STRAIGHTAND LEVEL

The month of March has been a busy one for me; a

week of aviation, a week at work, a week at Sun 'n Fun,
another week at work, then off for a family vacation to
maintain our "brownie points".
Those of you who have not heard of Santa Paula,
California should become acquainted with this great city
sometime. The Staggerwing Museum Foundation and
Staggerwing Club held their winter meeting in Santa
Paula at the request of the Santa Paula bunch. This was
our opportunity to finally visit this fascinating airport and
its fabulous people and aircraft. Our week began in Los
Angeles where we attended three days of aviation semi-
nars. Fortunately the activities were held within a hotel
complex, as it was during this period of time that the
torrential rains, floods and tornados struck this area.
Departing Los Angeles on Thursday morning we visited
the Tallmantz Museum and then swung over to Chino for
a visit to the "Western Warbird Capital". Following lunch
at Chino we drove to Cable, California and spent a most
delightful afternoon with Lane Leonard. Lane graciously
gave us a special tour of his facilities. His antiques and
collections of rare books and aircraft artifacts are priceless
and should be enjoyed by future generations.
Off again on the California freeways we drove to Ven-
tura where we met for the Staggerwing gathering. Friday
morning brought forth some California sunshine, so we
rushed out to the Santa Paula airport to visit with our
friends and tour their fabulous facilities. To attempt to
describe what is on the field would take many pages.
Possibly the most interesting way to describe the airport
would be to say that on the field are antiques, classics,
homebuilts, warbirds, restoration shops, welding facilities,
paint shops, flight instruction, you name it - it is there.
We observed in the pattern, twins, students in singles,
antiques, homebuilts, classics and radio controlled models.
Hospitality at the hangars was superb; the doors were open
to all welcome guests. Out hats are off to Don Dickenson
and the fine people of the Santa Paula airport, truly a
dream come true.
Sun 'n Fun officially opened on March 13, so we de-
parted home early that morning and visited with Steve
and Dorothy Wittman at their winter home near Ocala,
Florida on our way to Lakeland. We have never seen Steve
without a project in the making, and sure enough, there
was a new set of wings about ready for his current one.
The climax of our visit with the Wittmans was a ride with
Steve in his "Buttercup". The performance of this machine
with an 85 hp Continental is so outstanding that it almost
is unbelievable.
Arriving at Lakeland before the start of the daily air
show, we tied down the aircraft, registered and began a
wonderful week of fellowship. The first two days were
excellent with fine weather and a good number of arrivals;
but Tuesday brought torrential rainstorms to the area and
we were entrenched in mud. The weather did not cooperate
with the fly-in, but the final two days were a bit more
agreeable, bringing warmer temperatures and sunshine.
There must have been droves of aircraft stranded in lower
Georgia and upper Florida. A few did arrive on the final
day, Saturday, and some excellent examples of antiques
and classics were on display. Details of the various events
and award winners will appear in later issues of The
VINTAGEAIRPLANE,for the Fly-In was covered by our
EAA staff.
While in Lakeland, Paul Poberezny was advised that
2 APRIL 1983
By Brad Thomas
President
Antique/ClassicDivision
the FAA may ask EAA to withdraw its petition for a
Repairman's Certificate for qualified owner/restorers of
their antique and classic aircraft. The FAA advised that
replies in opposition to the petition amounted to approxi-
mately 20% of the total received, which we were aware of.
At this writing no action had been taken by the FAA.
During several informal discussions with EAA's President
and others, it was doubtful that EAA would withdraw the
petition at this time; and with sufficient encouragment
from the entire membership, EAA will pursue the issue.
Most of the opposition has come from the Antique
Airplane Association, headed by Robert Taylor of Blakes-
burg, Iowa.
EAA and its Antique/Classic Division initiated this
petition at the request of the many antique and classic
restorers. It is the opinion of many that those who have
restored a beautiful, fully airworthy aircraft under the
supervision of an A&P and signed off by an AI, deserve
the credit for their work with the issuance of a Repairman's
Certificate so they can annual and maintain their own
aircraft. Neither the airworthiness certificate nor stan-
dard category would be affected by this petition; and
further, the A&P certificate would be an option, not a
requirement for the owner/restorer.
We have received many hundreds of positive comments
in favor of the EAA petition. In order to pursue this en-
deavor we must bring the facts to you, the individual, who
feels this proposal is deserving and needed. Remember, we
are not looking only at today, but also into the future when
the need will become even more significant.
EAA and its Antique/Classic Division can only devote
so much time and effort toward this proposal. There are
many other important projects requiring immediate atten-
tion which will also benefit sport aviation. We are not
dropping the proposal; however, we want to hear from the
membership of EAA and all its Divisions. Please write to
either Paul Poberezny or myself stating your opinions of
the proposal, both pro and con. Only you can express your
desires which could have a marked effect on the continued
restoration and operation of our antique and classic air-
craft, and further reduce FAA rules and requirements.
Rest assured that if enough positive comments are re-
ceived, we will continue with a positive, straightforward
approach.
The FAA is willing to help us, but some folks in aviation
still hold onto the old ideas ... "I got my A&P license the
hard way, and others should do the same." Paul deserves
the continued recognition for getting the Amateur-built
Aircraft Repairman Certificate program instituted which
was made possible with the fine cooperation and under-
standing of the FAA.
Self education through EAA has come a long way .
PUBLICATION STAFF
PUBLISHER
Paul H. Poberezny
EDITOR
GeneR.Chase
MANAGING EDITOR
Pat Etter
EDITORIALASSISTANT
Norman Petersen
FEATURE WRITER
GeorgeA.Hardie,Jr.
EAAANTIQUE/CLASSIC
DIVISION,INC.
OFFICERS
President Vice President
W.Brad Thomas,Jr. Jack C.Winthrop
301 Dodson Mill Road Route 1,Box 111
Pilot Mountain.NC 27041 Allen.TX75002
919/368-2875Home 2141727-5649
919-368-2291 Office
Secretary Treasurer
M. C. "Kelly" Viets E.E. "Buck" Hilbert
Route 2,Box 128 P.O.Box 145
Lyndon,KS 66451 Union,IL 60180
913/828-3518 815/923-4591
DIRECTORS
Ronald Fri tz ClaudeL. Gray,Jr.
15401 Sparta Avenue 9635 Sylvia Avenue
Kent City,MI 49330 Northridge,CA91324
616/678-5012 213/349-1338
Dale A.Gustafson AI Kelch
7724 Shady Hill Drive 66W. 622 N.Madison Ave.
Indianapolis.IN 46274 Cedarburg,WI 53012
317/293-4430 414/377-5886
RobertE. Kesel
MortonW. Lester
455 Oakridge Drive P.O.Box 3747
Rochester, NY 14617
Martinsville, VA24112
716/342-3170 703/632-4839
ArthurR. Morgan John R. Turgyan
3744 North51st Blvd. 1530 Kuser Road
Milwaukee,WI 53216 Trenton,NJ 08619
414/442-3631 609/585-2747
S. J. Wittman GeorgeS.York
Box 2672 181 SlobodaAve.
Oshkosh,WI 549Ql Mansfield,OH 44906
414/235-1265 419/529-4378
ADVISORS
JohnS.Copeland Stan Gomoll
9Joanne Drive 104290th Lane,NE
Westborough,MA01581 Minneapolis,MN 55434
617/366-7245 6121784-1172
RobertG.Herman EspieM. Joyce,Jr.
W 164N9530Water Street Box 468
Menomonee Falls,WI 53051 Madison,NC 27025
414/251-9253 919/427-0216
GeneMorris Dani el Neuman
27 Chandelle Drive 1521 Berne Circle W.
Hampshire.IL60140 Minneapolis,MN 55421
312/683-3199 612/571-0893
RoyRedman S.H. "Wes" Schmi d
Rt. 1,Box 39 2359 Lefeber Road
Kilkenny,MN 56052 Wauwatosa,WI 53213
507/334-5922 4141771-1545
APRIL 1983 Vol. 11, No.4
COPYRIGHT 1983EAAANTIQUE/CLASSICDIVISION,INC.,ALLRI GHTSRESERVED
Contents
2 StraightandLevel
byBradThomas
4 AlCNews
byGeneChase
6 SchellvilleAirportandtheEwertzes
byDeborahRichardson
8 A.C." Charlie"Miller,PilotandMaster
Craftsman,Part2
byTedBusi nger
14 IMAA2ndAnnualFunFlyFestival
byGeneChase
16 LiaisonAircraft- KoreanWarEra
byNormPetersen
18 CalendarofEvents
19 Members'Projects
Page 6
Page8
19 MysteryPlane
20 CoronadoAirport- AVisitor' sGem
byNormPetersen
21 LetterstotheEditor
Page 16
FRONTCOVER ...'29GreatLakes2-T-1A, N844K,SIN91 flown by
ownerBill Ewertz(EAA42278,AlC7005)withwifeJaninfrontcockpit .
See story on page 6.
(Photo by Deborah Richardson)
__'.\
....
BACKCOVER ...Monocoupe110SpeCial, N2347,SIN5W-641 ,with A .. .
200 hp Warner , photographed on 7/31/63 at EAA Convention,

Rockford, IL. Aircraft was owned by Dallas Warren, Pataskala, OH
./ t'l.(.r \
who was later killed in it. Monocoupe is now registered to Wm. H.
Symmes (EAA 39233, AlC 150), 8656 SW 154th Cir. PI., Miami , FL
33193. (I '\
(Photo by Ted Koston) -l 'j'
'4iJ'

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,P.O. Box 229,Hales Corners,WI 53130.
