STRAIGHT AND LEVEL
By Brad Thomas President
Antique/Classic Division
In the February 1982 issue of SPORT AVIATION, EAA President Paul Poberezny brought up the sub ject of Repairman's Certificates being made available for the restorers of vintage aircraft. In the March 1982 issue of The VINTAGE AIRPLANE my Straight & Level column pursued the subject further by request ing comments from vintage aircraft restorers. Your responses have encouraged us to form a com mittee to evaluate your comments and present a pro posal to the FAA. Composed of leadership from both our parent EAA and the Antique/Classic Division, the committee members are Paul Poberezny, President of EAA; Charles Schuck, EAA liaison with the FAA; and Division Directors and Officers Claude Gray, AI Kelch, Morton Lester and myself. Written responses are still arriving both at EAA Headquarters and to my address. To date we are ap proaching two hundred responses representing simple support of the cause and including comments from A&Ps and lAs. Those who have completed the restora tion of their aircraft are quite obviously interested in the Repairman's Certificate proposal. From their com ments it was noted time and time again that the actual annual inspection and work completed on the aircraft was done by the restorer himself. Of interest also was the positive response of many A&Ps and lAs who were firmly in favor of the proposal, with of course, certain limitations regarding the annual inspection. To go into the details of all comments received is not possible in this column but additional information will be forth coming as we compile the data. Without your responses this committee could not have begun to weigh the many facets applicable in or ganizing a proposal of this nature. Much thought has obviously gone into the many detailed letters received. Items of importance were often brought up that had not been thought of previously as being applicable to the proposal. We are still receiving comments and we en courage readers to continue forwarding their thoughts . . . as the old saying goes, "Keep those cards and let ters comin'." Festivities held June 3-6, 1982 celebrated the 50th anniversary of Beech Aircraft Corporation. In the '20s, Walter Beech, Lloyd Stearman and Clyde Cessna formed the Travel Air Company whose models 2000, 4000 and 6000 made aviation history. Stearman left the company in 1926 to build his own aircraft and Clyde Cessna de parted in 1927 to build his monoplanes. Among the business manipulations of the 1929 era, Travel Air was sold to Curtiss-Wright Corporation. It was during this time that the Travel Air model R (later called the Mys tery Ship) was designed and built. This aircraft was one of the first using a welded steel tube fuselage with
2 AUGUST 1982
wood wings. It was built in about ten weeks and test flown , exceeding the design specifications, then won the 1929 National Air Races at Cleveland, Ohio includ ing circling a pylon twice that possibly had been cut. The Depression years were extremely detrimental to civil aviation. Curtiss-Wright terminated the pro duction of aircraft and in April 1932 the Beech Air craft Company was formed by Walter Beech. Ted Well's design of the Beech Model 17 was begun during those hard times , but it survived and the success of the Beech Staggerwing is firmly implanted in the history of aviation. The Staggerwing Club and the Staggerwing Museum Foundation normally hold their annual convention in Tullahoma, Tennessee, but with the 50th year celebra tion of Beech Aircraft Corporation occurring in 1982, the two groups were invited to Wichita to hold their convention in conjunction with Beech's celebration. And what a celebration it was! The "red carpet" was out and the Staggerwingers and their guests were treated to a fantastic weekend. In attendance were Beech Staggerwings from Alaska and both coasts, and from Canada to Texas, Travel Airs from California and an OX-5 model 2000 from Oklahoma. Regretfully, Beech Model 17, serial number 3, the first production model 17, being restored by Dick Hansen and Dick Perry was not finished in time for the con vention. So close and yet so far, their effort had to be abandoned with only final details to be completed. We were advised, however, that the plane will be ready for the 1982 EAA International Convention at Osh kosh. This aircraft has many original and unique fea tures that are intriguing and interesting. Be sure to see it at Oshkosh '82. "Wichita" was a part of history. We cannot turn back the clock, but those of us fortunate to be invited will always remember our visit to the Beech facilities, their hospitality, and above all , being able to relive a fabulous moment in aviation history.
PUBLICATION OF THE ANTIQUE/CLASSIC DIVISION, INC. OF THE EXPERIMENTAL AIRCRAFT ASSOCIATION, INC. P.O. BOX 229. HALES CORNERS. WI 53130 COPYRIGHT © 1982 EM ANTIQUE/CLASSIC DIVISION, INC., ALL RIGHTS RESERVED
AUGUST 1982
VOLUME 10
NUMBER 8
OFFICERS President W. Brad Thomas, Jr. 301 Dodson Mill Road Pilot Mountain, NC 27041 919/368-2875 Home 919/368-2291 Office
Vice-President Jack C. Winthrop Route 1, Box 111 Allen, TX 75002 214/727-5649
Secretary M. C. " Kelly" Viets 7745 W. 183rd St. Stilwell , KS 66085 913/681-2303 Home 913/782-6720 Office
Treasurer E. E. "Buck" Hilbert P.O. Box 145 Union, IL 60180 815/923-4591
DIRECTORS
ADVISORS
Ronald Fritz 15401 Sparta Avenue Kent City, MI 49330 616/678·5012
Morton W. Lester P.O. Box 3747 Martinsville. VA 24112 703/632-4839
Claude L. Gray, Jr. 9635 Sylvia Avenue Northridge , CA 91324 213/349-1338
Arthur R. Morgan
3744 North 51st Blvd . Milwaukee, WI 53216 414/442-3631
Dale A. Gustafson 7724 Shady Hill Drive Indianapolis, IN 46274 317/293-4430
John R. Turgyan 1530 Kuser Road Trenton , NJ 08619 609/585-2747
AI Kelch S. J. Wittman 6 W. 622 N. Madison Ave Box 2672 Oshkosh , WI 54901
Cedarburg , WI 53012 414/235-1265 414/377-5886
Robert E. Kesel 455 Oakridge Drive Rochester , NY 14617 716/342-3170
FRONT COVER ... Paul Kotze's Tho mas-Morse S4C at the Nassau County Cradle of Aviation Museum, Garden City, NY. Aircraft is SIN 38934, Mfg. SIN 552. (Photo by Frank Strnad)
