By E . E. "Buck" Hilbert, President
EAA Antique/Classic Division
No one knows better than your Division President what a great bunch we have in EAA. No matter if I'm in Hartford, Las Vegas, Portland or Atlanta, these EAA'ers are "Good Guys!". I've called and talked with them all over the country. I find them responsive, interesting, and interested in our organization. I feel the Antique and Classic Division members are a special interest group. Some of them are members of the lAC and the Warbirds, too, but there isn't one of them who doesn't have a soft spot for the airplane they admired as a kid, or even more so the ship they soloed in, and that makes for a special and nostalgic interest. And they believe in the Division. I hear from them all the time and they come from all walks of life . . . gas boys, crane operators, medics, architects, cops, mechanics, designers, factory workers and even airline pilots. The greatest group of guys I could ever hope to know. I love everyone of them and there isn't one of them who wouldn't jump all the way across Lake Win足 nebago if he thought he could help EAA and the Division. I'm real proud of them all, and to足 gether we are building the Di visi on into somethi ng all EAA'ers wi II have every right to be proud of. A FORD WAS A FORD AND WILL BE A FORD AGAIN!
There is a project coming up that our Division should be very interested in. June 16, 1973 there was this big wind that blew in from somewhere, and it just made an awful mess out of a whole bunch of airplanes at Burlington, Wisconsin. Among them was a Ford Tri-Motor. Well , the insurance company and a couple of very interested and dedicated EAA'ers came to an agreement and EAA now has the remains of this big old monster. Shortly there will be a lotta talk about "Saving the Ford" and with the help of the mem足 bers' contributions of time, labor and, above all, money, we will have this big guy flying again. Can't you just see this great big beautiful corrugated wing wagon in EAA colors? Think of it! A Ford Tri-Motor! EAA's FORD TRI-MOTOR! What say we get the jump on everybody and start this thing rollin'. Send us some bucks, and send us any leads you may have on parts for restoration . If anybody can do it our Division can! Let's be the main instigators on this pro足 ject. Let's hear some opinions on this one.
2
VOLUME 1 -
JULY 1973
NUMBER 8
TABLE OF CONTENTS From The Publ isher . .. Paul Poberezny . .. . ...... . ..... . ..... . . ... . . . . . ... . .. ... ..... .... . . .. Rearwin Review . .. Bill Hodges. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. " He 's" Back! . .. Buck Hilbert. . . . . . . .. . . .. .. . . . . .. . . . . . . . . . . . . . . . . . . . . .. . . . . .. . . . . . .. . .. . . .. What Ever Happened To The Tunison Scout? ... J ack Cox . . . . ........... . . . .... . ..... ... . . 1973 Waco Fly-ln ... R ay Brandly . .. . . .......... . . . ... . . . .... ...... . . .......... . ... .. .... . .. Around The Antique-Classic Wo rld ... . . . . ... ... . . .. . .. .. ... . .. .... ..... .. .. . .. ... . . . .. ... .. Cal end ar of Events . .... ...... . ... ... .. .. ..... . .. . . ... ..... ...... .. .. . . . . .. .. .. .. . ... . . .....
4 5 9 11 13 16 18
HOW TO JOIN THE ANTIQUE-CLASSIC DIVISION Membership in the EAA Antique-Classic Di"ision is open to all EAA members who have a special interest in the older aircraft that are a proud part of our aviation heritage . Membership in the Antique Classic Division is $10.00 per year which entitles one to 12 issues of The Vintage Airplane published monthly at EAA Headquarters. Each member will a lso receive a special Antique-Classic membership card plus one additional card for one's spouse or other designated family member. Membership in EAA is $15.00 per year which includes 12 issues of SPORT AVIATION. All mem ~ership correspondence should be addressed to: EAA , Box 229, Hales Corners , Wisconsin 53130.
EDITORIAL STAFF Publisher Paul H. Poberezny Assistant Editor Gene Chase ON THE COVER . . . Lusco m be Ph ant om now In the E AA Museum. Pho to b y Dick Sto uff er
Ed itor Jack Cox Assistant Ed itor - Golda Cox BACK COVER ... Wil L Wat erm an ' s T-Cr aft. Photo b y Dick Sto uff er
ANTIQUE AND CLASSIC DIVISION OFFICERS PRESIDENT E. E. HILBERT 8102 LEECH RD. UNION . ILLINOIS 60180
VICE PRESIDENT J. R. NIELANDER , JR . P. O. BOX 2464 FT. LAUDERDALE , FLA.
SECRETARY RICHARD WAGNER BOX 181 LYONS , WIS . 53148
TREASURER NICK REZICH 4213 CENTERVILLE RD . ROCKFORD, ILL. 61102
33303
DIVISION EXECUTIVE SECRETARY DOROTHY CHASE , EAA HEADQUARTERS
Postmaster: Send Form 3579 to Antique Classic Aircraft, Inc., Box 229, Hales Corners, Wisconsin 53130 Copyright © 1973 Antique Classic Airc(aft. Inc. All Rights Reserved .
