetheintermediatelandingsandeverythingthat
goes with it. The KLMers enroute will contribute their
shareto provide a smooth handlingattheirstation.
Assistance will also be given by the KLMers of the
Controllers Department Commercial Affairs and Field
OrganizationoftheAccountingDivision,oftheInsurance
department ofthe Finance Bureau, the Public Relations
Bureau and the Movement Control department of the
Logistics Division. ThissummaryshowsthatKLM plays
animportantpartintherealizationoftheflight, butstill
itisoneofthemanysponsors.Soweemphasizeagainthat
the commemoration flight is made under the auspices of
the Uiver Memorial Foundation and notKLM.
8 JANUARY 1984
The whole trip should result in a TV documentary in
threepartsoffifty minuteseach, which will be shown in
Holland in October 1984 and for which other countries
have shown interest too. KLM will then be 65 years old
and the actual flight took place 50 years ago. A better
occasion could hardlybe found.
The Flight Schedule
1983
December17 Schiphol- Duxford(GreatBritain)
December20 Duxford- Rome(Italy)
December22 Rome- Athens(Greece)
December29 Athens- Adana (Turkey)
Adana- Aleppo (Syria)
December30 Aleppo - Baghdad(Iraq)
1984
January1 Baghdad- AbuDhabi(Un.ArabEmirates)
January3 AbuDhabi- Karachi(Pakistan)
January6 Karachi- Jodhpur(India)
January7 Jodhpur- Allahabad(India)
January9 Allahabad- Calcutta(India)
Calcutta- Rangoon(Burma)
January10 Rangoon- AlorStar(Malaysia)
January11 AlorStar- KualaLumpur(Malaysia)
January14 KualaLumpur- Singapore
January23 Singapore- Jakarta(Indonesia)
January26 Jakarta- Selaparang(Indonesia)
January27 Selaparange- Kupang- Darwin(Australia)
January29 Darwin- Cloncurry(Australia)
January29 Cloncurry- Charleville(Australia)
January30 Charleville- Albury(Australia)
February3 Albury- Melbourne(Australia)
This schedule shows that the flight will take much
longer thantheoriginalUiverflightwhichtook90 hours
and17 minutes. Butthen,itis nottheintentiontomatch
therecordflight. Weemphasizethefactthatitisa tenta-
tive flight schedule with prolonged intermediate stops.
Thereareseveralreasonsfor this.Oneofthemisthatnot
all thepermissionshavebeenreceivedfrom thecountries
where a landinghasto be madeorover which the flight
is scheduled to fly.
Anotherreason is thatinthose fifty yearssince1934,
aviationhasincreased"somewhat"andiscompletelydif-
ferent now. In 1934 captain Parmentierstill could say: I
fly adirectroutefromAtoB. Butin1984thisisnolonger
possible andtheyhave to use aircorridors.
Again another reason is that prolonged technical de-
lays are always possible. Aircrafttechnicians these days
arenotusedto repairinga Douglas from 1934.
And finally the NOS film team has to have time to
shootscenesfor thedocumentary.Althoughshotswillbe
taken at each airport, there are some airports for which
one oreven two whole dayshavebeenearmarked.
Allthesefactstogetherrequirearatherleisurelyflight
schedule.
It is also not possible to copy the 1934 route exactly.
Some airportsno longerexist, othersareunavailablebe-
cause ofpolitical reasons. Buttherouteingeneral is the
same.
To beginwith, theflightwillcommencefrom Duxford
airportnearLondoninsteadof theoldMildenhall.Duxford
hasanairportwhichhasbeenmadeintoanairmuseum.
Forthestartofthecommemorationflightitwillbemade
operational again.
Two other airfields ofthe 1934 route cannot be used
either. Jask in Irancannotbe used atpresentandRam-
bangairportinIndonesianolongerexists.AbuDhabiand
Selaparangwill be used instead.
Another thing that will be hardly possible, or not at
all - accommodating crew and passengers in the same
hotels as in 1934 . . .
OMEBUILT DAVIS 0-1-_____-----,
Editor's Note: We first learned ofFrank Luft's homebuilt
Davis project from a note by newsletter editor Ivan Dun-
ton 's EAA Chapter 725 Newsletter from Grants Pass,
Oregon. Shortly thereafter, Frank sent some photos and
additional information about the plane to Jack Cox,
Editor-in-Chief of SPORT AVIATION.
Frank calls his Davis a model D-1-S . .. not to be
confused with the original aircraft built in the early 1930s
and called D-1-K (Kinner powered), D-1-W (Warner pow-
ered), etc. According to Frank, the "S" stands for Sport,
Small, Special, Spiffy, etc.
The scale at 90% has been held fairly close to that of
the original with the exception of the wingspan and chord
where he made adjustments in order to have the same
wing and power loadings as the original as equipped with
an 85 hp LeBlond. The 78" diameter propeller was made
by Ole Fahlin and only he knows the pitch.
The following letter was sent to Antique/Classic Divi-
sion member Ken Williams of Portage, Wisconsin, who
reproduced it in his informative publication, "The .Li.tt1e
Round Engine Flyer." It is reprinted here by permISSIOn.
Frank Luft is EAA member 11657 and lives at 16355
Shiloh Road, Central Point, OR 97502 . .. G.R.C.