THE VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned excl usively by EAAAntique/Classic Divi sion,
Inc.ofthe Experimental Aircraft Association.Inc.and ispublished monthlyat 11311 W.Forest HomeAve. ,Frankli n,
Wisconsin 53132, P.O. Box 229, Hales Corners. Wisconsin 53130. Second Class Postage paid at Hales Corners
PostOffice,HalesCorners,Wisconsin53130andadditionalmailingoffices.MembershipratesforEAAAntique/Classic
Division,Inc.are $18.00 forcurrent EAA membersfor 12 month period ofwhich $12.00 isfor thepublicationofThe
VINTAGE AIRPLANE.Membership is open to al lwho are interested in aviation.
ADVERTISING- Ant ique/ClassicDivisiondoesnotguaranteeorendorseanyproductofferedthroughouradvertising.
We inviteconstructivecriticism and welcome any report of inferiormerchandiseobtained through ouradvertising so
that corrective measurescan be taken.
Postmaster :SendaddresschangestoEAAAntique/ClassicDivision,Inc., P.O.box229,HalesCorners,WI53130.
VINTAGE AIRPLANE 3
Compiled by Gene Chase
JOHNSON WAX TO PROVIDE
SIKORSKY S-38C DISPLAY
SamJohnsonand theJohnson Waxorganizationhave
madeanumberofmajorcontributionstotheEAAAviation
Foundation Capital Campaign and now they have indi-
catedthattheywillprovidethenewEAAAviationCenter
with a realisticdisplayofa SikorskyS-38C asowned and
operated by the company in the 1930s.The mock-up will
include theairplane's cockpitand passengerseatingarea
(including reproductions of the airplane's original cane
seats).
Museum visitors will be able to enter the plane and
becomefully immersedintheambienceofairtravelofthe
period.Planscallforhiddenaudio/visualequipmentwhich
will provide the sights and sounds ofa 5-minute flight.
Thedisplaywill actuallymove so thatthepassengerscan
"experience" the take-offs and landings. This fabulous
display is beingdesigned by Ben Lawless, who is respon-
siblefor theexcellentWorldWarIdisplayattheNational
Air&SpaceMuseum in Washington, DC.
Current plans call for the display to be completed in
timefor theJuly30thpreviewopeningoftheEAA Avia-
tionCenter.
EAA STATE ASSOCIATIONS
TheEAABoardofDirectorsrecentlyadopteda resolu-
tion to "pursue the further development of EAA State
Organizations...inallstatesthatdonothaveaneffective
group speaking for the concerns ofrecreational aviation
enthusiasts."
Chapterleadershaverecognizeda needfor organizing
EAA Chapters, including Division Chapters atthe state
level. Thejustification for their being established range
from meetingcrisesfacingthestate'saviationcommunity
to organizing fly-ins, technical presentations, social
gatherings or any combination of these activities plus
manyothers.Stateorganizationshaveproveneffectivein
approaching aviation concerns at that level as Chapters
on thelocal level andEAA Headquarterson t henational
and internationalscene.
Eight EAA State Organizations are now active with
others forming across the country. EAA State Organiza-
tions can most simply be described as a confederation of
the Chapters organized to work on behalfofrecreational
aviation activitiesatthestatelevel. Ifyouareinterested
informingorsupportingtheefforttoformanEAAAssoci-
ationinyourstate,pleasecontactChapterDirector ,Chuck
Larsen atHeadquarters.
4 APRIL 1983
REFERENCE GUIDES TO
EAA PUBLICATIONS
The 1982 REFERENCE GUIDE TO SPORT AVIA-
TION.TheVINTAGEAIRPLANE,SPORTAEROBATICS
and ULTRALIGHTMagazines is now available.With the
guide you can find all articles in EAA publications on a
particulartopicoraircraft.Thisaccurate,extensiveindex
to EAA publicationsisa vitaladdition to anypersonalor
Chapter's magazinecollection.
1982- $3.00 1970-1974- $5.00
1981- $3.00 1960-1969- $6.00
1980- $3.00 1953-1959- $5.00
1975-1979- $6.00 CompleteCollection-
$22.00ppd.
Order from John Bergeson (EAA 16546), 615 W. May
Street, Mt. Pleasant,MI48858.
WALTER J. BOYNE
Mr. WalterJ. BoynehasbeenappointedasDirectorof
the National AirandSpace MuseuminWashington, DC.
He had been serving as Acting Director. This is a good
appointment as Walter Boyne has had extensive experi-
ence in aeronautics and has a reputation ofbeinga good
administrator.
TYPE CLUBS AT OSHKOSH '83
As announced in the January 1983 issue of this
magazine, space will be made available in the Antique/
Classic HospitalityTentneartheRed Barnfor thosetype
clubswishingtosetupa"headquarters"atthe1983EAA
Conventionscheduledfor July30 through August6.This
will provide an opportunity for each club to recruit new
members, enjoy the fellowship ofotherclubs, andenable
type club members to meettheirclub representatives.
Requestsfor spacereservationshavebeencominginto
EAA Headquarters and it appears thiswill be a popular
activity.
To reserve this space at Oshkosh '83, the following
mustbesentbyJ une 1, 1983toAntique/ClassicDivision,
EAA, P.O. Box 229, HalesCorners, WI 53130, Attention:
PatEtter.
1. Name ofType Club
2. Name,addressandphonenumberofcontactperson
3. A nominal fee of$25.00 payable to EAA A/C Divi-
sion which includesone tableandthreechairs.
Merchandisesaleswill not be permittedasthiswould
violatetheConventioncommercialsalesregulations;how-
ever, merchandise items may be displayed and orders
taken for laterdelivery. Memberships may be promoted
andsold.
The chairman ofthis activity is Espie "Butch"Joyce,
Box 468, Madison, NC 27025.
LANDING FACILITIES IN THE U.S.
The total number of landing facilities in the U.S. at
theendof1982was15,831,representinga netgainof355
over 1981. Of t his total 12,596 were airports, 2,712
heliports,458seaplanebasesand65 STOLairports.Total
landi ng facilities closedduring 1982 numbered444.
Privately owned airports increased 348 in 1982 from
10,678 in 1981 to 11,026. Publicly owned airports increased
only 7, from 4,'/98 to 4,805. The number oflanding facilities
open to the public decreased by 163 in 1982 to a new
figure of 6,127.
Lighted runways are at 4,844 locations and paved run-
ways at 5,223. The airlines serve 699 airports of which 57
are military fields.
Texas has the most landing facilities with 1,484 fol-
lowed by Illinois - 908, California - 843, Pennsylvania -
696, Ohio - 681 , Alaska - 666, Florida - 529 and Minnesota
with 498.
SEATTLE'S MUSEUM OF FLIGHT
Now under construction, this world class facility will
bring to life the richness of the history of flight and the
men and women who created it. Located on Boeing Field
in Seattle, Washington, the museum will overlook an
operating airfield where visitors may watch an endless
flow of air traffic. A tie-down area is available for visitors
who fly their own planes to the museum.
The first phase of development included the acquisition
of the seven-acre site and the restoration of the historic
"Red Barn," building a new administration building, and
installing early flight exhibits documenting flight from
the 13th century through 1930. This first phase will be
open to the public this summer.
The centerpiece of the Museum of Flight is the "Red
Barn." This structure has come to represent the Pacific
Northwest's contributions to aviation, for it was here, in
1916, that William E. Boeing, Sr. founded the Boeing
Airplane Company.
The second phase of the project is the construction of
the Great Gallery, a massive six-story steel and glass
structure. The Great Gallery has a display area covering
more ground than a football field and will exhibit the major
aircraft in the museum's collection, including a B-17 sus-
pended from the ceiling. Other aircraft on display will be
a B-29, the prototype Northrop YF-5A Freedom Fighter,
a Curtiss Robin, the first Boeing float plane, a newly
restored Boeing 80A, and so on.
For more information on this impressive new facility,
contact the Museum of Flight, 9400 East Marginal Way
South, Seattle, W A 98108.
JU 52 PONTOON RECOVERED
The Western Canada Aviation Museum in Winnipeg
was successful in its efforts to recover a float from a historic
Junkers aircraft that was submerged in 45 feet of water
on Lake of the Woods.
The float belonged to the Junkers Ju 52 aircraft, CF
ARM, flown between 1931 and 1943 by Canadian Airways
Limited, the forerunner of CP Air.
Brought to Montreal in 1931 from Germany, the Jun-
kers was flown from there to Winnipeg where it was first
based.
The Junkers Ju 52 could carry up to 5,000 pounds
freight and made history flying heavy equipment all over
northern Ontario as far north as Hudson Bay and as far
northeast as Pickle Lake. It earned a reputation for flying
parts and other badly needed pieces of equipment into the
booming northern Ontario mining communities.
The plane stopped flying in 1943 when no suitable
replacement engine could be found and it was literally
scrapped and spread all over. One of the plane's floats was
sold for a dock fixture and eventually ended up near Yacht
Island on Lake of the Woods.
Volunteers with the Wl'stern Canadian Aviation
Museum spent a day on a specially crane-equipped barge
to hoist the float out of 45 feet of water. It was in pretty
rough shape, bearing several bullet holes and axe marks.
The Western Canadian Aviation Museum plans to re-
tore it and add it to their collection ofrare Junkers parts.
CHINESE AIRFORCE
INFORMATION NEEDED
It was recently the pleasure of several EAA Board and
Staff members to visit with Dr. Hideo Nakayama (EAA
204509) of Tokyo, Japan during his visit to the EAA Avia-
tion Foundation Museum in Franklin, Wisconsin. Dr.
Nakayama, who has authored books on warbirds of several
nations, had traveled to the Museum to view the Nakajma
Ki.43.2 "Oscar" on display in our Museum and request
assistance in gathering information about the Chinese
Airforce. Dr. Nakayama requests EAAers' assistance in
securing any available data or photos on the Kuomingtang
(Nationalist) or the Chinese Communist Airforce. He re-
quests materials be sent to: Dr. Hideo Nakayama, M.D.,
6-1-4 Hatanodai, Shinagawaku, Tokyo 142, Japan.