3
REARWIN REVIEW By Bill Hodges
Assistant Director
EAA Air Museum
From The Publisher, Paul H. Poberezny The Antique-Classic Division of the Experimental Air craft Association has the potential of being one of the largest activities within the sport aviation movement. It brings together those with specific interests in aviation of the older and the classic airplane. The forming of Divisions within EAA was for a dif ferent purpose than one might think. No, it is not to ex pand and gobble up the good work of other fine organiza tions. It is to offer to those within our own International organization the opportunity to seek others with similar interests - the opportunity to participate and to help me guide the many aspects of sport aviation in a continued successful manner. It is to put out an additional separate publication through its own funding; to elect its own of ficers and directors; to help augment our International officers in carrying out their work and responsibilities; to help at the annual convention in preparing its forums, judging for awards, greeting and parking aircraft. We have' expanded the team; offering the opportunity to more people to become involved - delegated the re sponsibility. With more and knowledgeable leaders the possibility of our movement failing lessens. True, the work load at Headquarters in some areas is greater, how ever, the advantage outweighs this, and I hope always will . The FAA looks to us for greater leadership in all areas, whether it be antiques, classics, homebuilts or warbirds. Our desires to work with each other, to maintain and restore our aircraft with the highest degree of skill is well known throughout the FAA. This respect will al ways lessen the need for additional regulation. All of us together have developed a great family - a real fun and good fellowship group. We are giving pur pose to our endeavors and our machines. Though we may at times attempt to rationalize why we own and operate our birds, would we not have to do the same with a horse, golf clubs or a snowmobile in summer? I am very pleased with the growth and enthusiasm of our EAA members and Divisions. Our renewal rate for 1972 was approximately 88% and for 1973 could be a bit higher . I hope this speaks well for the work of our staff, our Divisions and the officers and directors. We will continue to do our very best. 4
Often over shadowed and oft-times ignored by aviation historians, the Rearwin series of aircraft has been sadly neglected for they were actually quality airplanes with good performance. Built in small numbers when com pared to such contemporary aircraft as the Taylorcrafts , Aeroncas and Pipers, the higher horsepower Rearwins could just never seem to make the grade against the lower horsepower, lower priced competition. However, as a re sult of the antique movement, the Rearwin has become a desirable airplane . Probably the best known of the Rear wins, the 6000M "Speedster", was one of the least pro duced. Popularized in model form , only eleven were built. At the age of 50, in June, 1928, Rae A. Rearwin, a successful lumberman of Salina, Kansas, entered the field of aviation. Inspired, as so many others, by Lindbergh's famous Atlantic crossing, he felt that as an experienced businessman he could succeed, where so many others had tried and failed. The first aircraft produced by the new company was the Model 2000C "Ken Royce", which was first flown in February 1929. Named after Rearwin's two sons, Kenneth and Royce, the high performance plane, was low on sales. X-44E, CIN 101 received its ATC September 18, 1929. In spite of placing first in the Class C Miami-Cleveland Air Derby of the 1929 National Air Races; and first in the 1929 Petroleum Convention Air Races in Tulsa, Okla homa; and first in the Colorado Springs-Pikes Peak Air Race of 1930, only 3 were built. A sister ship, the 2000CO was produced and received its ATC , April 16, 1930. Again placing first in the 650 cu. in. Sportsman pi lots event at the 1930 National Air Races in Chicago, the performance didn't payoff and only two are known to have been built. Meanwhile "back at the ranch", Rear win had moved the factory from Salina to Kansas City, Kansas' Fairfax Field in March 1929 where it would stay the rest of its life. The 2000CO prototype was NC400V, CIN 104. None of the 2000 series are known to exist. Determined to succeed in aviation, Rearwincame out with an ultra-light design known as the 3000 "Junior". The prototype X507Y, CIN 201 was first flown in March 1931 and received its ATC on July 9, 1931. The Junior did prove more popular than the "Ken Royce", though only 16 were built and 3 of those were converted to other models. The Rearwin Flying School, which had been es tablished after the move to Fairfax Field, used all models of the "Junior" extensively in their training program. Next in line was the one a nd only Model 3001 "Junior", X508Y CIN 202. This ship was converted to the proto type 4000 "Junior" NC508Y CIN 202A, however, and was ATCed on March 25, 1932. Eight of the 4000's were built, including conversions. Next along was the 3100 "Junior", with only two being built including one con version. The prototype was NC12513 CIN 219. ATC ap proval was made on May 6, 1932. The depression was in full swing though and sales dropped off. A total of 23 "Juniors" of all models were built and one is known to exist. Both Kenneth and Royce learned to fly in "Juniors"
(Pho to EAA Arc h i ves)
William L. Nyiri ' s 1935 Rearwin 9000L N15801 C/ N 437.
(Photo by Dick Stouffer)
Marion McClure ' s 1932 Rearwin 3000 N11092 C/ N 218 . Aircraft now owned by Oscar Cooke , who purchased first " Junior" built. Registration number changed to N507Y.
5
(Photo EAA Archives)
Daniel Stevens' 1939 Rearwin 9000KR N25432 C/N 653 , at the 1965 EAA International Convention.
(Ph o to b y Bill Hodg es)
1941 Rearwin 180F N34742 C/ N 1552 at Lakeland , Florida in 1970.
(Photo by Bill Ho dges)
Len Frederick's 1938 Rearwin 6000M N20741 C/N 311 at Grand Prairie , Texas in 1964.
(Ph()to by Bill Ho dges)
Jerry May' s 1936 Rea rwin 8500 , N16473 C/ N 502 at Ottumwa, Iowa in 1968.
REARWIN CLOUDSTER A two to three-place private owner plane with a choice of Ken Royce engines from 90 to 120 hp .
( Photo by Jack Scholler)
William J. Hill's 1939 Rearwin 8500 Deluxe N20746 C/ N 637D at the 1970 EAA International Convention .
6
(Photo EAA Archives)
Lloyd Rupe 's 1936 Rearwin 8500, N15863 CI N 462 at the 1965 EAA International Convention .
during this period, at the Rearwin Flying School. Still undaunted, Rearwin brought out, or I should say, tried to bring out the 6000 "Speedster" in 1934. Due to problems in spin testing it was mid-1937 before this racy looking airplane was certified. The original prototype was X12588 C/N 301 and featured a "Sportster"-type fin and rudder. A second prototype was constructed using parts of the original, this was NX15865 C/N 302. After much modification and many test flights the ATC was finally awarded. Eleven "Speedsters" were built and four are known to exist.
(Photo by Bill Hodges)
Ken Duncan ' s 1936 Rearwin 7000 , N15856 CI N 457 at Tulsa, Oklahoma in 1970.
In 1935 both Kenneth and Royce were made partners in the Rearwin Airplanes, Inc. , and the "Sportster" was introduced. By far the best seller of the Rearwins, the "Sportsters" came in several series, basically the 7000, 8500 and 9000. The prototype is NC14443 C/N 401 and its progeny numbered approximately 250. Production ran all the way to 1941. Additionally twelve were built under license in Sweden as the Gotaverken GY-38. In the mid thirties Rearwin captured 65% of the export sales of American aircraft. Thirty-six still are known. December of 1937 saw the acquisition of the LeBlond Aircraft Engine Corporation, which brought about two name changes. The organization now became the Rear win Aircraft and Engine Corporation and LeBlond en gines became KenRoyce , again named for Rearwin's sons. In 1938-39 development work was begun on the Mod el 8090/8125 series called the "Cloudster". Prototype was NX20742 which first fl ew in April 1939, and the type certificate was issued on October 17, 1939. The Model 8135 evolved and was ATCed on February 27,1940. This prototype is NC 25451 C/N 809. The 8135T prototype was C/N 877 and was certified June 13, 1941. About 125 "Cloudsters" of all models were built including some 45 of the T's.* Al so in 1939 development began on a new series of light planes called the "Skyranger". This was the 1651 190F models, powered with the new 4 cylinder opposed engines. Eighty-two Skyrangers were built with the pro totype NC25548 C/N1501 flying in April of 1940. Some 35 pre-World War II Skyrangers are still existant. Shortly after World War II began production was dropped and Rearwin began building the Waco CG-3A and CG-4A troop gliders. In 1942, Rearwin, now 64 , sold out to Commonwealth Aircraft, Inc., a group of Eastern investors. After World War II , all operations were moved to Long Island, New York , and thus ended an era. Some 275 updated "Skyrangers" were built in New York . The prototype was NC33380 , C/ N 1601. Rae Rearwin, a captain of industry and aviation pioneer, died November 16, 1969, at the age of 91. American Flyers of Ardmore, Oklahoma still has on hand a good supply of Ken Royce engine parts . Contact Claude Dortch, but be sure you have the proper part
7
ex>
Western Flying Aircraft Yearbook U. S. Civil Aircraft Vinta ge and Veteran Aircraft Guide Aviation
number . No part number, no part! "' Twenty-five 8135T's were sent to Iran; 3 were used by Pan American Airways; and 4 went to Parks Air Col足 lege. Others using the T were: Missouri Institute of Aero足 nautics, Inc.; American Flyers; Spartan School of Aero足 nautics; and the Civil Aeronautics Administration.