George S. York
181 Sloboda Ave .
Mansfield , OH 44906 419/529-4378
BACK COVER .•. Ralph Brown left, and Foster Rodriguez in metal-hUlled Thomas hydroplane. This had been de veloped and manufactured for export. See story on page 4. (William T. Thomas, Jr. Photo Collection)
Ed Burns 1550 Mt. Prospect Road Des Plaines, IL 60018 3121298-7811 John S. Copeland
9 Joanne Drive Westborough , MA 01581 617/366-7245
TABLE OF CONTENTS
Stan Gomoll
1042 90th Lane, NE
Minneapolis, MN 55434
6121784-1172
Straight and Level ... By Brad Thomas . ... ........ Just "Plane" Tommy- Part II . . . By Al Kelch . . . .. . EM's Ford Trimotor . . . By George Hardie, Jr. . . . . . . Mystery Plane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mike Drabik - Sky Pioneer .. . By E. E. "Buck" Hilbert ... . ......... .. .. .. ... . .. Calendar of Events .... . .. . .. . . . . . . . . . . . . . . . . . . . . . . Borden's Aeroplane Posters From The 1930's ..... . .
Espie M. Joyce, Jr. Box 468 Madison, NC 27025 919/427-0216 Gene Morris
27 Chandelle Drive Hampshire, IL 60140 3121683-3199
2
4 9 12 13 19 20
Roy Redman Rt. 1, Box 39 Kilkenny, MN 56052 507/ 334-5922 S. H. " Wes" Schmid 2359 Lefeber Road Wauwatosa, WI 53213 414/771-1545
PUBLICATION STAFF PUBLISHER Paul H. Poberezny ASSOC. EDITOR George A. Hardie, Jr.
EDITOR Gene R. Chase EDITORIAL ASSISTANTS Norman Petersen Pat Etter
Page 4
Page 9
Page 13
Editorial Policy : Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. Material should be sent to: Gene R. Chase, Editor, The VINTAGE AIR PLANE, P.O. Box 229, Hales Corners, WI 53130. Associate Editorships are assigned to those writers who submit five or more articles which are published in THE VINTAGE AIRPLANE during the current year. Associates receive a bound volume of THE VINTAGE AIRPLANE and a free one-year membership in the Division for their effort. THE VINTAGE AIRPLANE (ISSN 0091-6943) is owned exclusively by EAA Antique/Classic Division, Inc., and is published monthly at Hales Corners, Wisconsin 53130. Second Class Postage paid at Hales Corners Post Office, Hales Corners, Wisconsin 53130, and additional mailing offices. Mem bership rates for EAA Antique/Classic Division , Inc., are $14.00 for current EAA members per 12 month period of which $10.00 is for the publication of THE VINTAGE AIRPLANE . Membership is open to all who are interested in aviation. ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through our advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken. VINTAGE AIRPLANE 3
An early Model TA hydro in the air. Note the tubular wing tip floats.
JUST" PbANE" TOMMY
The Story of the Thomas-Morse Aircraft Corporation By Al Kelch
(EAA 35767, AlC 700)
66 W. 622 N. Madison Avenue
Cedarburg, WI 53012
(Phutos From The William T . Thomas , Jr.
Collection via Robert G. Elliott)
Part Two
In 1913-1914 the attention of the Thomas Aero plane Company was turned to the development of fly ing boats, following the similar course of Glenn Cur tiss. The first machine was quite crude with a wooden hull and the top deck covered with canvas, powered with a 6 cylinder 90 hp Austro-Daimler engine. The develop ment of this phase of Thomas flying boats went through some sleek mahogany hulled versions on to develop the first metal hulled hydroplane in America. Along with the flying boats, several interesting types developed . A two place nacelle type pusher biplane, and a three place version of the same airplane, both powered by 4 AUGUST 1982
90 hp Austro-Daimler engines. In addition, a single place monoplane, reminiscent of the Bleriot was flown using a 40 hp Maxi-motor. This Thomas monoplane proved unsuitable for exhibition work. It was about this time another Mr. Thomas was due to be added to the company - a gentleman who had no relation to the founders of the company , but who was destined to change and influence the com pany's direction substantially. Mr. B. Douglas Thomas became the Chief Engineer and airplane designer. He had an excellent background, having previously worked as assistant aircraft designer for Vickers Ltd., and
Early Thomas tractor hydroplane with single float and wing tip floats.
Right side view of 1916 hydroplane, two place Model 8-3, Austro Daimler pow足 ered.
Much earlier Thomas hydroplane with 90 hp Austro Daimler engine. Forward section of hull had a fabric cover to fur足 nish protection from the spray. Note fe足 male passenger being carried to shore.
later, Sopwith Aviation. Through similar circumstance, he also worked for Glenn Curtiss where he assisted in the designing of the famous Curtiss Model J tractor and the famous Jenny. He also took part with Lt. Porte in the designing of the America, the first multiple en足 gine flying boat, built for the purpose of transatlantic flight.
On being employed by the Thomas Bros. Airplane Co., he designed their first successful tractor biplane. The model was designated T2 and was similar to the Model J Curtiss, except for the addition of two nose skids and the 90 hp Austro-Daimler engine. It had a top speed of 83 mph and could climb 3800 feet in 10 minutes, carrying a 1000 pound load. The performance VINTAGE AIRPLANE 5
Metal hulled Thomas hydroplane with 90 hp Austro Daimler engine. Fuel tank was located on top of wing.
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"Two Guns White Cap", Chief of Black
foot Indians, with pilot Ralph Brown. W.
T. Thomas at right. The Indian brought
the whole tribal family to witness the
flight. Once off the water, the Chief let
out a war whoop to let everyone know
he was quite pleased.