Dear Ken et aI,
Would you believe that I finally got my pseudo-Davis
D-l flying!
Suffice it to say that I am tickled to death with the
airplane and its general flying characteristics . . . it's all
that I hoped it would be in every way and everything came
out right on the button.
It weighs in at 740 Ibs. empty which gives it a gross
with two people and 17 gals. of auto gas of 1191. For those
who have no idea what I'm talking about, it is an approx-
imately 90% scale Davis D-1 parasol, and it is powered
with a LeBlond 4D-60, which may just be of interest to
some.
I won't dwell too much on the airplane other than to
say I had planned to fly it for a while after the first flight
until I got some feel for what it might do and how well it
handled and answered to the flight controls.
One thing I must say at this point is the only thing
that hasn't worked is the airspeed system. There's a leak
in the pitot line someplace.
So consider that I'm flying this airplane that has been
flown before by no one and I'm flying it by feel! Still , after
just ten minutes I was so at home and felt so confident
that I brought it in on a deliberately high and "slipped-in"
approach to a very passable three-point I v:ent
on to fly it three times that day and I shot eight landmgs
that were so smooth all you could hear was the "chirp" of
the tires on the sod which, by the way, is not that smooth.
It has to be the easiest and nicest little airplane to fly that
I've ever sat in, bar none! It's a real ball to fly.
The real revelation was, in addition to how well the
airplane came out, how that little radial engine drags the
airplane around. That little mill has nothing but heart.
is a realy gutsy powerhouse and it almost seems that it
thinks it's an R-2BOO!
I would say it gets me off the ground, up and out about
25% better than the Cessna 140 with an 0-200 that I also
fly. The rate of climb is about BOO fpm, nose high, and
that's a sustained rate at an altitude of about 2500 feet ,
not a pull-up or zoom.
Guys on the ground who have asked me what the
horsepower of the engine is are amazed when I te.ll them
it's only 65. They can't believe it! It has a very sohd, slow
turning sound that is quite distinctive and is
With the C-B5 carburetor that I have adapted to it, it takes
the throttle well and accelerates right up as if it doesn't
know there is no accelerator pump!
The engine also runs quite cleanly. There is some oil
that seeps out of the unsealed cam follower guides as you
would expect, but not bad.
As I've mentioned before I've installed felt wicks in all
the rocker covers so there is continuous lubrication of the
valves and guides. Those felts also serve to block dirt from
entering the covers and were also intended to keep oil
from flying back onto the airplane, which they don't do.
This winter I intend to solder brass shim stock over the
rear set of holes in the covers which should take care of
that problem. They're not needed for cooling anyway. Th.at
should cut the oil spattering way down. The auto diS-
tributor cap rubber boots are staying on the pushrod ends
and seem to hold grease in there also.
So far it seems that I could fly it anywhere. More
darned fun! Should be more of them around!
Regards,
Frank Luft
Two favorite classics - Luscombe 8E and a Swift grace the flight
line.
DALWORTH CHAPTER 34
LAKE WHITNEY FLY-OUT
Eddie Eiland, Red Oak, TX owns this beautiful Sonerai II.
10 JANUARY 1984
Story and Photos by Ed Jordan
(EAA 5824, Ale 40)
3809 Del Rio Drive
Fort Worth, TX 76133
What makes EAA so popular? Probably the most im-
portant thing is the "Dream"! You know, build your own
airplane! Who wouldn't like to do that? Yet, EAA is actu-
ally made up of more people who hope someday to build
their own (when the time is "right") than those who actu-
ally accomplish the "Dream". All are welcome in EAA, of
course, and that is probably why we now have special
divisions including our own very popular Antique/Classic
Division.
A great deal of good has come out of the EAA move-
ment and any active member can recite a list of items as
long as your arm at the drop of a blue and white EAA cap!
EAA Chapter 34 (the Dalworth Chapter) has been
around for a long time and has remained active through-
Pilot Tom Hamblet and bombardier Glen
Swain come closest to the target in the
bomb drop contest. Note paper sack
"bomb" under aft fuselage.
out its history. One reason for this is that members do
things together thereby creating many lasting
friendships. One of these is to have a fly-out within an
hour or so of home base, meeting someplace for lunch,
maybe a few contests, and then return home.
Lake Whitney State Park Airport, located about 50
miles south of Fort Worth, Texas has been one of the more
popular places for fly-outs as it features two paved run-
ways, camping facilities, an indoor pavilion for cooking
and dining and access to the lake for swimming and boat-
ing. One would think with features like this the place
would be overrun with aeronautical types but apparently
not so. The longer of the two runways is in a state of
disrepair and the State of Texas has been threatening to
eliminate the landing facility altogether because of the
expense of maintaining it. Nevertheless, Chapter 34 still
uses the airport as often as practical.
On Sunday, October 16,1983, over twenty aircraft and
numerous autos, etc. arrived at Lake Whitney State Park
Max Stocking' s gorgeous Cessna Air-
master and T. J. Hensley's Luscombe SA.
Tom Walker won the spot landing contest in his '46 Aeronca
Chief.
VINTAGE AIRPLANE 11
EAA Chapter 34 members gather around Tom Hamblet's CUb.