(Editor's Note: Th e Rearwihs pictured on the top of page 3 are (left) Ken Williams' 1940 Rearwin 9000KR Deluxe N25570 CIN 659D and George Willia.m s' 1939 Rearwin 8135 N25451 CIN 809. George's plane is the prototype 8135.)
Bibliography: Aero Di gest Sport Aviation American Airman REARWIN SPECIFICATION SHEET
~ 232 314 434
481 469
661
.-.:JDEL
2000C 2000CO 3000
574 71 I 711 711 711
Curt i ss R-600
Cont. A- 70 Szekely SR-3- 0
H. P .
SPAN
170
35'
165 45
35' 36'
LENGTH
HE I GHT
EMPTY WE I GHT
GROSS WE I GHT
25 '
9 ' II"
1495
2380
25'
21 '
9'
II"
Poyer 3-40
40
36'
Szeke I Y SR- 3-55
50
36'
21' 8"
36'
11
4000
Aeromarine AR-3
6000
Cirrus "Hi-Drive"
6000M
Menasco C-4
7000 7000 De luxe
8090 8125 8135/LC-1 02A 8135T
Menasco C-45
LeBI and 5E LeB I and 5E LeBlond SF
50
1 111
7' 6"
7' 6
3001 3100
6DDDMS
574
ENGINE
22' 3
1447
2359
569
999
633
1071
11
PRICE FUEL
617
7 ' 6"
1040
OF CLI Me
~
35 mph
22 , 600 ft.
1,000 fpm
500 mi.
55 gals .
$6,500.00
112 mph
135 mph
35 mph
21,000 ft.
950 fpm
500 mi .
12 ga I s .
$1,795.00
75 mph
80 mph
30 mph
15,000 ft.
680 fpm
300 mi.
240 mt
2 gal s. 76 mph
92 mph
35 mph
14,500 ft.
640 fpm
12 ga 1s .
$1,880 . 00
76 mph
91 mph
30 rrjlh
16,000 ft.
700 fpm
240 mi.
120 rrjlh
144 mph
39 mph
16,000 ft.
800 fpm
680 mi.
L2 ga I s.
96
32'
21 ' 6"
6' 6"
992
1605
34 gals.
$3,295.00
125
32'
22' 2"
6 ' - 8"
1042
1640
34 gals .
$3 , 895.00
140 mph
166 mph
45 mph
17,000 ft.
1,000 fpm
600 mi .
34 gals.
$4 , 395.00
165 rrjlh
200 rrjlh
48 mph
18,500 ft.
1,200 fpm
600 mi.
24 gals .
$2 , 095 . 00
100 rrjlh
tiS mph
38 rrjlh
13,000 ft.
670 fpm
500 mi.
100 mph
I 15 mph
38 rrjlh
13,000 ft .
670 fpm
500 mi.
150 70 70 90
32' 35' 35'
34' I 3/4"
22' I 0" 22' 3" 22' 3" 21' 6"
1050
6' 8" 6' 9"
853
6' 9"
853
7' 4"
1030
1700 1365 1365 1635
24 gals .
mt.
34 gals.
$3,795.00
J
10 mph
125 mph
48 mph
14,000 ft.
750 fpm
675
120 mph
135 mph
48 mph
16,300 ft.
910 fpm
600 mi. 550 mi.
Ken Royce 7F
120
34' 13/411
21' 6"
7' 4"
1100
1734
34 gals.
$4,295.00
Ken Royce 7F
120
34' I 3/4"
21' 6"
7' 4"
1130
1800
34 gals .
$4,9 95.00
t 20 mph
135 mph
48 mph
16,000 ft.
900 fpm
34 gals.
$6,495.00
125 rrjlh
145 mph
50 mph
15,000 ft.
860 fpm
600 mt.
$2,370.00
103 mph
118 rrjlh
38 rrjlh
15,200 ft.
700 fpm
475 mi.
103 mph
118 mph
38 mph
15,200 ft.
700 fpm
475 mt .
123 mph
38 mph
15,000 ft.
1,000 fpm
450 mi.
15,000 ft .
1,000 fpm
450 mi.
Ken Royce 7G
120
34' t 3/4"
21' 6"
1340
7' 4"
1900
8500
LeBlond 5DF
85
35'
22 ' 3"
6' 9"
853
1365
24 gals .
LeB I cnd 5DF
85
35 '
22' 3"
6' 9"
853
1365
24 gals.
Warner SJ40
90
35'
22' 3 liZ" 6' gil
861
1460
24 gals.
624
9000 De J uxe
Warner SJ 40
90
35'
22'
861
1460
24 gals.
624
9000KR
Ken Royce SF
90
35'
22' 3"
6' 9"
830
1460
24 gals.
Ken Royce SF
90
35'
22' 3"
6' 9"
830
1460
24 gals.
9000KR De lu xe
RATE CEILING
138 rrjlh
8500 De luxe
624
LANDING SPEED
115 rrjlh
591
9000
MAXIMUM SPEED
$6 , 750.00
591
624
CRUI SE SPEED
55 gals .
J
7' 6 11
F . A. F.
1/2" 6' 9
11
$2,960.00
$3 , 295.00
107 mph 107 mph
123 rrjlh
38 mph
112 rrjlh
123 mph
40 ~h
15,000 ft.
950 fpm
450 mi.
112 rrjlh
123 rrjlh
49 mph
15,000 ft.
950 fpm
450 mi.
500 mi.
591
9000KRT
Ken Royce 5G
90
35'
22' 3"
6' 9"
830
1460
24 ga I 5 .
$3 , 795.00
112 mph
125 mph
38 rrjlh
15,000 ft.
900 fpm
591
9000L
LeBJond SF
90
35'
22' 3 11
6' 9"
830
1460
24 gals.
$2 , 895 . 00
110 rrjlh
J 20
mph
38 rrjlh
17,000 ft.
900 fpm
500 mi.
35'
22'
3'1
6' 9 "
830
1460
24 gal s .
110 rrjlh
120 mph
38 mph
17,000 ft .
900 fpm
500 mi.
591
9000l De luxe
LeBlond SF
90
165
Cont . A-65
65
34 '
21' 9"
6' 7 "
760
1350
18 gals.