KR-21 AVAILABLE
St. James School, a secondary school in Hagerstown,
Maryland has for sale a 1929 Fairchild KR-21A, NC362N,
SIN 1017 with the monies to go towards the endowment
of the school. The plane is stored in a hangar, with wings
off, in Smithfield, NC. It can be seen, and assembled for
flight in a very short period of time.
The plane is powered by a 100 hp Kinner K-5, SIN 1036
with 28 hours SMOH. Total time on the airframe is 651
hours and its complete restoration was finished on 3/15/82.
At the Sun 'n Fun '82 Fly-In at Lakeland, FL this aircraft
received the top award in the Silver Age category, 1928-
1932. Fairchild KR-21, NC362N,
For further information contact Mr. A. R. Hoxton, III,
Aviation Risk Manager, National Aviation Underwriters,
P.O. Box E, Shepardstown, WV 25443. Telephone 1-800-
624-0541. In West Virginia and Delaware - 304/876-2707.
HAROLD E. EMIGH
We have received word of the passing of Harold E.
"Pop" Emigh of Palm Springs, California on December 23,
1982. "Pop" designed the Emigh "Trojan" A-2 and the
Emigh "Commuter" helicopter. He was a familiar figure
at EAA fly-ins in the 1970s in the Los Angeles area.
VINTAGE AIRPLANE 5
Schellville Airport, photo taken 2-20-83 from Jim and Deb
Richardson's Cessna 170. California's rainy season results in
lots of water in the area.
SCHELLIlILLE
Jan and Bill Ewertz (EAA 42278, AlC 7005), 110 Sprecht Rd.,
Sonoma, CA 95476 and Jan's Great Lakes, N874K.
d I P O ~ lite ~
ByDeborah Richardson
(EAA 182182, AlC7171)
145Los Altos
American Canyon, CA 94589
PhotosbyGene ChaseExceptas Noted
The Napa Valley, located in Northern California, read-
ily accepts prominence from its splendor and world famous
wineries. Nestled quietly beside the Napa Valley is
Sonoma Valley, lesser known perhaps, but it claims a
subtle charm uniquely its own. That charm is Schellville
Airport (called Sonoma Valley on sectional charts). Home
to the Schell ville Antique Escadrille, one quickly acquires
the impression of being caught up in a time warp with its
dirt runways, abundance of antique airplanes and avia-
tion, 30's style.
The airport comes to life on weekends, with a ceaseless
parade of aviation history. Visitors converge for a variety
6 APRIL 1983
of reasons. Some stumble onto the airport upon seeing a
Stearman with banner boasting aerobatic rides. Others
hope to re-establish acquaintances with the planes in
which they struggled to coordinate stick and rudder during
student pilot days. Many delights await the inquisitive
behind the hangar doors. This is Christmas on a grand
scale. Fortunate are those who experience the glorious
sound of an immaculately maintained round engine, rub-
bing runway dust from their eyes as they strain to watch
these gallant old planes, these time machines.
The owners of these planes born of another time, reluc-
tantly endure the curious and the fabric thumpers. Many
take pride in revealing their plane's past glories, by de-
scribing intricate details of the resurrection or sharing
flying stories, with arms flailing to illustrate a point.
Two of the most visible of Schell ville's inhabitants are
Bill and Jan Ewertz. Bill's skill in working with antiques
was honed while a student at San Jose State. Under the
tutelage of Robert "Pop" Reid, Sr. and Larry Steven, Bill
quickly learned the fine art of restoring antique airplanes
and he began his own collection and restoration of an-
Some of the "airport gang" (L-R): Jerry Ross, Jim and Deborah
Richarson, Jan and Bill Ewertz, and Wally Reicheldt, owner of
Schellville Airport.
tiques. A virtual air force has passed through his hands.
Bill has restored or built a Stearman, Arrow Sport F,
Minicab Hawk, Piper J-5, Taylorcraft BC-12D, Luscombe
8-F, Jungster I and two Great Lakes. He also has owned
three Champs, two J-3 Cubs, Pitts, Stinson 10, Aeronca
C-3 and an Aeronca Sedan. In storage are a 1931 Aeronca
C-3 Razorback (N16549) and an incomplete salvage of a
1976 Great Lakes. Bill has been flying for 21 years, having
accumulated over 1800 hours of flying time.
Jan Ewertz worked for an FBO during her high school
days and intermittently took flying lessons and ground
school. Progress was slow and her private pilot's license
seemed unimportant until Jan had her first ride in a Cub
with the doors open. The adventure in the Cub awakened
her interest in flying and she realized this was flying as
it was meant to be. She met Bill a short time after her
Cub ride and he served to further her interest in antiques.
Jan had her license six months later.
Jan bought her 1946 Aeronca Champ, N1350E, in 1977
and Bill acquired his 1929 Great Lakes nine years ago,
trading his Pitts. Acquisition of his Great Lakes was done
through a Chicago-based dealer. Having only seen photos
of the Great Lakes, Bill eagerly anticipated the new arri-
val. Based in Florida, the Lakes would be flown to Sonoma
and exchanged for the Pitts. Engine problems plagued the
200 hp Ranger before the plane reached the Florida state
line. Once repairs were made, the plane was again on its
trek West. A troublesome mag again delayed the trip and
this time Georgia was as far as the plane ventured. Six
months after the arranged sale, the ferry pilot trium-
phantly arrived at Schellville, defective mag in hand.
The plane went over on its back after the third year of
ownership necessitating a complete restoration . .. top
Schellville Airport office building. Tower is not used. The couple
are Jim Lynch and Kathy Coghill who are restoring the first
production Model 8 Luscombe.
wings, sheet metal , ribs, vertical fin. Working feverishly
with the skills acquired in his college days, Bill was able,
with help from friends. to completely restore his plane in
only four months.
Bill and Jan began collecting parts for another Great
Lakes and they deemed it "Jan's." The painstaking job of
building the Lakes began in October of 1978 . .. the replica
being an exact copy of Bill's '29, with identical engines,
cockpits, and instrument arrangement. Bill's is painted
blue while Jan's is yellow which is the only dissimilarity.
Jan's plane is being readied for the engine installation
with its maiden flight expected soon. Many of the parts
had to be manufactured with the most difficult being the
Johnson bar which was skillfully crafted by Darrell
Eastman.
One can usually find Bill and Jan at the airport, their
open hangar doors serving as a welcome, with folding
chairs ready for occupancy. Flying tales abound and Bill
is generous with advice. He easily assumes the role of
"crisis resolver." Bill and Jan fly to most West Coast
Antique fly-ins, he in his Great Lakes and she in her
Champ. When the event concludes, Bill awaits Jan's arri-
val at Schell ville in her much slower Champ. This air show
season will be different, culminating in a trip to Oshkosh
'83. This year it will be flight oftwo identical Great Lakes.
Today there are few places like Schell ville. Its people
are different . . . they failed to notice when nosewheels
replaced tailwheels, engines became streamlined, and fab-
ric and tubing disappeared in favor of aluminum. They
don't want to be based anywhere else or fly from a strip
that doesn' t produce a billowing cloud of dust on take-off.
Schell ville is kind to these old planes ... it's a haven . . .
it's their home.
Wally Reicheldt's Salmson-powered 1930 American Eaglet,
(Photo by Deborah Richardson)
N479V.
Bill and Jan Ewertz and their "his and hers" Great Lakes.
VINTAGE AIRPLANE 7
PILOT AND MASTER CRAFTSMAN
Part 2
By Ted Businger
(EAA 93833, AlC 2333)
Rt. 2, Box 280
Willow Springs, MO 65793
Editor's Note: Charlie Miller's aviation career started in
1924 as a flying student at the Ryan Flying Company in
San Diego, California. He subsequently flew some of the
interesting aircraft of those years and worked on a great
variety of both civilian and military aircraft, including
Lindbergh's "Spirit ofSt. Louis." When Charlie retired in
1969 he was General Superintendent at Douglas Aircraft.
He and his wife currently live in Santa Monica, California.
Part 1 of this story appeared in the March 1983 of The
VINTAGE AIRPLANE .. . G.R.C.
PRUDDEN
Charlie continues, "In 1928 I went to work for Prudden
in San Diego and began my metal airplane construction
experience. George Prudden was the company founder and
previously was chief engineer for Ford on their Tri-Motors.
One day he made the mistake of making an unauthorized
trip to the crash site of the dirigible "Shendandoah," and
then being quoted in news releases as "a Ford official"; for
committing this "no-no," he was fired.
Let's digress here for a moment for an insight into Ford
Motor Company policy in those years. A left-hand car door
had been misdesigned so that it would not fit into the space
allowed. The production line was operating at a rate of
300 cars per day. The error did now show up until the first
unit reached final assembly; you can imagine the mess!
In checking this out, the errant drawing was found. It had
been approved by everybody up to and including the chief
engineer. The draftsman was absolved for his part in the
fiasco and everyone else was fired. That story was told by
an acquaintance of mine who had been a Ford employee
at the time. Keeping that in mind, I always looked very
closely at any official document needing my signature.
Back to the Prudden Tri-Motor. Mr. Prudden gained
his financial backing for this venture from a San Diego
Ford auto dealer who wanted to get in on the aviation
boom. The plane resembled a small edition of the Ford job,
even to the corrugated skin. We rolled the skins on pro-
gressive rolls. These rolls were a gang mounted tool that
started forming with a reduced cross section at the entry
end, with each succeeding pair of rolls bringing the sheet
metal closer to the final cross section that was needed.
To the best of my knowledge, the first application of a
drop hammer being used on aircraft parts occurred at
Prudden. Fred Rohr (later of the Rohr Corp.) had some
8 APRIL 1983
(Photos from the author's collection except as noted)
(A. C. Miller Photos)
Two views of the 1928 Prudden All Metal Tri-Motor at Rockwell
Field, San Diego, CA.
previous sheet metal experience and he explained an idea
he had to George. To prove it was practical Fred got two
"T" rails, a rope, a steel drum to hold the rope, and two
cast concrete blocks. With this improvised set-up, he was
able to produce some corrugated test sections.