The Brindley Street plant in Ithaca, NY
about 1915, where the T-2 and D-2 trac
tor planes were built.
of this machine added to the prestige of their having hired a new designer, and resulted in an order from the British Admiralty for 24 model T2 airplanes, their first sizable order. With two previous moves of Hornell, New York and Bath, New York, the brothers looked for a new location to expand. Ithaca, New York at the southern 6 AUGUST 1982
end of Lake Cayuga was a natural choice, with flat fields for take-off and landing and a 40-mile-Iong lake, constituting an ideal seaplane or flying boat test area. This coupled with the cold weather ability to fly from the ice, resulted in an ideal location. Shortly after the move to Ithaca, B. D. Thomas de signed a new model, the D2 Tractor biplane. This was
Morris Chain Co., Ithaca, NY, a sub sidiary of Borg-Warner where W. T. Thomas eventually merged his Inter ests. Mr. Morris owned controlling in terest with W. T. Thomas as Vlce President.
Board Room group. Left to right: Har old Bliss, B. D. Thomas, George Abel, Jerome Freed, Mr. Morris, W. T. Thomas, Raymond Ware, discussing aircraft busi ness. B. D. Thomas was no relation to W. T. Thomas.
Employees of the Thomas Brothers Aeroplane Co., Ithaca, NY, Brindley St. plant.
the first use of the new Thomas enterprise, which was to build their own engines. This auxiliary company called The Thomas Air Motor Co. had designed and built a 135 hp geared engine designed by George Able and Harold Bliss, two of the founders of this new divi sion. In 1915 two seaplanes were built for the Navy designated SH4 and SH5 and the D5 tractor plane was
developed for the Signal Corps. Further development in 1916 resulted in production of the SH4 Seaplane and 15 were built for the U .S. Navy. With the prestige of not only an airplane company, but a motor company and a flying school, The Thomas School of Aviation was picked by the Canadian Govern ment for pilots who would train to become commisVINTAGE AIRPLANE 7
Side profile of assembled Thomas Aero Motor. The hand crank was preferred to swinging the prop on a geared (two to one) engine. Note individual cylin der primers beside spark plugs.
It may be Frank Burnside standing be side the large trainer at the Thomas School of Aviation, near Ithaca, NY. Note the ailerons were employed up top wing only. Exhaust stacks rose from top of engine and were attached to pipe which wrapped around both sides of fuselage. W. T. Thomas flying school was the first Board of Regents Chartered Avia tion School in New York State. This plane was possibly a Model 0-2.
One of 15 Model SH-4 hydroplanes built by Thomas-Morse for the U.S. Navy In about 1916, powered with a 140 hp Sturtevant engine.
sioned in the Royal Flying Corps. This brought a num ber of pilots to the shores of Lake Cayuga as World War I gained in intensity. The expansion and all of the activities had put con siderable financial strain on the Thomas companies. A refinancing was accomplished by merging the air plane and engine division with the flying school, then 8 AUGUST 1982
merging with the Morse Chain Co. of Ithaca, New York. Thus the final name that is so well known ... Thomas Morse Aircraft Corp. was born January 31, 1917 III time to build the famous World War I fighters . • (To Be Continued Next Month)
Dale Glenn and friend and N8407 in happier times.
EAA'S FORD TRIMOTOR
(Photo by Lee Fray)
... and after the " Big Blow" in June, 1973.
By George Hardie , Jr.
Associate Editor
The VINTAGE AIRPLANE
It's been a long road and there still is a long way to go but progress is being made. The last report on the status of EAA's Ford Trimotor appeared in the July 1981 issue of The VINTAGE AIRPLANE, when the fuselage was being restored at Kal-Aero, Inc. in Kala mazoo, Michigan. The fuselage framework was com pleted and partially skinned by December 1981 when the decision was made to return the Ford to EAA's restoration facility at Burlington, Wisconsin. Through a generous donation from the R. H. Wagner Foundation of Lyons, Wisconsin, Tom Soerens, an A&P mechanic and talented sheet metal specialist, was hired in January, 1982 to take on the Ford project. To date (June 15) he has completed the skinning of the fuse lage and manufactured a new fin and rudder and a new stabilizer and elevators. The next step is to restore the wing center section and install it in preparation for mounting the landing gear. Bill Chomo , EAA Director of Maintenance and Restoration , summarizes the work still to be done . " For the center section we need to r eplace four U shaped wing fitting doublers. For this I need a big gun for \4-inch rivets. Then the section will be reskinned and made ready to install on the fuselage. The lead ing edge skins present somewhat of a problem , but KalVINTAGE AIRPLANE 9
The extent of the damage to the ailerons is evident in this (Photo by Marian Cavadias) view.
Tom Soerens prepares to trim the trailing edge of the rudder. (Photo by Marian Cavadias)
The three main fuel tanks which are mounted in the wing (Photo by Marian Cavadias) total capacity 231 gallons.
(Photo by Marian Cavadias)
(Photo by Marian Cavadias)
The damaged right wing tip is shown here.
The completed stabilizer and left elevator.
Aero has a three-roll slip roller and has agreed to form them for us." "Once the center section is installed, we can mount the fuselage on the landing gear. The original gear is OK except for one drag link and we have a replacement for that. All three engines need work. We have suf ficient engine parts to make three good Pratt & Whit ney R-985s. We need propeller parts, specifically three hubs (30 spline) , Part #5406-AL , and six Hamilton Standard Ground Adjustable prop blades, Part #3792X 8' 9" for P& W R-985 engines. "After mounting on the gear, the work of complet ing the interior can be tackled. The floor boards are
installed and we have the cabin seats. New cockpit seats will have to be made. We want to complete the cockpit area as near to the original configuration as possible. "It is interesting to compare the original aluminum sheet used by Ford with what we use today. Ford used .012 and .014 - we are using .020 2024T-3. Ford made much of the Alclad name - it was really a .0015 thick application of pure aluminum over the alloy sheet. Over the years this had worn away and our airplane had been painted. I'm thinking of using Nevada Silver Alumithane, a two-part polyurethane paint used on semi-trailers.