$2, 195.00
95 mph
105 mph
40 rrjlh
12,000 ft.
550 fpm
450
729
175
Cont. A-75
75
34 '
21' 9"
6' 7"
760
1350
18 gals.
$2 , 295.00
100 mph
110 rrjlh
40 mph
14,000 ft.
625 fpm
400 mt.
729
180 -
Cont. A-SO
80
34 '
21' 9"
6' 7"
760
1350
18 gal s.
$2,745.00
105 mph
115 rrjlh
38 rrjlh
15,800 ft.
750 fpm
500 mi.
729
180F
Frankl in 4ACI76F3
80
34'
21' 8"
6' 7"
815
1350
18
9a I s.
$2,475.00
105 rrjlh
115 rrjlh
38 mph
15,500 ft.
720 fpm
"SOO mi.
729
190F
Franklin 4ACI99E3
90
34'
21' 8"
6' 7"
815
1350
J8
ga Is.
$2,575.00
112 rrjlh
120 mph
38 rrjlh
16,800 ft.
900 fpm
450 mi.
mt .
HE'S BACK!
THE PRODIGAL SON
RETURNS! - OR 足
NINE MONTHS' WAIT FOR THE BIG EVENT! By "Buck" Hilbert (Photo by Di ck Stouffer)
If you read The Vintage Airplane back in January you know Mr. Fleet went over to South Bend, Indiana for new threads, new shoes, and a MOH. Well, he's back home r-esplendent in his new Tennessee Red and Diana Cream colors with a newly majored engine, new tires and stainless steel hub caps ... and I am one happy clam! Bill Haselton was sad enough to cry when I took him, Mr. Fleet, that is, away from him. After nine months of undressing him and then redressing him in his new suit, Bill formed an attachment for "Him" too. Bill even now calls it a "Him". As a matter of fact, Bill and Bud Kilbey attended a Mishiwauka, Indiana Fly-In with the two Fleets and they were billed as "Him and Her". How about that? I'll let Bill fill in later on the actual details of the com足 plete restoration but right now Ijust want to tell the world I've got "him" back and how "Great it is!" ' Talk about pre-conceived notions, I had made up my mind that Mr. Fleet was never gonna be the same again. He was a very tired but proud bird when I gave him to Bill. A very easy to fly , comfortable, friendly guy. I was so sure that would be changed and that I'd have a deuce ofa time getting with him again when he came back. Not so. Curt Taylor and I flew over to SBN Monday, June 18, for the final inspection and relicense. After the amenities we drew lots to see who would first flight him. I must have had "That" look about me, 'cause both Curt and Bill declined the opportunity and somewhat reluctantly wished me luck .. . and away I went. With word of caution about watching the brakes and other final last minute advice, I taxied out for the crucial
test. Ground handling was better or was I imagining things. The engine sure had a nice sharp bark ... mag check was real good ... carb heat and mixture worked great . . . throttle was a little stiff . .. stab. trim was really stiff ... instruments cross checked, controls free and full travel, nothing else left to do but go ... A hundred foot ground roll and up we go. He still climbs like a homesick angel. Up to 1500 feet - with this brand new engine I'm goin' a little easy. Try some stalls, same as ever only easier. Straight and level, Wow! 95 indicated! O.K., back it off to 1550 where it belongs. That's better. Almost 85 indicated here - nearly a 5 mph increase over what it used to be. Great! - now back to Chain '0 Lakes airport. Cross the fence at sixty-five, feel for the sod and he squishes on. Can't complain about that one. "Bill , he's alittle left wing heavy and that right landing wire needs a little less angle of attack - it oscillates all the time." - "That's all I can complain about right now." After some strut adjustment and wire twisting - with a question and answer session going fast and furious as Curt and Bill ask and I answer their queries - it is now Curt's turn. There it is ajiSain, that funny feeling of mixed emotion. What a pretty sight as Curt taxis out, but it is sort of like watching your brother-in-law test drive your new car. I tell Bill to watch him . I can't ... Bill chides me into it though, and I watch Mr. Fleet leap off the ground and climb into the blue above . Gee, that Kinner . sounds good! For fifteen apprehensive minutes I wait for the land足 ing, and then I can't watch! And then I do watch and it's beautiful! Grinning like a Cheshire cat, Curt climbs out and sez somethin' to the effect that it's a lot tighter than 9
(Photo by Lee Fray)
(Photo by Lee Fray)
it used to be. I'm lookin' for oil leaks and running a quick hundred hour inspection to see he hasn't hurt My airplane. And now it is Bill's turn . But Bill declines. It isn't until ' I'm .halfwa~ ho~e I begin to realize why . The body enghsh, facIal distortion, and possessive inspection dur足 ing and after Curt's flight unnerved him or else he didn't want to torture me, so he respectfully declined. I must admi t to being selfish enough to not press the issue ei ther. Before Curt and I leave for home, I brief Bill on flyin' the Fleet and insist he put some time on him. The idea is that Bill will fly Mr. Fleet for a couple weeks and then deliver him to me at the DuPage Air Show where I will then fly him home. Tha t is to be two long weeks away. Bill calls me. I call Bill. Two weeks is too long a time . I go over there Sunday night the 24th and bring him home Monday the 25th. Sunday was the day Bill and Bud Kil足 bey had flown all day at the Mi shawauka Fly-In and Bill had shot eight landings that day alone. He was beat, but very pleasantly so , and was all smiles and talk about the " Him and Her" tag the two of them had picked up at the Fly-In. They flew everybody who would climb in and really had a ball. I leave a couple minutes after eight Monday morning . I'm like a kid as I hear sounds I haven't heard in a while. I'm vibrating right in tune with the Kinner. Aren't these
10
( Photo by L ee Fray)
new instruments beautiful. Thank you, Da n Lutz! Look at me pass. up that VW down there on the highway, too. Wonder If he notIced my shadow pass him by? ?n we put~. Past Michigan City, Hobart and Gary , IndIana . There s Lemont, IllInOIS up ahead and we circle Frank Lang's house to show off the tail brackets he made . No one home? Guess that bull dozer spreading gravel on hIS new drive is making too much noise and they can't hear me. The operator heard me though, and waves . O~ towar.ds home. Past Bo~ingbrook, Naperville, and there s Burhngton. Wonder If Stan Humm is home? There he is! Lisa is wi th him in the back yard. "Hey! You guys, look at my new airplane! Ain't he pretty?" and on home. I fly around to show all the neighbors and as I land Elroy II opens the hangar door. All four kids come runnin' and crowd around to see the "Fleet" and ask a million questions and beg for a ride. I stall them off and go call Bill. I tease him a little about being down in a farm field and then tell him what a wonderful trip it was and how good it is to have "him" back home. He confesses he had tears in his eyes when I flew away, and we agree he now has Fleet Fever. We gotta find one for him now . In the meanwhile though, I'm already cookin' up a new set of excuses for not allowing people to fly this one. It's all mine.