Chuck Jordan's Breezy, Tom Hamblet's Cub and Tom Luther's
Cessna 172.
around noon. Nearly everyone brought covered dishes and
there was enough food to feed everyone two or three times
over.
After lunch, the short field take-off, bomb drop and
spot landing contest was organized and run. A point sys-
tem was used for each of the three events and the overall
winner won based on his total number of points.
First place went to Tom Walker flying his postwar
Aeronca Chief. Second place went to Dave Wandole in a
modern four-place Cessna, and third went to Tom Hamblet
in his J-3 Cub. Fourth place went to T. J. Hensley in a '46
Luscombe SA.
Dave Wandole is a new member of Chapter 34. This
was the first contest of the type he had ever entered, and
winning second place made it quite an accomplishment for
him. Contest Director Howard Webb told Dave these con-
tests mean a lot more than just having fun. The skills you
must use, he said, could someday save your life! is
one of those often overlooked benefits of being an actIve
part of EAA and belonging to an active chapter.
Interestingly, of the aircraft in attendance, three were
homebuilts, three were antiques, eleven were classics, and
the rest were various modern types including one twin
that this writer could not identify.
This outing is typical of the activities that make EAA
Chapter 34 a successful organization .
12 JANUARY 1984
ByTedBusinger
(EAA 93833, Ale 2333)
Rt. 2, Box280
WillowSprings, MO65793
I'm going to build an aviator. It won't be easy since
this is the first time I've tried to build one.
I don't know of any books that explain the ins and outs
of building aviators so I won't go to the library for help.
Instead I'll rely on the advice a builder gave me. He said
the best way to insure success of a project is draw a plan
which is easy to follow, build the foundation out of good
material and make sure you enjoy what you're doing.
I've drawn my plan and it's easy to follow. I'm going
to take a little boy to a place where he see and
and smell an airplane ... and maybe, Just maybe, whIle
he's catching the feel of it all, flying will catch him too.
I'm going to build the foundation for my aviator from
a boy who has the basic knowledge of right and wrong. A
boy who gets excited about the thought of going flying,
minds his manners and is a little shy, but doesn't hesitate
to ask why a plane can fly and why the sky is blue.
Brian fits the description pretty well.
Hopefully, there are many things I can teach Brian. I
can tell him about the different designs he'll see. The
skills he'll need and why, and what to do to reach that
end. I can try to answer his questions about the wind and
sky and what's up there so high ... that and all the rest
that goes with it may hook him a little more.
Before we actually set foot in a plane, or go near the
field, I'll take Brian to a store and let him help me pick
ou a helmet with goggles and scarf and whatever else he
thinks we might need. Nothing whets a kid's appetite to
fly more than getting ready for what's in store. I know!
He'll have questions about what everything is for, what
they're made of and why. That's fine with me; that's part
of the plan.
He'll mash a finger and stub his toe, even after he's
been told. He'll learn to take care though; that too is part
of the plan.
We'll go out for an hour or so, to see the wind blow,
and how the birds use that moving air. After he gets the
idea of it I'm going to let him play with the little wood
glider we bought. He probably won't be able to make it
behave but he won't quit 'til I insist. It's all in the plan.
I'll build his excitement to the point that he'll not sleep
the night before our first flight, only to doze right off when
we start out for the 'port.
I must admit this isn't entirely for Brian's benefit.
There are selfish reasons that are mine alone. I figure he
will teach me a little patience; little boys have a way of
doing that. Through his excitement, he'll remind me that
it's the enjoyment of the day, not this specific machine and
all its gadgetry that makes flying up here so fine.
Maybe he'll help me to laugh at myself a bit more than
I'm used to and in the process teach me a little humility,
and perhaps while all this is taking place, we'll see a few
clouds face-to-face and flying will create some memories
for a new aviator and rekindle some for an older one. After
it's all said and done, that's the plan for my Grandson .
Kellyand Edna "onduty"atOshkosh '83.
ByKelly Viets
(EAA 16364, AlC10)
R. 2, Box128
Lyndon, KS66451
The EAA Antique/Classic Division is now prepared for
one of the most exciting and rewarding growth periods of
sport aviation. Itis my sincere hope that each of us realize
this and will do his or her part to see this growth come
about.
Let us examine why I say this. First the group had to
establish its credibility and prove itself to be an ongoing,
viable organization. This has been accomplished and we
owe a great debt to the founding fathers, namely Dave
Jameson, who laid the foundation the first year; E. E.
"Buck" Hilbert with his continual support, not only when
he was president, but the many, many things he does and
gives that we only find out by accident; J . R. Nielander,
who as president gave it his all.
Let us not forget the stable and ongoing hard work our
current president has given us for he is doing a fine job.
Ittakes a lot of dedication to do all the things Brad Thomas
has done for this organization. Then there are the Dick
Wagner's, the Morton Lester's, the Claude Gray's, the Al
Kelch's, the Art Morgan's, the Jack Winthrop's, the
George York's, and on and on . .. people whose names
would fill the pages of this publication, each of whom has
done his share and much more to make this organization
come along as far as it has in these last ten plus years.
Secondly, now is the time when we must notrest on
our laurels, but look forward, set new goals and do all we
can to make the world of sport aviation more fun and
rewarding. Just to name a few of the opportunities, thanks
to Harry Zeisloft and his crew at EAA Headquarters, we
now have the opportunity to use automobile fuel in some
of our aircraft. Okay, let's use the opportunity this pre-
sents to all the people, who now can take advantage of
this. Italso is an opportunity to make the type clubs feel
more welcome.