10 AUGUST 1982
The wing center section with skin removed to examine for corrosion and needed replacement parts. (Photo by Jack Cox)
Tom Soerens drills out rivets in a spare aileron to remove (Photo by Marian Cavadias) the skin to examine the interior.
The completed fuselage and tail surfaces, ready for mount ing the center section and landing gear.
Bauken Noack, EAA shop mechanic, demonstrates his spe cial tool which he Invented to flatten the ends of corrugated (Photo by Marian Cavadias) aluminum sheets.
"We are restoring the airplane to meet the require ments of the Standard Category for passenger carry ing. We want to get the air~lane on the gear by mid August, engines mounted and other detail work com pleted later in the year. Then we'll work on the outer wing panels." The "Save The Ford" Fund is nearing exhaustion. Work cannot continue without a steady influx of financ ing to cover the minimum costs required. The booklet "A Ford in EAA's Future" is still being offered, to gether with a special certificate, to all donors who contribute $10 or more. Supplies are limited, so this will soon become a collector's item. The booklet con-
tains a history of the ongm and development of Ford Trimotors and includes 84 rare photographs of Ford aircraft . A detailed history of EAA's Ford, N8407 (Serial No. 4-AT-69) from the time it rolled off the pro duction line at Dearborn, Michigan in August 1929 until it was damaged in the windstorm in June 1973, is also included. To obtain your booklet and certificate, send your donation to "Save the Ford" Fund, EAA Aviation Foun dation, Inc., P .O. Box 229, Hales Corners, WI 53130. Help save this great airplane - this priceless link in aviation history for the enjoyment of this and future generations. Contributions are tax deductible.
(Photo by Marian Cavadias)
VINTAGE AIRPLANE 11
WHERE ARE THEY?
In any discussion about Ford Trimotors, the ques tion inevitably arises, "How many are left?" An exami nation of FAA records dated January 30, 1982 reveals the following registered Fords: Registration
Serial
No.
No.
N6077C 7584
10 38
9612 9642 8400 8407
55 58 62 69
Model 5-AT-B
9645 76GC (9637)
8 11
9651 9683
34 39
8419 414H
58 74
Owner ModeI4-AT-B
Harrah's Club, Reno, NV Commuter Investment & Development Co., Las Vegas, NV Irv Perlich, Morgan Hill, CA National Air & Space Museum, Washington, DC ModeI5-AT-C
Eugene Frank, Caldwell, ID Travdair Taxi, Inc. , Port Clinton, OH Model4-AT-E
Dolph Overton, Orlando, FL Kal-Aero, Inc., Kalamazoo, MI Kal-Aero, Inc., Kalamazoo, MI EAA Aviation Foundation, Inc., Franklin, WI
Kal-Aero, Inc., Kalamazoo, MI Commuter Investment & Development Co., Las Vegas, NV Weare trying to determine the present status of these Fords in order to update our records. We'd like to enlist your help on this project. Send any informa tion you may have to George Hardie, Jr., EAA His torian, EAA Aviation Foundation, Inc., P.O. Box 469, Hales Corners, WI 53130.
MYSTERY PLANE The August Mystery Plane photo was provided by Mike Rezich, 6424 So . LaPorte Avenue , Chicago, IL 60638. Mike saw this aircraft fly and his descriptive identification will appear in the October issue of VIN TAGE .
(Reid Patterson Photo via Mike Rezich Collection)
The June Mystery Plane was a one-ofT 1931 Bird Model F, X790N, SIN 8001, powered by a Packard Die sel of 225-300 hp (see Juptner's U.S. Civil Aircraft, Vol. 5, pp. 56 and 58). The following readers correctly iden tified the plane, the engine or both: Dick and Jeannie Hill, Harvard, IL; Robert D. Glascock, Wichita , KS; Kevin Stephenson, Albuquerque , NM; Francis Wallace, Stony Brook, NY; Clarence A. Hess, Lockport, IL; Shelby B. Hagberg, Greenville, IA; Lynn Towns, Eaton Rapids, MI; Rich ard Hildebrand, Speedway, IN; C. 12 AUGUST 1982
Windsor Auten, Belmont, CA; Mike Rezich, Chicago, IL; Harold G. Scheck, East Rutherford, NJ; and Ken Pruitt, Albuquerque, NM. Ken Pruitt writes, "Is the state ment that 'the airframe was stolen' a conjecture or a known fact? Might I suggest that another possibility is when BIRD shut down in 1932, the SPEED BIRD CORP. of Keyport, NJ was formed to serve all the 'Bird' owners with spare parts, repairs, etc. and if the Model F had not been sold by then, it too probably went to New Jersey and ended up as spare parts
on other airplanes, or sold as an entirely different airplane. It is known that Speed-Bird was playing around with Lambert and Jacobs powered biplanes in 1933-1935."
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Mike's FAI Aviator pilot license No. 6575 signed by orville:... . . . Wright, October 27, 1926.