WHAT EVER HAPPENED
TOTHE TUNISON SCOUT?
By Jack Cox
The pages of old aviation magazines are filled with aircraft that didn't make it .. . for a variety of reasons . Often these planes were simply too advanced for their day and time. Some are filled with an amazing variety of innovations - if viewed from the time reference of the year they were built. Take as a for instance the Tunison Scout. The July 13, 1929 issue of AVIATION magazine contained an article by Col. R. S. Hartz that ran to five full pages attempting to list the unusual features of this early low wing mono plane. The Scout was built entirely of molded plywood, with the exception of the engine mount and fittings . Even the 32 inch wheels were of molded plywood! The thick 36 feet wing was the backbone of the air plane. It contained no spar whatever - the molded ply wood skins carrying all loads. The only internal structure consisted of four ribs in each side of the wing - one at the Wing/fuselage juncture, two at the landing gear at tach point and the fourth at the wing tip serving as a "hard point" for aileron attachment. The one-piece wing was constructed in two halves, an upper and a lower shell. Sheets of spruce and cedar were laid up in molds, painted with casein glue, covered with additional layers until the desired thickness was ob tained and then subjected to heat and pressure until the shell had "cured" . Next, the eight ribs were glued in place and, finally, the two halves were mated . The result was a super strong wing that could be walked on from root to tip without damage. The thickness of plys was the key. The hollow wing was actually designed on the principle of a modified truncated cone. It was built up of layers of 1/16 inch veneer varying from 38 layers at the root (or center) to only five layers at the tip. The skin was 2% inches thick in the center and only \4 inch at the tips. The airfoil was amazingly complex for that period. The root or center area was a curve similar to the Got tingen 387 and varied along the span to a tip similar to a Clark Y. The gradual change in profile between the two extreme ends embodied features of the Eiffel, R. F. C., Royal Indian and U.S.A. series. An analysis of the forces on the wing surfaces at varying speeds and angles of attack had been made prior to the actual de signing so that the magnitude and action of these forces could be determined and the wing shape at various points could be decided upon in light of the characteristics of various airfoils. Can you imagine how much paperwork and slide rule fiddling that must have taken in those pre computer days? Mercy! The wing was so monstrously strong that everything was attached to it - the landing gear, engine and fuse lage which was described as just a fairing for the cock pit. The cockpit, in fact, was simply a 48 inch wide hole cut in the 2% inch thick upper surface of the wing. The bottom surface of the wing was the floor of the cock pit. The wing was over two feet thick at center span so that the pilot and crew quite literally sat in it. A heavy ring of wood veneer reinforcement was built in around the cut-out to carry wing load stresses. As can be imagined, this hunk of timber was heavy. It was 36 feet long, had a maximum chord of 12 feet tapering to a minimum at the tips of 5 feet 6 inches .. .
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:\HATION ; ..;s IJ.l91'9
THE T UNISON
"Scout" MONOPLANE
Airplane Having Molded Plywood SIn/cture Without [nurnal Bracing is Approach to Flying Wing Type
This was t he head ing of the 1929 article in AVI AT IO N on the Tu nison Scout. This must have bee n quite an air plane in those days.
and weighed 600 pounds! This was intentional, however, because the strength factor of the wing allowed the re mainder ofthe aircraft to be lighter than would have been otherwise possible. The basic design was adaptable to three configura tions: the Scout Junior, a two place, open training plane of 75 to 150 hp; the Scout Senior, a four place "converti ble" (open or closed) of 200 to 400 hp; and the Scout Cruiser, a five to seven place cabin monoplane of 400 'to 500 hp . As far as the author has been able to discover, only a closed version of the Scout Junior was built pow ered by a 150 hp Hisso H-3. This big water cooled V-8 was bolted to a tubular engine mount hinged with heavy bearings so that the thrust line could be varied from the cockpit for changing trim . . . has anyone ever heard of that before?? An accompanying drawing shows the worm gear/pin gear stabilizer trim apparatus - so the pilot certainly had ample means to make his aircraft fly at its most efficient attitude. Even the cabin, which had a sharp pointed windshield like the prow of a boat and faired rearward into a dorsal fin, was slightly off-set to counteract torque or "P" effect. The fuselage and tail group were also of molded ply wood. Because the engine and landing gear were attached directly to the wing, the fuselage only carried tail loads and the stresses imparted by the tail skid/wheel. The stabilizer was 16 feet long and mounted an ele vator that extended only part of the length of the trailing edge. It and the rudder were attached by means of ordinary piano hinges. One has to wonder if the high aspect ratio stabilizer was the result of possible blanketing by that two foot thick wing at high angles of attack (??). The "gree~house" cabin was attached by means of a number of small bolts and could be removed easily to switch to open cockpit flying. The prototype, X-2471, was a three placer with the seats in a clover leaf pattern - the pilot in front and the two passengers side-by-side and immediately behind. It appears the designer went to great lengths to keep the crew weight right on the C. G. Entrance to the "cabin" was through a hatch in the roof of the cockpit enclosure. Photos indicate the unusual amount of glass in this enclosure - the original "Omni Vision", eh, Cessna? The cabin was quite plush and equipped with all the instruments considered necessary in 1929. Mohair velvet covered everything, two cabin dome lights were standard and the dashboard was covered in bright "red Fabrikoid. Extras included a flare tube, fire extinguisher, first aid kit, log book and map case. The navigation lights were neon tubes and "idiot" lights 11
to warn of low oil pressure or generator failure were standard equipment. (We've really made a lot of progress in the past 44 years , haven't we?? Sarcasm intended.) As the pictures show , the landing gear was stream lined with huge molded plywood fairings. A skid was built into the lower end, so that a successful landing could be made even if a shock cord broke or if a tire went flat. It was claimed that a safe landing could be made on the skids alone, if necessary. Landing lights were built in the fairings . The tail skid was a leaf spring affair that had a tailwheel mounted that could be lowered and re tracted from the cockpit. Interestingly, the Tunison Scout was test flown by Jimmie Angel , whom we assume was THE Jimmie An gel, and despite the fact that the plane was HEAVY 2,259 pounds empty - some good speeds were claimed: 190 mph top speed, 165 mph cruise, 45 mph landing speed and a rate 'of climb of 800 feet per minute. Now, here is where you readers come in. What ever ha ppened to this very interesting a nd innovative air plane? In case any of you want to do a little digging, here are some additional clues: The Aircraft was designed by a nd named for an aero na utical engineer named M. C. Tunison. The Scout was first flown by Jimmie Angel on De cember 21 , 1928 from Eddie Martin's Airport at Santa Ana , California. Sometime in 1929 an application was filed with the Department of Commerce for an approved type certifi cate - but apparently none was ever granted. It was claimed that "many patents" were pending on various features of design and construction ofthe plane. The construction of the prototype was financed by a gr oup of Los Angeles men headed by one Forest J. John son (address not given). A company known as Pacific Air Industries, Inc. was formed to manufacture the Scout. Ca lifornia members in pa rticular should be able to un cover some additional information. Of course, anything - a ny clue - will be printed on these pages for a ll to share . So, welcome to the first "do it yourself' or "group shar ing" a ntique airplane research project! Incidentally, ifany of you do uncover any info, please include a little about yourself, what airplane(s) you own/have owned, etc. so a ll of us can become better acquainted.