Prior to this novel approach, drop hammers had been
used mainly to produce ornamental doorways. These were
usually formed and embossed copper pieces made to resem-
ble chiseled stone, and later nailed over a wood base. In
future years Fred would perfect the operation, and refine
the drop hammer to the point that a flourishing business
would ensue.
Another interesting feature on the Tri-Motor was the
wing spars. We riveted these by using a spring-loaded
mouse as an aid in skin attachment. A cord was fastened
to each end of the mouse which, by pulling, could be
positioned very closely to where it was needed. This tool
worked very well.
II
.
"
I
The engines on the Prudden Tri-Motor were German
Siemens-Halskes purchased from Ryan and they could be
set up to run either clockwise or counterclockwise. The
outboard engines were rigged in this way to reduce torque.
One hat section at the cockpit support area was de-
signed with .025" material. The financial backer insisted
this was too fragile. Unfortunately, Prudden obliged him
and beefed up this part, and others, to placate the "automo-
tive angel." This indiscriminate increasing of weight re-
sulted in an absolute ceiling of 8,000 feet, dooming the
Tri-Motor project. I went along on the test flight."
Historical Note: George Prudden's name has nearly
been forgotten in aviation history. The following high-
lights should be recorded: He was born in Duluth, Min-
nesota on February 18, 1893 and made this first flight in
1910. From 1920 to 1922 he was stress engineer for Stout
Engineering Laboratories in Detroit. From 1923 to 1925
he was chief engineer for Stout and he created the struc-
tural design for an all metal plane in 1924. He was vice
president and chief engineer in 1927 and 1928 for the
Prudden-San Diego Airplane Company.
His next job was consultant for Curtiss-Wright at Bris-
tol , Pennsylvania, followed by a stint as stress engineer
and chief inspector for Lockheed in Burbank, California.
In 1940 he was named Assistant Works Manager for the
Vega Airplane Company, a Lockheed subsidiary in Bur-
bank.
In August 1928 Edmund T. Price joined Prudden at no
salary. He was to become the director of the company when
he made a sizeable financial investment. In October Wil-
liam 1. Lewis joined in this venture as an engineer.
Mr. Price took a ride in the first Tri-Motor and said,
"It literally took my breath away; it took off at 80, cruised
at 80, and landed at 80." This first plane was officially
known as the XM-l.
Later in 1928 a second plane, refined by Mr. Lewis,
was completed and designated the TM-l. The major differ-
ence was, on the later model the two outboard Siemens-
Halske engines were on strut mounts with their thrust
line at a plane slightly above the cabin floor line. The
TM-1 also had wheel covers, a spring-type tail skid and
other minor improvements. Its performance was still poor.
Later, the three Siemens engines were replaced by a single
P&W "Wasp" in the nose. The plane was registered as
5728 and designated the SE-l.
The Mexican army made a down payment on the ship
in this configuration but the Mexican pilots refused to
accept delivery as this large aircraft was beyond their
flying ability. The plane was scrapped in Los Angeles. It
is possible that the XM-1 , TM-1 and SE-1 are all the same
plane.
Mr. Price then took control of the debt ridden company
and reorganized it as the Solar Aircraft Company. At this
time George Prudden left the company, going to work for
the Atlanta Aircraft Corporation in Atlanta, Georgia
where he designed the Prudden-Whitehead Tri-Motor.
In his O.S. Civil Aircraft, Volume 9, page 139, Juptner
describes the aircraft thusly: "Group 2 Approval 2-218
(6-5-30) Atlanta "Tri-Motor" PW-1 as 8PCLM with three
240 hp Wright R-760 engines; for serial #2 at 7,345 lbs.
gross weight. A George H. Prudden Design."
The final disposition of these planes, if there were two,
is unknown.
Back at the Solar Aircraft Company William Lewis
designed a sesquiplane that was unveiled in May 1929. It
was called the Solar MS-1 and was powered by a P&W
"Wasp" C. As no record of such a sale exists at P&W, it is
possible that the engine used was removed from the Prud-
den TM-l. The MS-1 was sold to a Mexican airline where
a crash landing ended its career. From that point on the
Solar company went into the fabrication of aircraft compo-
nents.
DOUGLAS
Charlie Miller continues, "In June 1928 George
Strompl was the superintendent at Douglas Aircraft in
Santa Monica, California. He hired me because of my sheet
metal experience. In the ensuing months I had to prove
this fact many times, moving from place to place as well
as shift to shift, teaching general metalworking techniques
and riveting.
Historical Note: This was the transition period from
wood and fabric to at least partially constructed metal
planes for the Douglas Company. George Strompl became
associated with this company in March 1920 when Donald
Douglas decided to leave his post as chief engineer with
Glenn Martin in Cleveland, Ohio. Douglas took six men
with him who he felt would be valuable in helping him to
form a new company. George Strompl and a man named
Eric Springer were among these six ... T.B.
DOUGLAS T2D
Charlie's story continues, "The T2D Torpedo plane was
a twin engine biplane built for the Navy. It was more often
used by the fleet as a target tug. The target socks were
fairly large and as an aid to safe operations the cable was
overly long. The cable reel was fastened to the tubing in
the lower fuselage structure.
On one flight , for some reason the reel brake failed
while the target was being extended. When the sock a,nd
cable reached the end, they departed the aircraft along
with the reel and part of the structure. A very gentle return
flight to base followed.
(McDonnell Douglas Photo)
1928 Douglas T2D-1 U.S. Navy torpedo plane powered by two
Wright R-1750 engines. Nine examples were built.
VINTAGE AIRPLANE 9
(A.C.Miller Photo)
This caravan was transporting a PD-1 from the Douglas plant
toHuntington Beach in San Diego.
DOUGLAS PD-1
Douglas built the twin-engined PD-1 Navy patrol boat
In 1929. It had an adjustable stabilizer, actuated by a
square threaded bronze screw working in an aluminum
casting. To illustrate our lack of knowledge at that time,
it was reasoned that the bronze part woul d be selflubricat-
ing. I was the mechanic assembling these first uni ts and
then installing them.
It didn't take too long to di scover that the units would
seize during use. It was obvious that a grease fitting was
the only solution. "Dutch" Kindl eberger was chief engineer
then . .. later he was the driving force at North American
that helped to build it into its present position. When
Dutch saw the problem, he instructed me to drill and tap
the units without disassembling them. Some rather nega-
tive conversation ensued with my refusal based on my
inability to keep chips and debris out of the mechanism.
Finally "Dutch" went stomping off, mad as hell , because
a lowl y mechanic would not do as he was told.
Unbeknown to either of us, Navy Commander Pace
was standing in the background, but well within hearing
range. He was the Navy's on-site representative. He
walked up to me and said "You were right" ... with a
li ttle smile and a nod of hi s head he went on. That little
incident stuck with me a long time.
One night, I was di sassembling the first ship in prep-
aration for delivery to the Navy. At 11:30 p.m. George
Strompl came to me and said, "Miller, you had better go
home and rest and be back here at 4:30 a.m. You know
the route so take this plane to Rockwell Field. Do every-
thing that's necessary and keep it guarded at all times, as
a lot is riding on thi s plane. We borrowed eight million
dollars to get it into production."
Ittook 16
1
/2 hours to travel a little over 120 miles' We
used my good 1928 Buick to lead the parade. The road ran
in and out of every canyon over the Torrey Pines Grade,
t hen through San Diego, down Market Street to Chula
Vi sta, and over t he Si lver Strand to the Navy Base.
The Admiral and hi s entourage were waiting for us.
As soon as we arrived, the Admiral was physically hoisted
out of his car and on top of the sponson. He wanted to see
the inside of the cockpit!
On the first two PD-1's, someone at Douglas failed to
install two bolts at the front spar attachment and three
on the rear spar attach point (all on the lower wing). Once
di scovered, there was an immediate call to San Diego
where the planes were based. George Strompl called me
in and told me to get my tools, equipment and the bolts,
then to get my butt to the Navy Base at North Island.
There was quite a reception party waiting with the
sai lors wanting to know where the bolts were to go. They
told me unceremoniously what they thought of people who
would allow a patrol boat to be delivered sans vital parts.
Although this cheery news was received after a long over-
water flight, everything worked out okay in the end.
Historical Note: It was this year, 1929 when Charlie
Miller received his mechanics license, number 7826. His
license was sti ll active 40 years later when he retired from
Douglas ... T.B.
Twenty-fiveoftheseDouglasPD-1 patrolflyingboatswerebuilt (McDonnell Douglas Photo)
in1929fortheU.S. Navy. PowerwastwoWrightenginesof525
hp.
10 APRIL 1983
NORTHROP
In later 1929 Dick Bowman was flying Ryan M-1's for
Pacific Air Transport on the mail route form Los Angeles
to Seattle. At a chance meeting, he gave me a glowing
report of the new Northrop plant activities at Burbank,
California. He described the monocoque fuselage developed
by John Northrop, plus other interesting aspects of his
work.
Northrop had built his first flying wing (actually it was
a semi-wing, with a tail boom) and the Northrop Beta's
were pretty well along by the time I applied for work there.
I was hired in January 1930 and put in charge of the
fuselage department at the start of the "Alpha" project.
While there I learned to have great respect for the mental
capacity of Jack Northrop, as well as his number one
assistant in engineering, Don Berlin. At that time Ed
Heineman and Roy Russell entered the picture.
Northrop Alpha under construction in 1930.
That original flying wing was flown only by Eddie
Bellande who was in great demand as a test pilot. He was
making test flights for Lockheed, Mark Campbell's "Gol -
den Eagle," this Northrop, plus others. In those days of
great and daring test pilots, Eddie was fairly close to the
top of the list.