SKY PIONEER By E. E. "Buck" Hilbert (EAA 21, AIC 5) 8102 Leech Drive Union,IL 60190 (Photos From The Collection Of Mike Drabik) On a bright and sunny summer morning a few years ago, my daughter pointed upward and exclaimed, "Daddy, Daddy, look at that airplane scratching up the sky! How did it happen, Daddy?" I couldn't think of an answer, or at least one that would satisfy a four-year-old's mind. Since then I've thought about it a lot, and it's always in the back of my mind. The contrails we see up there came about slowly and tediously, over many years of the trials and tribulations of many aviators flying many airplanes. They all contributed something to make these con trails possible, and to make flight the beautiful experi ence it is today. The "Pioneers of the Sky" made these things possible. The year 1970 doesn't seem so long ago, does it? That's when the sky pioneer I'm going to tell you about
signed his last maintenance release, sending a big, beautiful Boeing 747 winging off to Hawaii. Then, after cake and coffee, a lot of back slapping and congratula tory remarks, he took off his white United Airlines overalls and went home to the life of a retiree ... home to his memories and memorabilia, a little sadly per haps, but with the personal satisfaction that he had done a good job. Every trade and every profession has its "masters". These are a handful of dedicated people who, among the thousands of workers, go about their jobs with a calm proficiency which amazes many of the young and eager. Most of these folks never know glory, but you'll always find them behind the scenes where history is being made. People of this nature are usually content with their "best supporting actor" roles and are respected by all. They give long and lasting service to an idea or a plan until it bears fruit, then they nourish it with dedica tion and love, to keep it bearing fruit. The sky pioneer I'm talking about is such a man. Mike Drabik, 5044 North Merrimac, Chicago, IL 60630 was convinced that aviation could serve not only the VINTAGE AIRPLANE 13
Mike Drabik and the Heath Favorite ... Ed Heath named this plane but Mike Drabik loved It too. He has models of It built from original drawings. Heath once carried four people in the front cockpit from Chicago to St. Louis for an air meet. Photo taken in 1923.
Mike by Hestb- Favorite
(United Air Lines Photo)
Pitcairn Mallwing at the old Chicago Municipal Airport . .. now Midway.
nation, JUt the world, and to that end he dedicated more than forty years of exemplary service. Today, he right足 fully rejoices when he sees those contrails in the sky. Mike Drabik's career began in 1923 with the Heath Aircraft Corporation on a small airfield in Chicago, when airplanes were a rarity and seldom seen. Planes were attractions at carnivals and fairs and used for barnstorming. They were flown with cantankerous en足 gines, with wooden, muslin-covered wings, and held together with wire, dope and layers of tape. But they flew and some were even built by their pilots. It was in one of these early homebuilts, the Heath Favorite, that Mike first took to the air, looking skyward with similar anticipation that a person born to ski looks upon a snow-covered slope. Mike received his pilot license a short time later, signed by Orville Wright, the father of powered flight. In 1924 and 1925 Mike spent his time giving rides over Chicago, or advertising for a Ford dealership with 14 AUGUST 1982
a specially painted Canuck (Canadian Jenny). He then started to freeboot across the country, barnstorming with others of his kind. "Once I was on a trip," he told me, "from Buffalo, New York to Schenectady with a planned stop at Utica for fuel. When I got to Utica I found that the runway had been plowed under. About ten minutes later I located an alfalfa field and landed. This attracted the local citizens who came running to see the aeroplane. They trampled the alfalfa worse than a herd of buffalo. The police showed up and were going to jail me for damaging the crop, but I got the farmer aside and was able to settle the matter by giving him ten dollars so he wouldn't press charges. Arrangements were made for refueling and I got out of there. I don't mind tell in' you, that was one patch of alfalfa I was glad to leave to the cows!" I've spent many an interesting evening with Mike, sipping a drink and swirling the ice cubes, listening
(United Air Lines Photo)
1927 Boeing Model 40-A with 400 hp P&W Wasp engine. Twenty-five of these planes were built, 24 for Boeing's use on Its own airline, the Boeing Air Trans port.
(United Air Lines Photo)
1929 Boeing 95 used by Boeing Air Transport, National Air Transport , Western Air Express, and Robertson Aircraft. Boeing used several of these on their San Francisco to Chicago run. Power was a 525 hp P&W Hornet.
to him tell stories of the early days. He never minds my bugging him and I never tire of hearing about the days when he flew and worked with people who went on to make their mark in the history books. I had only read of many of these people who considered Mike as their friend . In 1926 Mike had the misfortune of banging up his Canuck when it was severely damaged in a landing ac cident, being flipped over on its back. He spent the winter rebuilding it in an old livery barn. In the spring he towed it to the Chicago I"lying Club Field where he tied it down. From this point the story becomes a bit hazy, but as I interpret it Mike was still shook over the crackup and was lacking some confidence. I don't think he doubted his own ability or workmanship, yet he set out to find someone to test fly his airplane. He soon located a young Army aviator who had just come to Chicago from St. Louis on a motorcycle and said he'd be glad to test fly
the Canuck. Later, after the plane proved to be air worthy, the Army man took Mike up for some refresher flight training. (Who said the biennial flight review was something new?) Less than a year later, Mike's new friend crossed the Atlantic in a plane named the "Spirit of St. Louis"! Although Charles Lindbergh skyrocketed to fame , their friendship was never forgotten and in 1967 Mike received an invitation to participate in the 40th anni versary of that first solo transatlantic flight. In 1929 Mike began to lose some of his restlessness and he went to work as an aircraft mechanic for a small company called National Air Transport. This company flew the mail in planes such as the Curtiss Carrier Pigeon, Douglas M-1 , Boeing 40-A, Curtiss Falcon and Boeing 95. Mike was highly qualified for his new job as he had experience rebuilding Jennys, Standards and Canucks and had taught at a school on Chicago's Mil waukee Avenue, operated by the U.S. Airplane ComVINTAGE AIRPLANE 15
(United Air Lines Photo)
1929 Curtiss Falcon Mailplane with Liberty engine. NAT had 11 of them.
(United Air Lines Photo)
1929 Curtiss Carrier Pigeon Model 1, NAT No.1 with Liberty engine. Nobody loved this plane according to Mike. The idea is intriguing of the wing panels being interchangeable as well as aile rons and all tail surfaces, both fixed and moveable. It apparently was not a good airplane.