Speaking of type clubs, some of you may remember
that we have had some experience along that line. I would
like to try to put a little different light on this subject. In
the past we emphasized the problems they can cause,
namely, parking their aircraft together at Oshkosh, the
few who always demanded the front line, etc. What we did
not do was use the opportunity they presented to acquire
new members. New members and an overall larger mem-
bership is what we must have or we will go the other way.
Ithas been said, "Oh, we don't want all the problems of
growth and larger numbers of aircraft." Friends, those are
not PROBLEMS, they are OPPORTUNITIES.
Many businesses and other groups are experiencing
the great truth . .. you either grow or you die. Don't let
this happen to the Antique/Classic Division. Let us put
our fertile minds and talented hands together, solve the
parking problems, solve the people problems, and give
new members the opportunity to get in there and do their
bit to help. We will all be surprised, as I have been, since
the beginning of this organization, at what we can ac-
complish.
In closing, I would like to thank all of you for the many
opportunities and wonderful memories this organization
has given me. Although I have resigned as your Secretary,
to give the youngsters a chance to show how it really
should be done, my wife, Edna and I will be waiting around
to see if there is anything else we can do to help .. . to
give a pat or a prod, whichever it takes. Now let's see what
really can be accomplished.
Editor's Note:Kelly Viets servedon theAntique/Classic
Division BoardofDirectorssinceitsinception, untilJan-
uary 1979 at which time he was elected Secretary, and
served in that capacity until he resigned in November
1983. He also served on the EAA Aviation Foundation
Board ofDirectors for manyyears. Kellyand Edna are
longtimeactivemembersof EAA Chapter200inKansas
City. Theyown twoclassicaircraft, an ErcoupeandStin-
son 108, andcurrentlylivein theretirementhome they
designedandbuiltthemselves,onPomonaLake,alighted
2,300-footlandingstrip22 milessouthofTopeka, Kansas.
KellyandEdna, along with otherChapter200members
couldalwaysbefoundattheOshkoshConventions,atthe
Mini Museum tent where Kelly was chairman ofthat
committeefor severalyears.
CALENDAR OF EVENTS
We would liketo listyouraviation event in ourcalendar. Please send
informationtotheEditor, The VINTAGE AIRPLANE, P.O. Box2591,Osh-
kosh, WI 54903. Information must be received at least two months In
advanceoftheI ..ueInwhichItwillappear.
FEBRUARY 1()"11 - NEWORLEANS, LOUISIANA - Fiftieth Anniversary
of Lakefront Airport cosponsored by EAAChapter261.Staticdisplayto
portrayfiftyyearsof aviationhistory.FormoreinformationcontactJames
A. Riviere,Jr. ,604 Chambertin Drive, Kenner,LA 70065,504/467-1505.
MARCH11-17- LAKELAND,FLORIDA- Sun'nFunFlyln.Joinusforthe
10th Anniversary of EAA's Spring Celebration of Flight. Contact Flyln
Officeat813/644-2431 or813/6656374, 813/644-9319, 813/6657955.
MAY 25-27 - ATCHISON, KANSAS - 18th Annual Fly-In sponsored by
Greater Kansas City Area Chapter of Antique Airplane Association at
AmeliaEarhartAirportinAtchison.Pot-luckdinnerFriday,Awardsbanquet
Saturday.Accommodations availableat Benedictine College, motelsand
camping. 80 and 100octane fuel available.ForinformationcontactLynn
Wendl ,Fly-InChairman,8902Pflumm,Lenexa,KS66215,913/888-7544
or John Krekovich, PreSident, 7801 Lowell , Overland Park, KS 66214,
913/648-1279.
JUNE 15-17- OSHKOSH,WISCONSIN- 3rd Annual EAA UltralightCon
vention.Contact EAAHeadquartersforinformation,P.O. Box2591,Osh-
kosh,WI 54903, 414/4264800.
JUNE 28 - JULY 1 - HAMILTON, OHIO - 25th Annual National Waco
Reunion Fly ln.ContactNationalWacoClub, 700HillAve., Hamilton,OH
45015,513/868-0084.
JULY 28 AUGUST 4 - OSHKOSH, WISCONSIN - 32nd Annual Fly-In
Convention. Start making your plans nowtoattend the World's Greatest
AviationEvent.ContactEAA,WittmanAirfield,Oshkosh,WI549032591 .
VINTAGE AIRPLANE 13
Foreword byPaulH. Poberezny
President
ExperimentalAircraftAssociation
To seek new ways . . . to improve and make things
better ... it seems, is a goal, a challenge, and might be
nothing more than just a simple statement by a well-
meaning person. There is a bright horizon out there, and
a great future. But ... isn't this a comment or statement
that has been issued a thousand time before?
In order to know and to learn one must read of our
past. I can well remember in high school how unimportant
and how boring history classes were to me; however, my
ancient history teacher, Mr. Homer Tangney, was my idol.
He was a man of about five foot seven, a bit portly, and
always seemed to wear the same gray suit and vest. He
was my idol then, along with Charles Lindbergh. Mr.