Without a shred of evidence to support my attitude
(just a gut feeling I've never been able to dismiss) I believe
there was a direct connection between the Beta and the
Japanese Zero Fighter of WWII . This is based on the fact
that an outgrowth of the Beta was a very lightweight
pursuit, built by Douglas. This ship showed great promise
~ m had phenomenal performance. On one flight it was
making low level passes going from Point Dume heading
south, when it just disappeared without a trace. There are
just too many of the same design features which show up
in the Zero and the Douglas Pursuit.
Another outstanding test pilot of that era was Eddie
Allen. He was test flying the Beta powered with the Wasp
Jr. Near the end of the tests the inspector from the depart-
ment of Commerce ordered the aileron travel restricted.
We fabricated some aileron stops and installed them to
give the degree of travel ordered by the inspector.
Eddie then took the ship up to 10,000 feet and went
through a series of spin tests. When we thought he was
coming in for a landing, he climbed back to altitude and
threw the little ship into a violent spin. On pull-out it was
immediately obvious that all was not well as the ship
began to barrel roll. In that last spin, Eddie had moved
the ailerons past the stops and now he was unable to get
them back to normal.
Most other pilots would have jumped in this situation
but Eddie was trying to save the ship. As we watched with
a great deal of apprehension, Eddie headed toward a fairly
flat cloud deck and started practicing landings out of a
roll. The first few attempts were not encouraging, but
steadily he improved his technique. With the engine nearly
wide open and all controls forced to their extreme limits,
he could posiiton the ship into a nose high attitude with
the wings level for a very short period of time.
With nearly a full load of fuel on board he had to fly
around for another hour to reduce that hazard.
The actual landing was nearly anticlimatic as Eddie
rolled the ship down to approximately 100 feet of altitude
at full throttle. Then he straightened out just as he had
practiced and touched down. It was a bouncy, down-wind
landing and he used up most of the field, but he and the
ship were both okay.
Another pilot (identity withheld) convinced Ken Jay,
the company president, that he was a test pilot. He was
not. He took off in the prototype Northrop Alpha and soon
ran into trouble. Bailing out, he came floating to earth via
1930 Northrop Alpha, X-127-W, SIN 2, with P&W Wasp engine.
The Alpha was the first all-metal, stressed-skin monoplane with
a multicellular wing structure. It ushered in the era of modern
low-wing monoplanes. Roy Russell Photo)
his parachute. He said the plane had vibrated so violently
that he'd been thrown out.
The plane landed itself in the dry Los Angeles River
bed only to be upset when it hit an obstruction on roll-out.
Unfortunately the wreck burned destroying all evidence.
The pilot most likely experienced a wing flutter situa-
tion and realizing how far he was over his head, he took
the safe way out by jumping.
Roy Russell at Northrop.
A little later Roy Russell and I were watching Eddie
Allen make some low level , high speed runs in the next
Alpha near United Air Terminal when a serious flutter
developed. Eddie cut the power, pulled up into the traffic
pattern and made a normal landing. The pronounced aile-
ron droop told us where the trouble was.
At any rate it was a real shame to lose the prototype
Northrop Alpha so unnecessarily.
TW A operated Alphas as transports and mail planes
and a new landing gear fairing was devised for their
aircraft. This was simply an added section between the
center section and the outer wing panel to which the gear
was attached. The gear was heavily braced and then faired
in. This was developed and put into use in October and
November of 1931.
The Northrop system for fabricating a fuselage was
unique for that time. We used gore cut sheets that were
flanged and then roll formed. The roll bed was a leather
covered sand bag. Longitudinal and vertical templates
were used to check accuracy of this compound curve. The
roll hinge point was 8 to 10 feet above the bed.
1931 NorthropBeta withWaspJr.Thiswasthefirstairplaneof
300 hptoexceed200 mphandtheforerunnerofall-metalsport
planes.
(8)
Yet>

:5....N"t> "BAG
(C)
[
Never, to my knowledge, had anybody used the all
metal construction techniques devised at Northrop. When
Douglas acquired Northrop, the stressed skin wing design
developed for the Alpha, Beta, and others was the most
beneficial gain. There were no spars in this concept and
this wing design was also used in the construction of the
Douglas DC-I, DC-2 and DC-3 transports.
I recall those wing sections very well. Essentially they
were flanged and tapered plates or sheets in which holes
were punched in a predetermined pattern. The space be-
tween the holes was "nibbled" out using electric shears,
usually in a triangular pattern. All edges were then debur-
red and finally the internal and external flanges were
bent. This resulted in a stiffened bridge beam of very light
weight.
(RoyRussell Photo)
DOUGLAS YO-31 1930/1933 The fabric covering had a crazy attach scheme with
An Army Air Corps major dreamed up the wing struc-
for this aircraft. Evidently he had a great deal of pull
In places. The wing had several obvious design faults
which were not corrected until forced to do so by the results
from testing. There were problems also with the fuselage
and empenage, but I don't recall the specific details.
! remember the problems with the wing very well. The
deSign concept was that of a box section. The spars were
a light, flanged section with compression and
tensIOn loads taken by the longitudinally installed corru-
gated skin. Nose and trailing edges were standard truss
braced sections.
every rib over this box section fastened in place by "stand-
offs" and sewn in place with curved needles. This was an
extremely tedious job.
Initially the box section was reinforced with "finger"
style doublers. On one test, the wing was loaded and
predictably, it collapsed. The Army Air Corps inspector
was overjoyed and we were delighted in the belief that
this would be the end of the horrible design. However,
much to our chagrin we were instructed to install more
and heavier gage doublers. Thus the side plates nearly
became the equivalent of a spar.
Author's Note: Total production of all variants of the
YO-31 totalled 13 ships . .. T. B.
(0)
COVE-RING
FOKKER F-VII
In about 1932 a Fokker Tri-Motor filled with cadets
landed at Clover Field, Santa Monica, right along the side
of the Douglas plant. It ground looped about two-thirds of
the way down the runway. Unfortunately this unplanned
maneuver ran the Fokker smack into a large and very
solid incinerator. This did not do the center engine a lot
of good, but we found it to be repairable.
. .The that stands out in my mind concerning this
Incident IS that the wicker cabin seats were held in place
with leather dog collar type straps.
On impact, the cadets, seats and what have you were
all deposited in one large heap at the front of the cabin!
Over the intervening years the method of seat attachment
has shown vast improvement.
(Continued next month)
Douglas YO-31 A U.S.A.A.C. observation plane with 600 hp Cur-
tiss Conquerer engine. Photo dated 3-10-33.
VINTAGE AIRPLANE 13
2ND ANNUAL
FUN FLY FESTIVAL
Story & Photos by Gene Chase
The International Miniature Aircraft Association
(lMAA) is only three years old, but in that short period
they have grown to over 3,000 members and more than
100 chapters. The organization is truly international, with
overseas chapters in eight countries as well as throughout
the U.S.
The IMAA is dedicated to promoting interest in build-
ing and the safe flying of giant size radio controlled model
aircraft. The average member is an experienced modeler
who craves the realism giant scale offers in a relaxed
atmosphere. They sponsor festivals rather than competi-
tion-oriented contests and their second annual affair was
a huge success.
Held at Ida Grove, Iowa, August 27-29,1982 the festival
was a mini-Oshkosh with both static and flying displays,
major manufacturer exhibits, concessions, camping, even-
ing entertainment, and non-stop hangar flying. The 450
giant scale models presented a Mind-boggling sight and
the realism of these beauties in flight was something to
behold.
Ida Grove is located in northwestern Iowa about 50
miles from Sioux City and the IMAA Festival was hosted
by Byron Godberson (EAA 198967) and his company,
Byron Originals, producers of quality scale model RIC kits
and accessories. The site featured a beautifully manicured
700' x 300' grass runway for the models and a 3,000' hard
surfaced runway for the full scale planes which Byron
personally invited to participate in a daily airshow and
fly-by.
The EAA Museum was represented by Gene Chase and
Pat Packard in the Ryan Spirit of St. Louis replica and
Jim Barton flying the Stinson SM-8A. Coincidentally, all
of the other pilots were also EAA members, including Dr.
Dick Dieter, T-28; Vince Mariani, Waco VKS-7; Duane
Cole, T-Craft, Joe Schumacher, Christen Eagle; Ray
Stutsman, P-47; Jack Spanich, Douglas Skyraider;
Stutsman/Dieter, TMB; Tom Bohn, VariEze and a T-34.
We know that several of the IMAA members who were in
attendance with their models were also EAA members as
indicated by their familiar blue jackets containing
Oshkosh patches.
A nice assortment of both civilian and military aircraft
were represented in model form, such as a giant B-17
brought to Ida Grove from west Germany by its five buil-
ders; a 16'7" Stinson Model Tri-Motor weighirtg 99,5 Ibs.;
a B-29 with a 16'6" wingspan and weighing 150 Ibs.; a
1/3-scale Sopwith Pup with a 9' wingspan, plus many, many
more.
At the invitation of Byron Godberson, the 3rd Annual
IMAA Fun Fly Festival will also be at Ida grove, scheduled
for four days, August 18-21, 1983. If the weather cooper-
ates, a fabulous time is guaranteed. For additional infor-
mation, contact Byron Originals, P.O. Box 279, Ida Grove,
IA 51445. 712/364-3165 .
Clancy Lintner, No. Canton, OH, standing behind the rudder of
his giant scale Shrike Commander, runs up the engine prior to
the plane's maiden flight. As a safety precaution, this test flight
was scheduled early Saturday a.m. before the crowds arrived.
Ray Stutsman (EAA 110204), Elkhart, IN approaches for a perfect
3-point landing in his Oshkosh '82 Grand Champion P-47. This
warbird was a favorite of the modelers at Ida Grove.
14 APRIL 1983
This quarter scale Starduster is being checked out by Corky
Heitman (at right with transmitter) who was preparing to make
the first flight of the plane for owner/builder AI Williams (EAA
199827) of Philadelphia, PA who is standing behind the model ' s
right wing.
The castle motif is evident in many of the Godberson properties,
both externally and internally. This elegant scene is the back
wall of Byron's hangar and the radio controlled models hanging
from the ceiling represent some of the products available from
Byron Originals.