pany. He jokingly tells that NAT hired him conditlOn ally to test his skills and he stayed on the job forty one years without ever being asked to fill out an ap plication. This small company, NAT, later merged with other companies, eventually becoming United Airlines. During World War II Mike had the duty of teach ing an aviation mechanics course at the old Chicago Municipal Airport. Few mechanics were as well quali fied as Mike and his experience was put to good use training young Army recruits from all over the coun try, the proper maintenance and service of radial and in-line engines. After the War, Mike went back "on the line" for United Airlines. During his career he saw the cinder runways upgraded to concrete at Chicago's Municipal Airport and later, the name changed to Chicago Mid way. Before the control tower was installed he saw air traffic controlled by one man dressed in a yellow smock with two flags in his hands. If it was clear to land, a 16 AUGUST 1982
yellow flag was waved and a red flag meant the pilot should go around. He watched aviation grow from "shoestring" to big business. He remembers the days when pilots carried rifles for survival if forced down in remote areas. Mike, like others of his kind became the background for the busy air commerce systems as they surged into the jet age. He was lost among the many others who helped to make the airlines the superb transportation system it is today. The guys and gals who wear the coveralls and Both sides of an original Chicago Flying Club brochure are reproduced on the following two pages. Mike Drabik is the surviving pilot of the four men shown, who also flew together advertising for Malwitz Ford. The Canuck and the Standard were used as club planes. Banker, Gathercoal and Coutel lier were lost in late June 1927 along with the Standard in an attempted crossing of Lake Michigan. No trace of the men or plane was ever found.
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Boul....rd. 2Y.J mil•• w •• t of Dunninl. Chic\.o. The flyiol .bip. now on the Field are:
Ship No. 1 - RED DEVIL. Canadian Curti~1'I (Canuck) two Illuct:' tractlJr. "pan 44 ft .• chord 5 ft . 10 in •• Curtisli OX-5, ~O H.I' ,. TYIH.> V. M CylimJer. lilJt.·ed Hi milel'O rt'T hour.
Ship No.2 - MAIDEN GERTRUDE. S:sndsrd J. Nu. I ("urti ••. thr.'. "lace tractor. Motor OXX-6 Lurtisb. 10:,) H . P .. Tyve \"
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Ship No. 3 - CurtilS H Clivped Oriole , 90 H.P. three place trach 'r. Motor CurtistS OX-5, sIIt'ed 110 miletS per hour. Two or thr.!e other ghivd UTt' now in
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CHICAGO FLYING CLUB PILOTS AND THEIR RECORDS
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of these pilots tly as mlleli as ;IU hours 1ll'1' wpek and al'P I'('ady to take you on cross country tlights for any distance to suit your tillle and conn'nil'nce. TllPY will gladly quote you rates.
MICHAEL J. DRABIK, ~Hl W. Walton tiL, Chicago, OWlwr of the "'{ed Devil,".T. N. -l·C Curtiss Canadian, known as ·'Canuck." Mr. Drabil{'s I'I'COI'<I is l~)U !lying hours. He is a graduate of Heath Aiqllalw Co. flying school. Has flOWI1 al Ashburn 1·'il'ld, Chicago Air Port, Chicago Flying Club Fil,ld-is now instructor at tlH' l'hicago }<'Iy' ing Club. Has !lawn Canuek J. N. -l·D and i"'tandard J. No. 1. EARLE P. BANKER, J5:-l:> Bosworth Ave., Chicago, tl'll'phonp Lake Ykw I;)-lli. "'ly . ing hours ;)00. ~'orDler arlllY Hying serg('ill'lt and IlIl'chanician. }<'ormerlyon Sl'ifl'idgl' Field at Mt. Clemens, Michigan, Wold Challilll'riain I·'it-Id at 'l'win Cities, l\lilllll'sota. Has Hown ships D. H. 4, J. N. I)·H, Canuc\{, Standard J. No. I, Avro and Sopwith. Is now instructor at Chicago Flying Club.
NORRIS M. GATHERCOAL, :!nd Lieut. '1{('sprH', ~Ilti S. ill'll Ave., Maywood, Ill. tdephone Maywood :I:!i;)·M. Flying hours ;)I')U. Uraduatt' of Army Schools, Primary Fly· ing Schools at Brooks l·'leld, Texas, Auva ICl'd Flying SdlUol, Kl~lly Field, Tl'xas, Ail' Sef\'ice 1\,,:llDical School at Chanute !<'ipld, I{antoul, Illinois. Has 1l0WH Martin BOlllbt'r, Vought KU, M. B. :I PUI'suits, .T. N . li ·H, 'f . W's il and 5, Canu('k, J. No. 1, Sopwith, Avro, D. H. 4·B and Sperr~' Messenger. Is now instructor at Chieago Flying Club. EUGENE T. COUTELLIER, :3;):1;) Boswol'~h AYe., Chil'ago, pilot and o\\,Ill'r of thl' .• ~lailil'11 Gertrude~" a standard Curtiss Ph.nt'. One of tIll' first students in tIll' Chil'aj.{o }<'Iyinj.{ Club to H,· aduall' under the tuition cf tl\l'ir instructors. He has to date a n'l'onl of :30 hours of Irving tillll' and is OWl1l'r of his own ship. HI' is now. w bt' onl' of tht, instruetors. Thia I{Oes to show the l'fth:iency CJf till' instructors of the Cbicaao }1'lying Cluh.
18 AUGUST 1982
CALENDAR OF EVENTS
This is Mike In June 1927 after a forced landing In a ceme tery just east of what Is now Chicago's O'Hare Field. He said the tract was under development and had not yet become a marble orchard.
uniforms, the fuelers, baggage handlers, ramp rats, whether visible to the passengers or not, are all neces sary to running an airline. Most in these jobs today are youngsters, but it was the sky pioneers like Mike who passed on the knowledge and set the examples which made possible the conception and operation of the magnificent iron birds we fly and ride in today. In 1970 I was there when Mike signed his last Flight Log Maintenance Release. The Captain who flew the trip that day is also retired as are many of Mike's co workers. But they are not really completely retired . . . a part of them is still visible each time an airplane scratches a contrail across the sky.