Tangney also headed the West Milwaukee High School
Model Airplane Club and flew a full-size Waco Primary
Glider. He was a teacher who flew, who recognized my
love and interest in aviation, and in 1936 gave me the
damaged glider and $67.00 to buy materials to repair it.
History, along with my love for people and aviation, had
a great influence on my life.
Our Magazine, The VINTAGE AIRPLANE, is dedi-
cated to the past accomplishments of all aviation pioneers
and the planes they designed, built or flew. It is unfortu-
nate that many of us today do not have the privilege of
reading those wonderful publications of the '20s and '30s:
Air Travel, Aeronautics, Popular Aviation (now Flying
Magazine) and AeroDigestto name just a few.
The wisdom and words of those folks in aviation some
fifty years ago, indicate they were ahead of their time re-
garding aviation philosophy and needs. The words of the
past are just as appropriate today. And toward that end we
intend to include in your magazine each month, a bit
of history and education, to show that things haven't
changed very much. Maybe the wisdom of old will add to
our future.
Will Fight Big Air Fund
Reprinted from Aviation, November 16, 1925, page
727.
Notice that the national headquarters of the Reserve
Officers' Association, "speaking for nearly 100,000 reserve
officers," proposed to fight in the next Congress any pro-
posal from the Budget Bureau to increase appropriations
for the Army Air Service at the expense of other branches
of the Army, was given today by John Ross Delafield, a
reserve Brigadier General and President of the associa-
tion.
"It is believed that the budget officials plan an appro-
priation for the Air Service exceeding any previous
peacetime figure," General Delafield said. "As the total
amount ofthe War Department appropriation has already
been fixed, it is apparent that if such a move is carried
through, the result can be nothing but disastrous. The size
of our already pitifully small Army will be reduced."
Bans Sunday Air Meets
Reprinted from Aviation, November 16, 1925, page
727.
Following protests received from various civic organi-
zations and from individuals, the War Department issued
an order on November 4 prohibiting the holding of any
military aviation meeting or aerial demonstration on Sun-
14 JANUARY 1984
days for the purpose of raising funds.
The order has been communicated to the chiefs of all
branches and bureaus of the War Department and is to
become effective immediately.
Exceptions to the ruling are made in the case of indi-
vidual flying, either on cross-country flights, at airdromes,
or to complete missions begun on weekdays. It is further
stated that the ruling shall not be construed to interfere
with recreational activities and sports held at military
posts on Sundays at the discretion of the commanding
officers.
In making this announcement the following policy was
set forth:
1. That an air meet (otherwise known as an Air circus)
is defined as follows: A concentration of aircraft participat-
ing in an advertised aerial demonstration, held for the
purpose of raising funds, or held for the purpose ofprovid-
ing an additional attraction to some other enterprise
which is conducted for the basic purpose of advertising or
raising money.
2. That the participation of the aircraft of the Regular
Army or Organized Reserves in Air meets, or air circuses,
as defined above, is restricted to days other than Sundays.
3. That nothing in this policy shall affect individual
flying, either on cross-country flights, at airdromes, or to
complete missions begun on a weekday.
4. That nothing in this policy shall prevent personnel
of the Regular Army or Organized Reserve Air Service
from assembling on Sundays, and conducting such flying
or maneuvers as their commanding officers may au-
thorize, provided such flying does not fall within the spirit
or meaning of an air meet, as defined above.
5. That nothing in this policy shall be construed to
interfere with recreational activities and sports, held at
military posts on Sundays, within the discretion of the
commanding officers thereof.
A Color Scheme For Commercial Aircraft
Reprinted from Aviation, November 16, 1925, page
469.
With the ever-increasing use of the airplane as a com-
mercial carrier and with special reference to air mail
operations, it would seem likely that the question of a
color scheme to be adopted by the operators of fleets of
aircraft, will become important. Just as at the present
time we find bus service operators, taxi service operators
and, in some cases, even railroads, adopting a definite
color scheme as standard for all their fleet of carriers, so
eventually, it seems probably that airplane operating con-
cerns will do likewise.
The question, therefore, seems worthy of comment
since there may be some useful purpose to be served other
than the mere standardization of equipment, in the adop-
tion of a definite color scheme.
The advertising value of such a system is now fully
recognized and can find precedent in the large majority of
commercial air transportation organizations now in every
day use, where the particular color scheme adopted ren-
ders each individual carrier belonging to the company,
a self-advertisement by reason of its outstanding color.
The question of a color scheme brings even further
suggestions to mind. With the possibility, no matter
how remote, of an airplane flying over a recognized route,
losing its way due to fog and perhaps, being compelled to
land, it seems likely that, should such a plane become lost,
the color of its wings and fuselage may play an important
part in its being rapidly located from the air by other ThedetailsofUnger'sexperiencesandhistwomiracu-
airplanes. Thedifficulty here, however,wouldseemto lie lous escapes from either death or permanent injury to
inthefactthatthetypeofgroundoverwhichanairroute himselfwere made public by PostmasterGeneral New.