Byron Godberson (EAA 198967) of Ida Grove, IA hosted the 2nd
annual IMAA meet, and has invited the group back again in '83.
Byron owns and flies a Cessna 310 and Waco UPF-7 as well as
radio controlled scale models.
The daily pilot briefing was conducted by Dean Copeland of
Lincoln, NE. The heavy white line marked one side of the runway.
VI NTAGE AIRPLANE 15
U. S. Ai r Force DeHaviiand L-20 Beaver, 51 -6485, photographed
on 18 Feb. 1954 at K-16 Air Force Base, Seoul , Korea.
Army North American L-17C, 47-1339, assigned to the 5th Light
Aviation Section, X Corps (Group). Photo taken at K-16 Air Force
Base, Seoul , Korea on 5 Feb 1954.
LIAISON AIRCRAFT-
KOREAN WAR ERA
By Norm Petersen
EAA Staff Editorial Assistant
(Photos by Charles N. Trask)
In the April 1982 issue of The VIN-
TAGE AIRPLANE, E. E. "Buck" Hil-
bert wrote a story detailing his experi-
ences in Japan and Korea during the
Korean War. This article stirred
another member to bring forth his
photos from the same conflict.
Charles N. Trask (EAA 69291,
AIC 3163), a retired Army Master
Sergeant from Stevens Road, Box 194,
RD 2, York Haven, PA 17370, has
submitted a series of aircraft photos
he made while serving two tours of
U. S. Air Force Stinson L-5-VW, 42-98253,
assigned to Headquarters 5th AF. Photo
taken at K-16 Air Force Base, Seoul , Ko-
rea on 28 Aug 1953.
Auster AOP6, WE 591 , of the British Commonwealth Forces,
Aero Commander 520, C/N 130, Republic
Korea photographed at K-16 Air Force Base, Seoul, Korea on
of Korea Air Force 503 (ex N2617B),
21 Sep 1953. Non-standard colors are: slate gray & sand camouf-
photographed at K-16 Air Force Base,
lage, light blue undersides, white lettering and General's Star
Seoul, Korea on 4 Apr 1954.
on red background on cowl.
16 APRIL 1983
duty in Korea during the early fifties.
Buck Hilbert forwarded them for our
use in The VINTAGE AIRPLANE.
Attached to Headquarters, 8th
Army in Seoul, Korea, Charles man-
aged to do a great deal of courier travel
and while carrying out these assign-
ments, he traveled in almost every
kind of aircraft used by the many
forces during the war. Using mostly
116 and 616 film , Charles photo-
graphed many different aircraft and
often developed the films in cereal
bowls, sitting on the floor while work-
ing under a GI blanket and counting
the seconds!
Published herewith are eight of Mr.
Trask's pictures with more to foll ow
in later issues. Besides an active EAA
member for many years, Charles is
busy rebuilding a World War II
Taylorcraft L-2B in his spare time .
United States Marine Corps Cessna OE-1 , Bu 136891, photo-
graphed at K-16 Air Force Base, Seoul, Korea on 13 Jan 1954.
The only L-19 ever used by the Canadians was this Cessna
L-19A-CE, 51-4754, photographed at K-16 Air Force Base, Seoul,
Korea on 13 Nov 1953. Notice the damaged tailwheel and/or
tailspring.
Quartering rear view of an Auster AOP6, VF661 , used by the
British Commonwealth Forces in Korea. This liaison aircraft,
which traces its ancestory to the American Taylorcraft, was
photographed at K-16 Air Force Base, Seoul, Korea on 6 Aug
1953.
VINTAGE AIRPLANE 17
CALENDAR OF EVENTS
We would like to list your aviation event in our calendar_ Please send
information to the Editor, The VINTAGE AIRPLANE, P_O_ Box 229, Hales
Corners, WI 53130. Information must be received at least two months in
advance of the issue in which it will appear_
APRIL 15-17 - KILL DEVIL HILLS, NORTH CAROLINA - Wil bur Wright
Birthday Fly-In at Wright Brothers Memorial and First Flight Airstrip. Spon-
sored by First Flight Society, National Park Service and EAA Chapter 339.
Camping nearby, bring own tie downs. Dinner and awards presentation
Saturday night. Contact Outer Banks Chamber of Commerce at 919/261-
2626.
APRIL 29 - MAY 1 - ROANOKE RAPIDS, NORTH CAROLINA - EAA
Antique/Classic Chapter 3 Fly-In. Antiques, Classics and Homebuilts wel-
come. Contact Geneva McKiernan, 5301 Finsbury Place, Charlotte, NC
27211 .
APRIL 30 - MAY 1 - BOLIVAR, TENNESSEE - EAA Chapter 763 Annual
Spring Fly-In and Air Show. Contact Billy Whitehurst, Hardeman County
Airport, Bolivar, TN 38008. 901 /658-6282.
MAY 1 - ROCKFORD, ILLINOIS - EAA Chapter 22 Annual Fly-In Breakfast.
Eastern Aviation, Greater Rockford Airport. 7 a.m. 'til noon. For information
call 815/332-4708.
MAY 7 - FRANKLIN, WISCONSIN - Midwest Aero Historians Spring Meet-
ing. EAA Aviation Museum, 11311 W. Forest Home Ave. Registration at
8:30 a.m. , program at 1 :00 p.m. Clete Ahler, Crew chief on Convair B-36,
Reuben Kaiser, B-24 pilot in the 15th Air Force in Italy, and John Kmet,
Wisconsin Squadron, Confederate Air Force. Contact Ken Berkowitz, 707
W. Maplewood Ct. , Milwaukee, WI 53221 . 414/482-0696.
MAY 13-15- HAYWARD, CALIFORNIA-Hayward to Las Vegas Proficiency
Air Race. Private Pilots License required. Awards and trophies, cash prize.
Kits $3.00 from Hayward Air Race Committee, 20301 Skywest Drive,
Hayward, CA 94541 . For information call Lou Chianese at 415/581-2345,
ext. 5285.
MAY 15 - POINT PLEASANT, WEST VIRGINIA - Fly-In Breakfast sponsored
by Mountaineer Chapter of 99's at Mason County Airport. Starts at 8:00
a.m. Everyone welcome. Contact Lois A. Fida, #308 N. York St., Wheeling,
WV 26003.
MAY 20-22 - CAMBRIDGE, MARYLAND - Ninth Annual Potomac Antique
Aero Squadron Fly-In at Horn Point Aerodrome. Banquet Saturday evening.
Contact Robert K. Graulty, P.O. Box 4013, Arlington, VA 22204, 301 /449-
5346 or Bob Mertin at 301 /643-6744 or Pat Merchant at 301 /228-4924.
MAY 20-22 - COLUMBIA, CALIFORNIA - Seventh Annual Luscombe Fly-In.
For information contact Continental Luscombe Assn ., 5736 Esmar Road ,
Ceres, CA 95307. 209/537-9934.
MAY 21-22 - PORT TOWNSEND, WASHINGTON - Second Annual
Rhododendron Grass Roots Air Fair. Ultralights, homebuilts, antiques, hot
air balloon race. For information contact Ken McMillen, P.O. Box 719,
Hadlock, WA 98339.206/385-2323.
MAY 22 - MOUNDSVILLE, WEST VIRGINIA - Second Annual Bombing
Contest sponsored by EAA Chapter 738. At Marshall County Airport. For
information and entry info contact Marshall County Airport, Moundsville,
WV 26041 , 304/845-0200.
MAY 27-29 - ATCHISON, KANSAS - Greater Kansas City Area Chapter,
Ant ique Airplane Association Annual Fly-In at Amelia Earhart Airport. Early
arrivals will be served supper Friday evening with awards banquet on
Saturday night . Dormitory accommodations are available and camping is
allowed. 80 and 100 octane gas is available. Contact Bill Hare, 6207 Riggs,
Mission, KS 66202 or George Hefflinger, 3510 North 99th Street, Kansas
City, KS 66109.
MAY 28-30 - WATSONVILLE, CALIFORNIA - Watsonville Antique Airshow
sponsored by the Northern California Chapter of the Antique Airplane
Association and the Watsonville Chamber of Commerce. Contact Richard
Borg, 6515 San Ignacio Ave., San Jose, CA 95128.408/226-3603.
MAY 29 - SALMON, IDAHO - Fly-In with ultralights, gliders, antiques, etc.
For information write P.O. Box 698, Salmon, ID 83467.
JUNE 3-5 - BLAKESBURG, IOWA - 3rd National Bucker Fly-In and Tigre
Days. Vintage National Aerobatic Contest. Contact John Bergeson, 615
W. May, Mt. Pleasant, MI 48858. 5171773-3436.
JUNE 3-5 - MERCED, CALIFORNIA - 26th Annual Merced West Coast
Antique Fly-In at Merced Municipal Airport. For information contact Dee
Humann, Registration Chairman, Merced West Coast Antique Fly-In, P.O.
Box 2312, Merced, CA 95344. 209/358-3487.
JUNE 5 - CADIZ, OHIO - Third Annual Fly-In Pancake Breakfast at Harrison
County Airport. Sponsored by E. F. Aircraft Service and Cadiz Volunteer
Fire Department. Starts at 8:00 a.m. Rain date, June 12. Prizes for antique
and experimental aircraft. For information contact Lois A. Fida, #308 N.
York St ., Wheeling, WV 26003.
JUNE 5 - DE KALB, ILLINOIS - EAA Chapter 241 Annual Fly-In, Drive-In
Breakfast 7 a.m. 'til noon at DeKalb Municipal Airport. Contact Marlin
Crown, 159 Thomas Street, Sycamore, IL 60178. 815/895-6856.
JUNE 5 - ARLINGTON , TEXAS - Benefit Air Show sponsored by EAA
Chapter 34 to raise funds for World Aerobatic Competition. At Arlington
Municipal Airport, 2 miles south of 120 on S. Collins. From 2:00 to 4:00 p.m.