!>hock anti
a bsorber sn u bber
mecha.nism
The Tunison Scout with designer M . C. Tunison , left , and test pilot Jimmie Angel. Everything was made of molded plywood , even the wheels!
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TUNISON SCOUT SPECIFICATI ONS (Source : July 13, 1929 Avia tion)
Length Overall . . ... .. .. ... . ... . . . . .... .. .. . .. . 31 ft.
Height Overall ... . . . ............ . .... ..... 7 ft . 6 in.
Span . .. . ..... .... ... .... .. . . . .... .... . . .. .. . . . 36 ft.
Maximum Chord ........... . . . . . . .. .. ... . .... . 12 ft.
Minimum Chord . . ... . ... . ... . . ..... . .. . .. 5 ft. 6 in .
Wing area ..... .. .............. .. ...... . .. 270 sq . ft .
Weight of Fuselage .. . .. . . .. .. .. ............ 135 Ibs .
Weight of Wing .... . . . ..... .. . . ....... ... ... 600 Ibs .
Weight of Cabin ... .. . . . . .... . ... . . . ....... .. 40 Ibs.
Weight of Horizontal Stabilizer . . . .. . .. .. ... . . 60 Ibs .
Weight of Fin ...... . . . ........... . ... ....... . 12 Ibs.
Weight of Rudder ... .. . .. ..... . . . .. . .. .. . .... 12 Ibs .
Weight of Landing Gear ........ . ..... . ..... 145 Ibs.
Total Empty Weight .. .. . .. . ... .. . . ..... ... 2,259 Ibs.
Gross Weight Loaded . ... ... ... . . ...... . . .. 3,650 Ibs.
Disposable Load . .. . . . .... .. . . . ..... . . . . . . . 1,391 Ibs.
Powerplant (various models) ... . ...... .. 75 to 500 hp
High Speed (150 hp) .... .... ............... 190 mph
Cruise (150 hp) ........ .... ........ .... .... 165 mph
Landing Speed . . .... . . . . ........ .. . . . ... . ... 45 mph
Take-Off Run .. .. .. . . . . .. ... . . .. .. . . . . . .. 250-270 ft .
Time To Take-Off .. . . . . . .. . .. . . . ... .. . .. .. . 7-12 sec.
Landing Run Without Brakes .... .. . . . . . . .... . 250 ft .
Climb at Sea Level .. .. ............ .... . . ... 800 fpm
Service Ceiling ........... . . ... . . . . .. .... . . 18,000 ft .
Absolute Ceiling . .. . . . .. . .. ....... ..... . ... 24 ,000 ft .'
Range (70 gallons) at Cruise .... . . ......... . 600 mi .
Suppor f
.-+t::~~=ii=:s1
Tall s k id and retractable tall wheel
FIIUI<>9"'r ~~~~~-
j Hgnditv,* pilDftlHf
The stabilizer adJustinC devlee
This three-view shows a small horizontally opposed engine. Designer M. C. Tunison was supposed to have been developing a series of air cooled engines for use in the Scout variants , ranging from 75 to 500 hp.
operate. Especially hard hit were our Waco owners from the area east of the Appalachians. Just two made it over and only then because they came in early. Many persons arrived by auto or airline transportation including a delegation of fifteen from Iowa, twelve from Texas and Illinois and nine from California. Wacos rep resented thirteen states and thirty two states were rep resented by Waco owners and admirers. Saturday, May 26, was an absolutely beautiful and busy day at Hamilton, highlighted by the banquet and awards meeting at which Mr. Clayton J. Brukner gave a most interesting talk . Certificates of Merit were present ed to the following Waco owners: Ted Voorhees, Ocala, Florida; Glen Hanson, Dundee , Illinois; Walt Weber, At lanta, Georgia; Ted Trevor, Santa Ana, California and Dick Wagner, Lyons, Wisconsin. This award is given to the person and not the airplane - in appreciation of outstanding restoration , maintenance and flying of one or more Waco airplanes for a specified period of time . Own ers of all Wacos in attendance were presented gold pens inscribed with the official Waco emblem and 50th Anni versary 1923-1973. Upon departure, all Wacos received free gasoline and oil. Glen Herring of Amarillo , Texas re ceived the worn piston award for furthest flight in an open Waco. Al Nogard presented to Mr. Brukner the original wing fabric from Waco 10 NC3370, compliments of Emil Yandik , the present owner. Sunday, May 27, was almost a wash-out except for some formation flying late in the afternoon. Otherwise, there was an abundance of hangar flying that extended late into the evening as many of the Waco people gathered at either the Holiday Inn or at Ramondo's Lounge. I would like to inform all Waco owners and admirers that a second Waco get-together will be held this year ... at Gastonia , North Carolina the weekend of September 28-30. This is in conjunction with EAA Antique-Classic Chapter 395's annual Fall Fly-In. Held at the Gastonia
(Chester Chlopek Ph oto)
John Hatz's venerable 1928 GXE was the only OX-5 powered Waco at the Fly-In this year.
(Photo by Ted Koston )
Walt Weber 's 1929 JYM in the colors of Northwest Airways.
(EAA PhotO)
Th e eve r popu lar UPF-7 se r ies wa s w ell rep rese nt ed by N32084, own ed by Lo el Cr awford of McHenry, Il lin ois.
Municipal Airport (just west of Charlotte, N. C'), this i3 one of the largest and most successfu l antique airplane fly-ins in the nation . A number of beautiful Wacos are owned by pilots in this area, including Richard Austin's ARE - the only one flying. George McKiernan and Gor足 don Sherman hangar their UP F-7s right on t he Gastonia airport. George's UPF-7 was completely rebu ilt just a few years ago and is certainly in the r unning for the best of this model in existence. Gordon also owns several OX powered Wacos and only has trouble deciding which he will restore. Joe Hurdle of Mebane, N. C. has a beautiful yellow YKS he has owned for over 20 years and has re足 cently put in top shape again. There are others, of course - RNFs, YKSs, etc., plus, the fact that the Florida , Georgia and northeastern Waco owners are but a couple of hours away. So, Waco lovers, see you at Gastonia. AIRCRAFT AT THE 1973 WACO FLY-IN HAMILTON , OHIO
(Chester Chlopek Phot o)
Glen Herring of Amarillo , Tex as r ecei ved th e " Worn Pis足 to n" award for the long est flight in an op en Waco . Th is is his 1940 UPF-7.