may pass is so changeablethatno colorwould prove uni- Here is theway Ungertellsthestory:
versallysatisfactoryfrom thisstandpoint. "I was crossing the Ruby Mountains atabout 10,500
The suggestion that all commercial air transport feetwhenIbrokeasetofgearsandlandedinaverysmall
planes should carry a reel ofa vividly colored streamer, field inSecret Pass. A safe landingwas madewith diffi-
arranged to be letoutfrom theundersideofthefuselage culty owing to the small space and high altitude. A
intheeventofa forced landingis a mostinterestingone. rancher riding the range saw me landandrode overand
In such a case the pilot would permit the reel to unroll let me take hishorse to ride to thenearestranchsome 8
immediately prior to the actual landingand thus, in the or 10 milesaway. Afterphoningto Elkofor helpIstarted
eventoftheplanebeingforced down ontothicklywooded back to the ship on the horse. I mounted, or started to
country,for example, the streamerlyingover the topsof mount,andasalltruewesternhorsesdo, thisonetookoff
the trees, would indicate clearly thelocation ofany mis- ina climbingturnbeforeIhadgotintheseatandhadmy
singplane.The equipment ofevery commercial airplane safety beltfastened.
workingona regularairrouteinthisway,wouldseemto "Well ,tomakealongstoryshort,lover-controlled,her
beworthyofcarefulconsiderationanditspresenceshould nose wentdown andIspunorslide-slipped- Idon't know
no more intimidate the would-be air traveler than does which - intothegroundwithgreatspeed. I brokemy left
the presence ofa life buoy or life boat on an ocean liner ankleintwoplacesandwaswellshakenupbythisforced
ortheemergencybrakechaininarailroadcar,keepaway landing.Afterfillingtheairwithsmokeforafewminutes,
passengers. which,bytheway,musthavedazedthebeast,I managed
to catchhim.ThistimeI waspreparedandwe took offin
Mail Pilot's Nerve a gentlylope andreturnedto theship. Helpcameatlast
andthemotorwas repaired and I flew theshipto Elko.
Reprinted from Aviation, April 27, 1925,page 469.
"I had the ankle set that night by one of the best
"Alwaysbesureyouhaveyourbeltonbeforeyoutake
doctors in town. I had the good luck to borrow a pair of
offwitha Western horse."
crutchesmadefor a mansixfeettall,andasIamfive feet
Thisis the advice given by airmail pilotUngerafter
seven we gotalongfine.I hadtheboysatthefield tacka
two thrilling and hazardous forced landings, one from a
strap on the right rudder bar so I could pull as well as
plane and the other from a broncho, while carrying the
push.Thismade upfor theloss ofmy leftfoot ."
UnitedStatesmailsacrosstheUtahmountains.
==================MYSTERYPLANE==================
By George Hardie
In keeping with our stated objec-
tives to educate as well as entertain,
from time to time we will feature
photos of aircraft of which little is
known. This month's Mystery Plane
is an example of those many true
"mysteries"ofthepast.Thephotowas
takenby Roy Russell in1918,"some-
where on Long Island". The engine
appearsto bea CurtissOX-5 andthe
design and construction of the
airplane conform to the state of the
artofthattime.Anyinformationwill
be welcomed. Perhaps members liv-
ing in the area have firsthand infor-
mationonthisearlyaircraft.Answers
will be published in the April 1984
issueofThe VINTAGE AIRPLANE.
* * * * * * * * * * * * mmlmlze directional control prob-
The Mystery Plane in the October lems in case one n g i n ~ would fail,
1983 issue of The VINTAGE which was demonstrated satisfacto-
AIRPLANE was the Olympic-Duo or rily in test flights at Mines Field,
Duo-6 Alcor designed by AllanLock- LosAngelesandFloydBennettField,
heed, who with his brother Malcom New York, according to anarticle in
founded the Loughead Aircraft Mfg. Aero Digest Magazine. The aircraft
Co. at Santa Barbara, California in was destroyed when ithita cardur-
1916.In1926AllanfoundedtheLock- ing landing at Muroc Lake, Cali-
heed Aircraft Co. , forerunner of to- fornia.
day's famed Lockheed Aircraft Cor- Correct answers were sent in by
poration. The Duo-6 was powered Hank Kasper, Dixon, IL; E. W. Wil-
withtwoMenascoC-65 supercharged liams, Mountain Top, PA; Dick
"Buccaneer" engines of230 hp each. Gleason, Austin, MN;Ted Businger,
It was designed for feeder-line work Willow Springs, MO; Russ Brown, (References: Aero Digest, June,
and could accommodate four passen- Lyndhurst, OH; Glenn Buffington, 1934 andthePutnambookLockheed
gers, pilot andco-pilot.The arrange- San Diego, CA; and Joe Tarafas, Aircraft Since 1913by ReneJ.Fran-
ment ofthe engines was intended to Bethlehem,PA. cillon)
VINTAGE AIRPLANE 15

This section of The VINTAGE AIRPLANE is dedicated completed or underway. Send material to the editor at the
to members and their aircraft projects. We welcome photos address shown on page 2 of this issue.
along with descriptions, and the projects can be either
COMMAND-AIRE RESTORATION
Robert G. Lock (EAA 56824, AlC 5186),19342 E. South
Avenue, Reedley, CA 93654 is restoring this 1929 Com-
mand-Aire 5C3, NC997E, SIN W-136.
There are five original Model 5C3's and one replica
aircraft that remain of the 35 built by the Command-Aire
factory in Little Rock, Arkansas. Three of the five are in
Robert's possession.