This Is the Standard in the alfalfa field near Utica, NY after Mike's forced landing on a flight from Buffalo to Schenec tady, NY.
I'm proud to know and call Mike Drabik my friend, and I'm especially grateful to him for the knowledge, the expertise, and the dedication he has given to avia tion for these many years. He is a sky pioneer without peer. Editor's Note: Capt. E. E. "Buck" Hilbert flies Douglas DC-Bs for United Airlines out of Chicago's O'lfare Field. Out of his own private strip, "The Funny Farm", he flies a variety of small planes including his Aeronca C-3 and Stinson L-5. Buck helped in the creation of the EAA Antique/Classic Division, served as its first Presi dent, and currently is Treasurer. He is also a director of the EAA Aviation Foundation, Inc. and can be seen each year at Oshkosh performing several duties relating to his EAA responsibilities.
JULY 31 - AUGUST 7 - OSHKOSH, WISCONSIN - 30th Annual EAA Fly-In Convention. It's never too early to start making plans for the world's GREATEST AVIATION EVENT. AUGUST &-8 - SHELTON, WASHINGTON - Sanderson Field. Second Annual Antique , Classic and Warbird Fly-In sponsored by the Puget Sound Antique Airplane Club, EAA Antique/Classic Division 9. Arrive on Friday, Public Display Saturday, dinner Saturday evening. Fly-a-way breakfast on Sunday. For information contact Fred C. Ellsworth, 17639 SE 293rd Place, Kent, WA 98031. 206/631-9117. AUGUST &-14 - SAN ANTONIO, TEXAS - International Cessna 170 Association Annual Convention. Contact John D. Benham, 12834 Dovetail, San Antonio, TX 78253. AUGUST 9-14 - FOND DU LAC, WISCONSIN - Annual International Aerobatic Club Championships and Convention. Contact lAC, P.O. Box 229, Hales Corners, WI 53130. AUGUST 15 - WOODSFIELD, OHIO - Air Show at 1:30 P.M. at Mon roe County Airport. Phone 614/472-1882. AUGUST 15-22 - BLAKESBURG, IOWA - Annual AAA-APM Fly-In at Antique Airfield. For AAA members only. Contact Robert Tay lor, Antique Airfield, Route 2, Box 172. Ottumwa, IA 52501. AUGUST 20-22 - VANCOUVER, WASHINGTON - Northwest Antique Airplane Club 23rd Annual Fly-In and Air Show at Evergreen Air port. Excellent camping, spaghetti feed August 20, breakfasts, awards banquet and dance Saturday. Contact Jim Rosen, 314 S.E. 118th Avenue, Vancouver, WA 98664. 206/254-6606. AUGUST 22 - ALDERMAN AIRPORT, OHIO - Tri-Club Model Air Show and EAA Fly-In at Brush Run Park, 10 a.m. to 5 p.m. Hosted by EM Chapter 341, Tri-State Miniature Aircraft Association Chap ter 51, St. Clairsville Radio Control Flyers. Contact Larry VanDyne, 614/472-1882. AUGUST 22 - WEEDSPORT, NEW YORK - Antique/Classic and Home built fly-in sponsored by Chapter 486. Whitfords Airport. Pancake breakfast, air show. Field closed 1-5. IntermiSSion for early de partures. Contact Herb Livingston, 1257 Gallagher Road, Baldwins ville, NY 13027. AUGUST 27-29 - ARLINGTON, WASHINGTON - Northwest EAA Fly-In. Homebuilts, classics and antiques. Camping , meals, forums, exhibits, awards and fun. For information contact Dave Woodcock, 206/747-2748. AUGUST 29 - BALDWIN AIRPORT, ONTARIO, CANADA - Antique & Homebuilt Fly-In Brunch. All aircraft welcome. Begins at 10 a.m. at airport five miles south of Lake Simcoe parallel to Highway 48. For information call Dick Shelton at 416/889-0249 or 416/722-5334 or Fred Andreassen at 416/722-8724. SEPTEMBER 2-6 - TULLAHOMA, TENNESSEE - 2nd Annual Ole South Fly-In. Parish Aerodrome, Soesbe-Martin Field. Saturday, Parade of 'Flight; Sunday, Air Show.. Camping. Contact Jimmy Snyder, President, Tennessee Valley Sport Aviation Association, Inc., 5315 Ringgold Road, Chattanooga, TN 37412. 615/894-7957. SEPTEMBER &-12 - GALESBURG, ILLINOIS - 11th National Stear man Fly-!n, Contact Jim Leahy at P.O. Box 1505, Galesburg, IL 61401 , 309/343;2119 or Tom Lowe at 823 Kingston Lane, Crystal Lake, IL 60014, 815/459-6873. . SEPTEMBER 11-12 - GREELY, COLORADO - Rocky Mountain Re gional Fly-In at Weld County Airport. Open to the public, pancake breakfast and air shows. Contact Bill Marc, 303/986-4398. SEPTEMBER 17-19 - BALTIMORE, MARYLAND - 13th Annual East Coast Fly-In sponsored by East Coast EAA chapters. Pancake breakfast, forums, displays, awards. Glenn L. Martin State Air port. Contact Gene Brown, 9028 Hickory Hill Ave., Lanham, MD 20706, 301/577-3070 or Bob Wallace, 1800 Kittyhawk Rd. , Balti more, MD 21220, 301/686-9242 or 686-3279. SEPTEMBER 24-26 - TAHLEQUAH, OKLAHOMA - 25th Anniversary Tulsa Fly-In .co-sponsored by EAA A/C Chapter 10, UL Chapter 10, lAC Chaper 10 and AAA Chapter 2. Will also celebrate the 75th anniversary of Oklahoma statehood and the 100th anniversary of Tulsa. Contact Cal Bass, 6111 So. Joplin, Tulsa, OK 74136. 918/494-8908. OCTOBER 1-3 - NEWNAN-COWETA COUNTY AIRPORT, GEORGIA International Cessna 120/140 Association, Inc. Annual conven tion and fly-in. For info contact Charlie Wilson, 567 Forrest Ave nue, Fayetteville, GA 30214. 404/481-6279. OCTOBER 10 - BOLIVAR, TENNESSEE - EAA Chapter 763 Fly-In and Air Show. Contact Billy Whitehurst, P.O. Box 376, Bolivar, TN 38008. 901/658-6282.