JUNE 10-12 - DENTON, TEXAS - Texas Chapter Antique Airplane Associ -
at ion Fly-In. For information contact Bob Landrum, Rt. 4, Box 14Q,
Roanoke, TX 76262, 817/430-3387 (after 6 p.m .) or Jack Winthrop, Rt. 1,
Box 111 , Allen, TX 75002. 214/727-5649.
JUNE 10-12 - MIDDLETOWN, OHIO - Aeronca Fly-In, including tours of
the Aeronca factory and U.S.A.F. Museum. Banquet on Saturday night
with speaker and aircraft judging awards. For more information contact
Jim Thompson, Box 102, Roberts, IL 60962, 217/395-2522.
JUNE 12 - REDDING, CALIFORNIA - 10th Annual Fly-In breakfst and air
show at Muni Airport. Trophies, door prizes. 916/222-5225.
JUNE 17-19 - TRAIL, BRITISH COLUMBIA, CANADA - Trail Flying Club's
8th Annual Fly-In. Homebuilts, antiques, classics, ultralights. Camping on
field. Trophies, prizes. Hangar dance and barbeque.
JUNE 18 - TOMS RIVER, NEW JERSEY - 7th Annual Antique & Homebuilt
Fly-In at R. J. Miller Airport, Berekely Twsp. Trophies, flour bombing
contest, plane rides, refreshments. Admission free. Rain date June 19.
Contact Tom or Vivian Tedrow, Box 451 Three Brooks Rd., Freehold, NJ
07728. Phone 201 /780-0765.
JUNE 21 - JULY 11 - HOBBS, NEW MEXICO - 18th World Soaring
Championships. For information contact Soaring Society of America, Box
66071 , Los Angeles, CA 90066. 213/390-4447.
JUNE 24-26 - HAMILTON, OHIO - 24th Annual National Waco Reunion
Fly-In. Sponsored by the National Waco Club. For information contact Ray
Brandly, 700 Hill Avenue, Hamilton, OH 45015.
JUNE 24-26 - PAULS VALLEY, OKLAHOMA - Pauls Valley, Oklahoma
Fly-In sponsored by Greater Oklahoma City Chapter AAA. Contact Bob
Akin, Flying A Ranch, Route 1, Box 133-D, Washington, OK 73093. 405/
288-6161.
JUNE 25-26 - ORANGE, MASSACHUSETTS - 7th Annual New England
Regional Fly-In Sponsored by EAA Chapter 726. Restricted parking, avia-
tion flea market, commercial exhibitors, seminars, overnight camping, food
and fuel available. Contact Paul Dexter, 15 Sunset Dr., Orange, MA 01364.
Tel. 617/544-6412, evenings only.
JULY 2-3 - SUSSEX, NEW JERSEY - 1983 Festival of Flight Fly-In at
Sussex County Airport. Sponsored by EAA AlC Chapter 7 and EAA Chap-
ters 73 and 238. All invited. Fly market , square dance, food, camping
permitted. Contact Ann Fennimore, 4 Ridge Road, Succasunna, NJ 07876.
201 /584-4154.
JULY 2-4 - BLAKESBURG, IOWA - Second Annual Aeronca Fly- In at
Antique Airfield. Aircraft judging, awards, forums and meetings of several
type clubs. For further information contact Aeronca Club, 1432 28th Ct. ,
Kenosha, WI 53140, 414/522-9014 or Antique Airplane Association, Rt. 2,
Box 172, Ottumwa, IA 52501 , 515/938-2773.
JULY 9 - GEORGINA TOWNSHIP, ONTARIO, CANADA - 3rd Annual
Antique, Sport and Specialty Aircraft Fly-In and Brunch at Georgina Civic
Centre Air Park. Contact Dick Shelton, Box 385, Sutton West, Ontario,
Canada LOE 1RO. 416/722-3295.
JULY 15-17 - MINDEN , NEBRASKA - National Stinson Club - 108 Section
Fly-In. All Stinson Lovers - 108 and Round Engines welcome. Aircraft
judging, forums, banquet Saturday night. Camping on field or motel (308/
832-2750) available. For further information contact George Ackerman,
Alliance, NE 3081762-4770 .
JULY 16-17 - HOLLISTER, CALIFORNIA - The Friendly Fly-In sponsored
by EAA Chapter 62. Contact Edward Shaules, 3910 Paladin Drive, San
Jose, CA 95124. 408/264-5714.
JULY 16-17 - NIAGARA FALLS, NEW YORK. 2nd Annual Fly-In and Inter-
national Airshow. Classics, warbirds and fly-bys. Two full days of aviation.
Contact Joseph Koch, 188 Schoelles Road, No. Tonawanda, NY 14120.
716/689-9392.
JULY 29-31 - COFFEYVILLE, KANSAS - 6th Annual Funk Fly-In. Antiques,
classics, homebuilts invited. Contests, trophies, dinner. Contact Ray Pahls,
454 Summitlawn, Wichita, KS 67209. 316/943-6920.
JULY 30 - AUGUST 6 - OSHKOSH, WISCONSIN - 31st Annual Fly-In
Convention. Start making your plans now to attend the World's Greatest
Aviation Event. Contact EAA, P.O. Box 229, Hales Corners, WI 53130.
AUGUST 8-12 - FOND DU LAC, WISCONSIN - EAA lAC International
Aerobatic Championships. For information contact EAA, P.O. Box 229,
Hales Corners, WI 53130. 414/425-4860.
AUGUST 21 - WEEDSPORT, NEW YORK - Antique, Classic and Homebuilt
Fly-In sponsored by EAA Chapter 486 at Whitfords Airport. Pancake
breakfast and air show. Contact Herb Livingston, 1257 Gallagher Rd. - B,
Baldwinsville, NY 13027.
SEPTEMBER 16-18 - RENO, NEVADA - Reno National Championship Air
Races at Stead Airfield. Qualifying September 13-15. Airshow. Contact
Greater Reno-Sparks Chamber of Commerce, P.O. Box 3499, Reno. NV
89505. 702/786-3030.
OCTOBER 14-16 - CAMDEN, SOUTH CAROLINA - EAA Antique/Classic
Chapter 3 Fly-In. Antiques, Classics and Homebuilts welcome. Contact
Geneva McKiernan, 5301 Finsbury Place, Charlotte, NC 27211.
18 APRIL 1983
M M R S ~ PROJE(jTS
This section of The VINTAGE AIRPLANE is dedicated
to members and their aircraft projects. We welcome photos
along with descriptions, and the projects can be either
completed or underway. Send material to the editor at the
address shown on page 3 of this issue.
Piper J-3C "Cub" restored in the Navy NE-1 markings of Airship
Squadron 32 based at Moffet Field, California during WW II.
Owned by Lew Levinson (EAA 78711, AlC 5439), 54 South
Longview Rd., Howell, NJ On31 and John Lynch of Howell, NJ,
the aircraft was restored by Robin Smith (EAA 57337, AlC 4975)
of 2543 Stearns Drive, Manasquan, NJ 08736. Additional help
came from many members of EAA Chapter 315 of Eatontown,
New Jersey.
MYSTERY PLANE
By George A. Hardie, Jr.
Here's another "mystery" from the
extensive files of member Mike Rezich
of Chicago, IL. This one's a rare one-off
by a famous designer whose products
made many records in the Golden Age
of aviation. The pilot standing in front
of the airplane also made a name for
himself during that period. Answers
will be published in the Mystery Plane
column in the June 1983 issue of The
VINTAGE AIRPLANE.
At press time no answers to February's Mystery Plane
had been received. Research by George Hardie tentatively
identifies it as being the Beachey-Stupar biplane built by
the Chicago Aero Works in 1913 for Hillery Beachey,
Lincoln's brother. (See the June 7, 1913 issue of AERO &
HYDRO. ) Any further information will be published in
this column as received.
Member Ken Pruitt of Albuquerque, NM writes about
the November 1982 Mystery Plane:
"I believe the photograph shows the second Stupar
biplane built for Earl Daugherty in 1914 and powered with
a 50 hp Gnome rotary engine. Daugherty (holding the wing
tip in the photo) was one of the several 'Exhibition Flyers'
doing air show work at fairs and other events just prior
to World War I. This is his second biplane built by the
Chicago Aero Works, designed and constructed by Max
Stupar, an Austrian born engineer. The first biplane was
similar but powered with a Curtiss OXX engine of 75 hp.
Improvements on the second machine allowed Mr.
Daugherty to do looping and other related aerobatic work."
Member Doug Rounds of Zebulon, GA thinks the airplane
is a Partridge-Keller of the same period.
More answers were received on the January 1983 Mys-
tery Plane. Correct identification was received from Mike
Rezich of Chicago, IL; Doug Rounds of Zebulon, GA; Don
Ready for installation of ailerons and propeller is this 1937 Waco
YKS-7, N1n36, SIN 4665, recently restored from a bare fuselage
by George Franchini (EAA 57692, AlC 3076) of P. O. Box 275,
Black Diamond, WA 98010. Painted in its original colors of Diana
Cream and Chocolate Brown with Berry Red trim, the Waco has
since been completed and flown. George is now in the process
of restoring a 1934 Waco YKC cabin model and a 1940 Funk
which may be rebuilt using a Ford Escort engine.
Fryock of Johnstown, PA; and George Tinker of Bangor,
ME. No one supplied further information on the name
"Silver Star".
We'd like your comments on the content of our Mystery
Plane column. Do you find it of interest to resurrect these
sometimes ancient examples of airplane design? Do we put
too much emphasis on the obscure types instead of the
more easily identified designs? Aviation's past is rich in
the many varied approaches to attempting to achieve the
perfect flying machine. We can learn much from study of
these early aircraft.