He has been working on the aircraft for over three
years and hopes to have it finished in time for Oshkosh
'84. Robert's technical advisor on the restoration project
is Albert Vollmecke (EAA 163965) of Silver Spring, Mary-
land. Mr. Vollmecke was Chief Designer for Command-
Aire and is providing invaluable assistance to this project.
Robert is preparing an article for publication in The
VINTAGE AIRPLANE on the history of Command-Aire
and NC977E in particular. It's an interesting story about
a little-known piece of aviation history .
Outstanding workmanship is evident on the fuselage which is
nearly ready for cover.
The Command-Aire wing panels are surrounded by several
other aircraft projects.
16 JANUARY 1984
"Magnificent" - Gordon Baxter
"One of the Nation's Most Impressive Aircraft Museums"
- Aviation Magazine
"Surely One of the Finest Indoor Aviation Displays in the World"
- Flight International
"Sport Aviation Has a Home!" - Budd Davisson
" ... A True EAA Mind Blower. There Is Not a Museum on Earth That
Can Teach EAA Anything!" - Air Progress
"It Is a Noble Effort, and Well Worth Your Visit" - Flying
"This Is The Walden Pond of Aviation" - Cliff Robertson
The International Aviation Community Salutes the Work of the EAA Aviation Foundation .
... We Put It Together To Set You Apart
The Past , Present , and Future of Aviation will unfold for you . The EAA Aviation Center is a
tribute to the men and women who have made personal flight possible and aproud salute to
you , the members of the world 's greatest aviation organization .
A bold new concept in museum design , using the modern magic of Audio-visual
Technology offers the entire family the experience of flight.
Fly or drive to the EAA Aviation Center at Wittman Field in Osh kosh (just off Hwy. 41).
8:30 a. m. to 5:00 p.m. Monday through Saturday
11 :00 a.m. to 5:00 p.m. Sundays
Cl osed on Easter, Thanksgiving, Christmas and New Years Day
Guided group tour arrangement s must be made two weeks in advance.
1
MEMBERSHIPINFORMATION
THE JOURNA L OF
THE EARLY AEROPLANE
S,l\MPLE ISSUE $4
15 CRESCENT RD. POUGHKEEPSIE, N.Y. 12601
CLASSIFIED ADS
Regular type, per word;Bold Face, perword; ALL CAPS,
per word. Rate covers one insertion, one issue; minimum
charge, $8.00.Classifiedads payableinadvance, cashwithorder.
Sendadwithpaymentto AdvertisingDepartment,The VINTAGE
AIRPLANE, Wittman Airfield,Oshkosh,WI 54903-2591.
ACRO SPORT - Single place biplane capable of un-
limitedaerobatics.23sheetsofclear,easytofollowplans,
includes nearly 100 isometrical drawings, photos and
exploded views. Complete parts and materials list. Full
size wingdrawings. Plansplus88 pageBuilder'sManual
- $60.00. Info Pack - $4.00. Super Acro Sport Wing
Drawing- $15.00. Sendcheckormoneyorderto:ACRO
SPORT, INC., Box 462, Hales Corners, WI 53130. 4141
425-4860.
ACRO II - The new 2-place aerobatic trainerand sport
biplane. 20 pages ofeasy to follow, detailedplans.Com-
plete with isometric drawings, photos, exploded views.
Plans- $85.00. Info Pac- $4.00.Sendcheck ormoney
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 theover
six foot pilot.VW power insures hard to beat31f2 gph at
cruisesetting.15largeinstructionsheets.Plans- $45.00.
Info Pack- $4.00.Sendcheckormoneyorderto:ACRO
SPORT, INC., Box 462, Hales Corners, WI 53130. 4141
425-4860.

..
FLYING AND GLIDER MANUALS
1929- 1930- 1931 - 1932- 1933
Price:$2.50ea. ppd.
SENDCHECKORMONEYORDER TO:
EAA AVIATIONFOUNDATION, INC.
WITTMANAIRFIELD-
OSHKOSH, WI 54903-3065
Allow46Weeks for Delivery
Wisconsin Residents Include 5% Sales Tax
STAINLESS STEEL SCREWS. Finestquality now avail-
able at discount prices. Free catalog. Bemco Aero, 1098
SharontonDr.,StoneMountain,GA30083,404/294-7670.
FAIRCHILD 24K project. 1938model withrangerengine.
New wings with all new fasteners andbearingsbuiltby
RuthSpencer.Lowtime200Ranger.Allnewwoodinfuse-
lage. Aircraft is complete including logs. $8000.00, PH
707/578-4773 evesorleavemessage.
OneofthelastoriginalFocke WulfFW44, manufactured
Stieglitz 1940, restored May 1980, Top Condition, total
2300 H,EngineSH14, 1936, 250Hsinceoverhaul,98000
usn, FOBHamburg,Germanyport.CallEdWiggins3161
681-2171.
Nord 1203.Fourseaterdualcontrolplaneforrestoration.
SNECMA engine. Last flown 1975. Believed built 1946.
Price5000. Twosimilarplanesandoneoperationalhave
recentlygonetoUS.Doesanyoneknowwhere?AlsoRolls
RoycePhantom111.1937SedancadevillebodybyHooper
20,000. BrianMay,497,PeterbrookRoad, Shirley,War-
wickshire, B90 1HZ. Tel 021 4303767.