1928 1928 1929 1929 1932 1932 1933 1934 1935 1936 1938 1940 1940 1940 1940 1940 1940 1940 1941 1941 1941
GXE ATO JYM ATO IBA UBA UIC UKC YOC YKS-6 ZGC-8 SRE UPF-7 UPF-7 UPF-7 UPF-7 UPF-7 UPF-7 UPF-7 UPF-7 VKS-7F
NC6974 NC719E NC731 K NC763E NC12453 NC13041 NC13434 NC14086 NC15244 NC15613 NC19360 NC20961 NC29316 NC29336 NC29357 NC7TD NC29998 NC30122 NC32083 NC32084 NC31653
John Hatz Gordon Bourland Walt Weber Bill Hogan Dr. Ed Packard Bud Williams Paul Lehman Gene Overturf R. J . Hardin Ted Trevor Glen Hanson Ted Voorhees Glen Herring William Maldhof John Lawren ce Tom Dillingham Harold Johnson Bob Wagner Dick Wagner Loel Crawford Vince Mariani
Merrill . WIS . Fort Worth . Texas Atlanta . Georgia Hamilton . OhiO South Bend. Ind. Madison . Ind . Winterset. Iowa Columbus. Neb . Justin . Texas Santa Ana . Calif . Dundee . III. Ocala . FlOrida Amarillo . Texas Kansas City . Kan. Prattville . Ala. Enid . Okla. Dayton . OhiO Dayton . OhiO Lyons . WIS. McHenry . III. Findlay. OhiO
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AROUND THE ANTIQUE/CLASSIC WORLD
WANTED - A Stinson SR-10 airframe manual. Norm Burley, 1117 East Ash Street, Herrin , Illinois 62948 is restoring an SR-10-J and needs the manual to complete the work on his fuselage . Can anyone help?
VAGABONDS ... CONTINUED We have had quite a good response from the Vaga bond article in the May issue. Several owners have sent along descriptions of their airplanes. Dr. Charles C. Mar tin , 413 Landry Drive, Lafayette, Louisiana 70501 sent photos of his stunning dark blue PA-17 - but unfor tunately they are in color and are just too dark for good black and white reproduction . He writes: My Vagabond is ... "N4606H , Serial 17-22, a PA-17. Restoration was completed 5/2173. It was finished with 35 coats of dope and has a hand rubbed finish. Monocoupe-type rear windows have been added. The color is Key West Blue with Navy Blue trim. The trim is pin striped in white. "I entered this plane at the Denton, Texas Fly-In June 9-10 and was given a Trophy for Judges Choice for aircraft under 85 hp . On June 23 the Vagabond won the Grand Champion Trophy at the Oklahoma City Fly-In held at Paul's Valley Airport. Needless to say, I was ex tremely proud of this." Dr. Martin hopes to have the plane at Oshkosh . .. and so do we. From the pictures it appears to be a super restoration. H . Cecil Ogles, 448 C Avenue , Coronado, California 92118 (whom we mentioned last month as having start ed a Vagabond news letter) wrote: "Last May I mailed a flyer to every Vagabond owner listed in the FAA Register - then 287 persons (174 PA 15 and 113 PA-17 owners). I am glad to see the number has grown as quoted in your article in The Vintage Air plane. (Editor's Note: EAA's latest IBM readout from Ok lahoma City shows 197 PA-15s and 117 PA-17s - see, old airplanes aren't dying or even fading away, they are being pulled out of cobwebs and put back into service everyday!) My flyer asked for some statistics of each owner and if they would be interested in an informal Vagabond club/news letter. I currently have 84 Vag own ers on my mailing list who responded. To date I have put out three newsletters, supported by me and the contribu tions of eight others. I feel sure that there are at least another 100 or so Vagabonds lying around that are not on the FAA records one way or the other. We (my sons and I) have three that are on the records. Two are flying. N4696H has an STCed 30 gallon fuel system and sports bucket seats. N4382H has an STCed Continental 0-200A with 36 gallons of fuel and our third Vag, N4456H, is in the backyard."
RYAN PT-22 DRAWINGS Dan Rush of the Smithsonian's National Air and Space Museum in Washington reports that copies of drawings for the NR-1 (Navy version of the Ryan PT-22) are available. A list of the drawings available and price information is $1.50 from the following address: Na tional Air and Space Museum, Preservation, Restoration and Storage Division, 3904 Old Silver Hill Road , Suit land , Maryland 20023 (Phone 202-381-5359).
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CHEVROLET 333 ENGINE Member Dave Stevenson, Box 224, Kingston, Ten nessee 37763 sent along this very interesting letter: "Bob Puryear's letter on the Phillips Fleet with the Martin engine prompted me to look up some old notes on the Martin 333. This engine originated as the Chevrolet 333, designed by Louis Chevrolet around 1929. l~e and brother Arthur Chevrolet organized Chevrolet AIrcraft Co. in Indianapolis with plan,s to build and market air craft engines. Depression and misunderstanding between the brothers led to litigation. Chevrolet Aircraft dis solved and the 333 was sold to Glenn L. Martin Co. of Baltimore. Martin built the engine in relatively small numbers. Phillips acquired the ATC but probably did not build any except possibly a few from parts acquired from Martin. "The 333 was an inverted 4 cylinder air cooled inline developing 120 hp at 2100 rpm. Bore 4.5" stroke 5.25", dry wt. 260 lbs ., Zenith updraft carburetor. "One of these engines was flown on a round-the-world trip in 1931 by Charles Healy Day and Mrs. Day. Day was a pioneer designer who had designed the WW I Standard and later was co-founder of Gates-Day Aircraft with Flying Circus great Ivan Gates. The Days made the trip in a side-by-side open biplane design of Days' built following the failure of New Standard Aircraft Corp. of which Day was chief engineer. "Day performed a feat of amazing proportions whe~ they experienced an engine failure due to a clogged 011 cooler off the coast of Burma. Hauling the engine from the beach to an American Missionary's home with the help of natives in dugout canoes , Day overhauled it, re placing melted babbit bearings with only the tools from his emergency kit carried aboard the plane, then replaced it in the plane and flew it off the beach, picked up Mrs . Day and continued their flight. The fact that this flight was made during the period of numerous frantic attempts to establish records and grab headlines probably accounts for its relative lack of publicity and note in aviation his tory. Day was really one of the great men of early Ameri can aviation."
BACK ISSUES OF
THE VINTAGE AIRPLANE
Limited numbers of back issues of The Vintage Air plane are available at 40c per copy. Copies still on hand at EAA Headquarters are: December 1972 - SOLD OUT January 1973 February 1973 - SOLD OUT March 1973 April 1973 May 1973 June 1973 Send your orders to: Antique/Classic Division, EAA, Box 229, Hales Corners, Wisconsin 53130.