VINTAGE AIRPLANE 19
ByNorm Petersen
EAA StaffEditorialAssistant
While on assignment in Albuquerque, New Mexico
during January, I happened to notice the familiar shape
of a Stearman on the far side of the main runway at
Coronado Airport, a lovely field located at the base of the
towering Sandia mountains. An inquiry at the FBO office
introduced me to William Donald, sales manager for Sky
Scenes, Inc. of P.O. Box 10310, Albuquerque, NM 87484.
Permission was granted to take pictures of the Stearman
and Bill explained the unusual circumstances which
caused the old biplane to be at Coronado.
About three years ago, the owner of the Stearman was
making a landing at the airport and much to his eternal
chagrin, he landed on top of a Cessna 210. The propeller
of the Stearman sliced through the cabin of the 210 and
killed the pilot. The Stearman suffered only slight damage
and was parked where it now sits, its tires nearly flat .
Apparently the legal entanglements to all this have been
taken care of because the owner is ready to sell the Stear-
Boeing Stearman N4408N has been parked for three years fol-
lowing a landing accident. Fuselage has been metalized and
Lycoming 225 hp has been cowled. Airplane is in need of a total
rebuild.
man - where is, as is. Further information may be obtained
by calling Bill Donald at 505/821-7777. The registration
in N4408N, SIN 75-7689 and the airplane is registered to
O'Brien Enterprises Inc. , 1007 Calle Largo, Santa Fe, NM
87501.
A walk along the hangars produced some more interest-
ing airplanes. Tied down outside in the dry Arizona air
was a newly restored Stinson V-77 Gullwing. This massive
looking airplane had received large amounts of "TLC" and
even though the cowl for the 300 hp Lycoming had not
been installed, it was still a pretty sight for an antiquer.
Registered N73589, SIN 77-240, the Stinson is listed to
Harley M. Tenbrook, 5400 Montgomery N.E. , Albuquer-
que, NM 87108.
Very nice work is evident in this Stinson vnrestoration. Note
chrome plated step and spinner. Rib stitching on a wing of this
size is a major project itself!
Carefully tucked against the end of a row of hangars
was a visiting Bellanca 14-13, N74480, SIN 1593. Regis-
tered to Mark D. Kroska, 2510 Van Buren, Bellevue, NE
68005, the Bellanca sports a Lycoming engine conversion
with a Hartzell constant speed prop. Definitely a speedy
machine.
Closeup of Stearman reveals prop, nose and gear damage. The
Bellanca 14-13 was probably visiting Coronado Airport as it is
right lower wingtip also suffered damage in the accident de-
registered to a Nebraska owner. Note different cowling for
scribed in the story. Lycoming conversion with constant speed prop.
20 APRIL 1983
HavingflownconsiderabletimeinTaylorcraftN43168,
itwasinterestingtonoteanotherTaylorcraftBC-12Dtied
downwiththenumberN43021 onthetailsurfaces.Regis-
tered to Richard E. Hutchins, 4115 Mescalero Rd. N.E.,
Albuquerque, NM 87110, the Taylorcraft (SIN 6680) ap-
pearedtohavea littlemorehorsepowerthantheoriginal
65 Continental.
Taylorcraft BC-12D had been upgraded to a full electrical system.
Note landing light in left wing. Covers on top cowl indicate
shielded ignition for radio use.
On the far end ofthe ramp sata 1941 Aeronca Chief
CA-65, N33884,SIN CA14101. Thisrathernicetwo-place
antique is owned by Norman A. Evans (EAA 139869)of
9604St. AndrewsCt. N.E.,Albuquerque,NM 87111. Itis
ajoytoseeairplanessuchasthisAeronca,overfortyyears
old, still being flown regularly and giving its ownerthe
joysofflight. Iguessthatiswhattheaviation"bug"isall
about.
This 1941 Aeronca Chief, N33884, is flown regularly judging by
the exhaust streaks. Unusual is the strobe or rotating beacon
on top of the cabin roof. Note gust lock on fin-rudder; always
a good idea to prevent wind damage.
LETTERS TO THE EDITOR
DearGene:
I joined the AntiquelClassic Division a year ago and
this is the first time I've written to anyone within the
organization.I'veenjoyedThe VINTAGE AIRPLANEvery
much.
The January '83 issue contained two letters to the
editor that made me perk up. Vernon Sudbeck applies
butyrate color dope as the final color coat instead of
Polytone in the Poly-Fiber process. He has done this be-
cause members of EAA Chapter 319 discovered that
Poly tonecrackedprematurely.Mr.RayStitswarnedthat
applying butyratedope on top ofStits Poly-Brush might
resultinpeeling.
I don't claim to be an expertinfabric work, although
I've worked with all aircraftfabrics.I've found thePoly-
Fiberprocessto be outstanding,andI thinkPoly-Tone is
a marvelous wet-lookingpliablefinish.
I think many problems in fabric work are created by
surfacesnotbeingcleanandperfectlydrypriortoapplica-
tion ofliquidsinwhateverprocess is involved. Too much
aluminum paste or powder in the "silver" sanding and
protectivecoatswillreducetheadhesionofthecolorcoats
- andthere will becrackingand peeling.(I've yetto find
a batchofStitsPoly-Spraycontainingenoughaluminum
powder.Invariably,powderinsuspensionwillsettletothe
bottom of the container, and no amount ofstirring the
Stitssoup would make itadquately"rich" inpowder- so
we have to addpowder!)
The last time I used the Poly-Fiber process was in
recovering a Super Cub and several Ag Cats for an ag
outfit.Ouragshopwasfarfromidealinservingasafabric
shop. This work occurred during off-season, the worst
weather!Suchmeanthighhumidityandlowtemperatures
in addition to the filth and grime usually found in hard
workingagoutfits.TheothermechanicandIhadtobattle
the elements, filthy working conditions and those who
instinctively placed filthy hands on the taut fabric sur-
faces.Oursource ofheatwasa kerosene burninghotair
blower.Thisunitkeptthesurfacesandour"soups"warm
prior to application, and the blower would be turned off
whilequickcrosscoatsweresprayedon! Afterfumes dis-
sipated, we cranked on the blower again. Surfaces not
beingworked on were under a 4 mil. plastic cover atall
times.Priorto applicationofspraycoats,surfacesalways
wererubbeddownwithcleanragssoakedinasiliconeand
wax remover.
Thistookcareofthedustandhandprints.Thisremover
is available atmostauto paintsupply houses.
Finally, following manufacturers' recommendations
andkeepingsurfacesdryandcleanshouldresultinattrac-
tive, durable fabric jobs. There is little to be done when
themanufacturerturnsoutabadbatchof "soup,"andthis
happens. Unhappily, itmay notbe discovered until after
manymonthsofflying.
Now ifonly someone would tellmehow to keep Poly-
Tone from peelingoffofmetalsurfaces!
Sincerely,
W.C.Ware,Jr.
(EAA 3328, AlC 5974)
4932 AthensBlvd.
VirginiaBeach, VA 23455
DearSir:
I amenclosinga pictureofmy CurtissPusherbackin
thelate1930sandIhaveusedautogasinit.TheSzekely
S.R. 35 turns over at 1750 rpm with aviation gas. With
Fleet Wing I lost 25 rpm and with Amoco High Test it
turnedover 1775 - 25 rpmmore thanthespecs.
Yourstruly,
JohnA. WalckSr.
(EAA)
274 E. ThomasAvenue
Hellertown, PA 18055
VINTAGE AIRPLANE 21
tRe
01

Jacket - unlined tan poplin with gold and
white braid trim. Knit waist and cuffs, zipper
front and slash pockets. Antique/ 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 rearband) ........... $ 6.25 ppd
Antlque/Clasllc Patches
Large- 4W' across.............. $ 1.75ppd
Small - 3V4" across. .... ... ... ... $ 1.75 ppd
Antlque/Clasllc Decals -
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Available BackIssuesofThe VINTAGE AIRPLANE
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(Continued from Previous Page)
DearGene:
Ireadyourarticle,"AlaskaAntiques"on page8ofthe
January 1983 issue of The VINTAGE AIRPLANE. The
Cunningham-HallPT-6hasalwaysinterestedmebecause
ofthe similarity with theLairdWhipporwill.
IhelpedcleanupaPT-6,NC461EGrandPrairie,Texas
for a man named Lou Foote who ran the Grand Prairie
Airportatthetime.Idonotrememberifhewastheowner.
IbelievethisonewasthefirstonebuiltandI'menclosing
a coupleofsnapshotstakenbymywifeandmyselfinJune
orJuly, 1941.
IwasworkingatNorthAmericanAviationwhichwas
about two miles down the road. Grand Prairie Airport
became a school for the Civilian PilotTrainingProgram
Nineteen-year-oldCharles"Chuck"Laird,Jr.posesbytheCun-
ningham-HailatGrandPrairie,TX.Engineisa300hpWrightJ6.
22 APRIL 1983
a few monthslater. As I remember, thePT-6 wasa prac-
tical, "no frills" work plane which was very well put to-
gether.
I hope thisinfo and thephotosareofsome interestto
you. Ifthereisa possibility thattheAlaskaairplaneand
this one are one and the same, I would be interested in
hearingaboutit.
Bestregards,
Chuck Laird
(EAA 6633, AIC 2993)
P.O. Box 335
Adelanto, CA 92301
Editor's note: Chuck Laird is the son ofCharles Laird who
was a brother of Matty, Harold and Will Laird.
-
According to Juptner's "U.S. Civil Aircraft - Vol. 2," page 220,
this Cunnin:::lham-Hall PT-6, NC461E is the prototype. Chuck
Laird'swifeisstanding bythedoor.
Classicowners!
Int.riorlookingahabby?
cC:J
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ADDRESSALL LETTERS TO EAA OR THE PARTICULAR DIVISIONATTHE FOLLOWING ADDRESS:
P.O. BOX229- HALES CORNERS, WI 53130- PHONE(414)425-4860
OFFICEHOURS: 8:30- 5:00MONDAY-FRIDAY
VINTAGEAIRPLANE 23