Sellingfourrarewatercolorpaintingsoflandmarkflights,
including Kitty Hawk commissioned by Wright Aero-
nautical Corporation 1928. P.O. Box 2934, New Britain,
CT06050.
EAA
ANTIQUE
CLASSIC
lAC
WARBIRDS
U
LTRALIGHT
Membership in the Experimental Aircraft Association, Inc. is $25.00 for one year, $48.00 for 2 years
and $69.00 for 3 years. All include 12 issues of Sport Aviation per year. Junior Membership (under 19
years of age) is available at $15.00 annually. Family Membership is available for an additional $10.00
annually.
EAA Membar - $18.00. Includes one year membership in EAA Antique-Classic Division, 12 monthly
issues of The Vintage Airplane and membership card. Applicant must be a current EAA member and
must gi ve EAA membership number.
Non-EAA Member - $28.00. Includes one year membership in the EAA Antique-Classic Division, 12
monthly issues of The Vintage Airplane, one year membership in the EAA and separate membership
cards. SportAviation notincluded.
Membership in the International Aerobatic Club, Inc. is $20.00 annually which includes 12 issues of
Sport Aerobatics.All lAC members are required to be members ofEAA.
Membership in the Warbirds of America, Inc. is -$25.00 per year, which includes a subscription to
Warbirds Newsletter. Wilrbirdmembersarerequiredto bemembersofEAA.
Membership in the EAA Ultralight Assn. is $25.00 per year which includes the Ultralight publication
additionalforSport Aviation magazine) . For current EAA members only, $15.00, which includes
UltralIght publicatIOn.
FOREIGN MEMBERSHIPS: Please submityourremi ttance wi th a check ordraftdrawn on a United States
bank payable in United States dollars oran internationalpostalmoneyordersimilarlydrawn.
MAKE CHECKS PAYABLE TO EAA OR THE DIVISION IN WHICH MEMBERSHIP IS DESIRED.
ADDRESSALL LETTERS TO EAA OR THE PARTICULAR DIVISIONATTHE FOLLOWING ADDRESS:
WITTMANAIRFIELD- OSHKOSH, WI 54903-2591 - PHONE414/426-4800
OFFICEHOURS:8:30- 5:00MONDAY-FRIDAY
18 JANUARY 1984
STITSPOLY-FIBER
IS THE WORLD'S ONLY COMPLETE FABRIC COVERING
SYSTEM APPROVED BY FAA UNDER AN STC AND
MANUFACTURED UNDER AN FAA-PMA,
WILL NOT SUPPORT COMBUSTION,
WITH POLY-FIBER FINISHES, WILL NEVER RINGWORM,
CHECK OR PEEL.
IS THE LIGHTEST COVERING METHOD APPROVED UNDER
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IS THE MOST ECONOMICAL, CONSIDERING THE YEARS
OF TROUBLE FREE SERVICE.
SAMPLE OF OUR NEW HIGH STRENGTH, LIGHT WEIGHT,
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GENERATION POLYESTER FILAMENT.
NEW 68 PAGE MANUAL #1, REVISION 13, WITH DETAILED
INSTRUCTIONS FOR FABRIC COVERING, REFINISHING
FABRIC SURFACES, AND PAINTING AIRCRAFT FOR
CORROSION CONTROL.
LATEST CATALOG AND DISTRIBUTOR LIST.
IRe
01

Jacket - unlined tan poplin with gold and
white braid trim. Knit waist and cuffs, zipper
front and slash pockets. Ant ique/Classic
logo patch on chest.
Sizes - XS through XL ........... $28.95 ppd
cap - pale gold mesh with contrasting blue
bill ,trimmed with gold braid.Antique/ Classic
logo patch on crown ofcap.
Sizes - M and L
(adjustable rear band) ........... $ 6.25 ppd
Antlque/CI..alc Patches
Large - 4W' across.............. $ 1.75 ppd
Small - 3v." across ... .. .. . . ..... $ 1.75 ppd
AntIque/Cla.alc Decals -
4" across (shown left) ...... ..... $ .75 ppd
AvailableBack IssuesofTheVINTAGE AIRPLANE
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1974- February through November
1975- Januarythrough December
1976- February through June,August through December
1977- Januarythrough December
1978- Januarythrough March,May, August, Octoberthrough December
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1981 - Januarythrough December
1982- Januarythrough March,May through December
1983- January,Marchthrough December
Per Issue ............. ............. $1 .25 ppd
Lindbergh Commemorative Issue (July 1977) ................ $1.50 ppd
Classicowners!
Interior looking shabby?
,CJ
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airtex interior
CompleteinteriorassembliesfordO-it-yourselfinstallation.
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Carpetsets
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Firewall covers
SeatSlings
Recoverenvelopesand dopes
FreeCatalogofcompl eteproductline.FabricSelectionGuide
showing actual sample colors and stylesofmaterials:$3.00.
I VIS.4 I
t - .,::r
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Sendcheckto:
EAA Antlaue/C/asslcDivision, Inc.
WittmanAIrfield, Oshkosh, WI 54903-2591
Allow4-6Weeks forDelivery
Wisconsin Residents Include5%Sales Tax
VINTAGE AIRPLANE 19