NO WINNERS IN MARCH
MYSTERY PLANE CONTEST
In the March issue of The Vintage Airplane we placed a photo on the bottom of page 2 and challenged the membership to identify the plane's designer . We even of fered a modest reward for the first person to do so. Only one person came up with anything - our EAA librarian Phil Peterson discovered a photo and three view of the airplane in the February 19, 1917 issue of Aerial Age Weekly. Buteven he was unable to come up with the name of the designer. The airplane was known as t he S . S. Pierce Sporting Tractor and was designed by Sidney S. Breese of South ampton, Long Island in 1916. It was exhibited at the 1917 Pan American Aeronautic Exposition in New York by the S. "S. Pierce Company. How did we come across the photograph? Si mple ... the wife of the man who owns the sa lvage yard down the street from EAA Headquarters is the daughter of Sidney S. Breese. She brought the picture into the office one day. An interesting historical footnote is that the engine that was eventually fitted to the plane was a very early three cylinder design of Charles Lawrence. A caption on the back of one of the photos stated, "This was the first of the line of radial engines that developed into the fa mous Wrights" .
MOTH CLUB Ralph M . Wefel (EAA 7128) , 114 Fontana Drive, Ox nard, California 93030 (Phone 805-488-1343) invites all persons interested in the restoration of De Havilland Moth aircraft to write him about the Moth Club. The pur pose of the club is to bring together those of similar in terests so that all can mutually benefit by sharing Moth aircraft knowledge, and to preserve these outstanding antique flying machines. Dues are $4.00 per year for which members receive newsletters, parts and aircraft source lists and other items of interest to Moth owners and en thu siasts.
(Photo Co urte sy o f Ralph We fel )
Ralph Wefel roars by in his 1941 Oe Havilland OH-82A "Tiger Moth " . This one was imported from Australia. Ralph is Chairman of the Moth ClUb.
ThElse two Vagabonds belong to H. Cecil Ogles (EAA 21280) and his sons. Both have several STCed altera tions to improve range and performance. Notice the " 0 " windows and Stits spinners. 82H is trimmed in red and 96H with yellow . By raising the tail of one , both Vags can be stored in the same T-hangar space.
The Luscombe Colt will soon be flying again. De signed by Don Luscombe and Fred Knack and built in Luscombe's back yard in Ambler, Pennsylvania in 1944, the four placer passed through several hands without ever achieving production status. Weatherly-Campbell and Swallow Aircraft Corporation were among the com panies that once owned the rights . Purchased last year by Joe Johnson and Bobby Slaton of Bedford, Texas, the one-of-a-kind prototype should be flying before the end of summer. It is powered by a 190-hp Lycoming 0-435-C. Joe has already restored a Luscombe llA Sedan and a Phantom 1 - both prize winners. (All Photos by Gene Chase)
CALENDAR OF EVENTS
SEPTEMBER 28-30 - GASTONIA, NORTH CAROLINA National Waco Club Fly-In in conjunction to Carolinas-Virginia Fall Fly-In (SEE ABOVE). Contact National Waco Club ,
AUGUST 10-12 - ARLINGTON. WASHINGTON - EANAntique Fly In. Contact Dick Baxter , 15845 8th N. E.. Seattle . Wash. 98155. Phone 206/ EM5-1657. AUGUST 26 - SEPTEMBER 2 - BLAKESBURG . IOWA - Annual An tique Airplan e Association Fly-In . Antique Airfield. Contact: AAA, Bob Taylor, Box H. Ottumwa . Iowa 52501. SEPTEMBER 28-30 - GASTONIA. NORTH CAROLINA - Gastonia Municipal Airport. Carolinas-Virginia Chapter 395 Annual Fall Fly-In. Contact Morton L e ster. P. O. Box 3745. Martinsville, Va. 24112.
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SEPTEMBER 28-30 - GALESBURG , ILLINOIS - 2nd National Stear man Fly-In. Contact Jim Leahy , 445 N. Whitesboro, Galesboro , il linois 61401 or Tom Lowe . 823 Kingston Lane. Crystal Lake . IllinoIs 60014 . OCTOBER 13-14 - TAHLEQUAH, OKLAHOMA - 15th Annual TULSA Fly-In to be held this year at Tahlequah . Oklahoma (50 Miles ESE of Tulsa). Cookout on Friday night for e arly arrivals. Sponsored by AAA Chapter 2, EAA Chapter 10 and EANIAC Chapter 10. all of Tulsa. Contact Doug Philpott (918-936-9418) or Ray Thompson (918 622-3492) .
EAA Antique/Classic embroidered patches (p ictured at right) - A d istinctive , colorful emblem . $1 .50 each EAA Caps - men and ladies. Specify small , medium , large , or extra large. Ladies, one size. $2.25 each 1973 EAA Calendar. Made of heavy, unbleached cloth . Features full color renditions of a Standard J-1 , P-51 , Scorpion Helicopter, and a Dyke Delta. $2 .30 each EAA Flight Bags. Durable nylon with waterproof lining . Blue with EAA decal on both sides. $4.50 each
-------- *-------足 Write for a complete listing of EAA publ ications and merchandise free of charge . Includes a listing of all available back issues of Sport
Aviation
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Wood . Vol. 2 Shee t M etal. Vo l. 1 Sheet Metal . Vo l . 2 . T ips o n Fatigue Wel d ing Dope and Fabric Hand T ools . Vo l. 1 ........... . Hand T ools. Vol . 2 CAM 18 (Reprint) . CAM 107 (R eprint) . Flying and Glider M anual Repr ints .
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Wings Of Memory - 72 pages of Aero Diges t re prin ts. Covers the g reats of civil aviat ion f rom 1932 to 194 1. Ryan STA , Howard DG A-9 , Fairc hild 24 , Cessna Air足 mas ter, Rearw in Speedste r , Fleetwings " Sea Bird ", Stinson SR-1O, Stearman Model 80 , and many mo re. Bea utifu l photos , 3-views and fl ight reports. $2 .50 Golden Age Of Air Racing - 168 pages coveri ng the great 1929-1939 air racing era. All ab ou t th e race rs and th eir pilo ts wh o fl ew for the Bendix , Thompson , Greve and oth er tro ph ies. $2.75 Back Issues of American Airman , Wh ile th ey last -
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ANTIQUE AND CLASSIC ACHIEVEMENT AWARDS - When you complete the restoration of an an足 tique or classic (specify which), you are eligible for a beautiful certificate you will frame and be proud to display in your home or office. These certificates are free , courtesy of EAA to recognize your efforts to save another great old airplane . Just send your name and address and the year, make and model (i .e. - 1937 Monocoupe 90A) of your aircraft. Solo certificates are also available.
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