VINTAGE AIRPLANE 19
BORDEN'S AEROPLANE POSTERS FROM THE 1930'S Article Number 24, Poster Number 10, Series Number 2 By Lionel Salisbury (EAA 114523)
Seven Harper Road
Brampton, Ontario
Canada L6W 2W3
THE BIRD BIPLANE :J'he Personal Plane Of Mrs. Lindbergh
It seems hard to believe that it has been over three years since my son David came home with eighteen posters that he had been given by a friend. He was fifteen at the time, in his second year of high school, and was gung-ho about airplanes. Those first posters have led to a most pleasant, enjoyable relationship with the EAA and with a num ber of people in various parts of the United States and Canada who have responded to the series. When David brought them home, we spread them on the floor and examined each. They had been collected in 1936 in Canada by Mr. Glenn Inch, who was one of many young men of the time \\>ho purchased tins of Borden's Malted Milk Drink so they could get a coupon from the container. That allowed them one poster for each coupon returned to the company at Yardley House in Toronto. Glenn collected 18 of the posters that had been made available by the Canadian Subsidiary of the Borden Company. After some discussion, David and I decided to pass the posters on to the editors of The VINTAGE AIRPLANE and that was the start of this series. 20 AUGUST 1982
It then became apparent that there had been addi tional posters made available in the United States by the parent company in New York, and by a predeces sor of the Borden Company, Thompson's Malted Milk Company of Waukesha, Wisconsin. These posters had been published and distributed in 1933 and 1934. Mr. Cedric Galloway of Hesperia, California sent in three of these posters and they were added to our series. We then heard from Mr. Marion McClure of Bloomington, Illinois who sent in his entire collection. That collec tion has yielded an additional six posters, and this month's is the third poster provided by Mr. McClure. As the series developed, I have also heard from time, to time, from other readers who have supplied interest! ing comment and additional information, either about the posters, or some of the airplanes featured on them. It has been most gratifying to receive these letters. This month's poster is on the Bird Biplane. The line drawing is from the back of the poster, as are the descrip tive notes .. . Lionel Salisbury
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THE BIRD BIPLANE The Personal Plane Of Mrs. Lindbergh
Description Of Bird Biplane
The Bird Biplane is made by the Bird Aircraft Corporation at Glendale, Long Island , New York. It is a very light two passenger ship, weighing only 1,350 lbs., with 125 horsepower motor and is capable of handling four passengers. With lower powered motors, as indicated below, it is a three passenger ship. It is an exceptionally safe and easy plane to handle, due to the low landing speed and the broad wing span compared with weight. The fuselage is of welded chrome-molybdenum steel tubing in the form of a Warren truss with no wire brac ing. The fuselage fittings are slotted into the tubes and welded. The wing structure is built up of spruce spars and compression members, braced with steel tie rods. Ribs are also of wood. The leading edge is covered with duralumin sheet. The wing tips are rounded and tapered. Ailerons are of wood and tail surfaces are of welded steel tubes covered with fabric.
The ailerons and elevators are operated by push pull rods; the rudder is operated by cables. The landing gear is of the split-axle type. Shock absorbers are a combination of oleo and rubber. The tail skid is of the leaf-spring type made of silicon steel mounted on a bronze bearing. SPECIFICATIONS: (Powered with Kinner 125 hp, Warner 110 hp and Kinner 90 hp, respectively) Span, upper wings - 34 ft., lower wing - 25 ft. Length over all - 23 ft. Height overall - 8 ft. Wing area - 266 sq. ft. Weight empty - 1,350 lbs., 1,230 lbs., 1,199 lbs. Dis posable loads - 985 lbs., 790 lbs., 781 lbs. Gross weights - 2,335 lbs., 2,020 lbs., 1,980 lbs. PERFORMANCE: High Speeds - 120 mph, 117 mph, 115 mph. Cruising speeds - 100 mph, 98 mph, 95 mph. Landing speeds - 35 mph, 34 mph, 34 mph. Rates of climb - 1,100 ft. per min., 950 ft. per min., 900 ft. per min. Service ceilings - 17,000 ft., 16,500 ft., 16,000 ft.
NEXTMONTH MARTIN BOMBER - The Huge Navy Patrol Ship
VINTAGE AIRPLANE 21
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Classic owners! Interior looking ahabbyf
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Finish it right with an airtex interior
Jet Fuel $1.50 gal. Self Service Complete line service, for more flying time and less down time. Sentry Aviation Services Unicom 122-7
Complete interior assemblies for dO-it-yourself installation.
Stevens Point. Wis. Municipal Airport
Custom Quality at economical prices,
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Cushion upholstery sets • Wall panel sets • Headliners • Carpet sets • Baggage compartment sets • Firewall covers • Seat Slings • Recover envelopes and dopes
Free Catalog of complete product line. Fabric Selection Guide showing actual sample colors and styles of materials: $3.00.
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products, inc. 259 Lower Morrisville Rd., Dept. VA Fallsington, PA 19054 (215) 295-4115
VISA
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Jacket: Unlined Poplin jacket, features knit waist and cuffs. The gold and white braid trim on a Tan body emphasizes the colors proudly dis played in the Antique/Classic logo . Sizes : X-small thru X-large
$28.95 ppd
Cap: Complete the look in this gold mesh hat with contrasting blue bill , trimmed with a gold braid. Your logo visibly displayed . makes this adjustable cap a must. Sizes : M & L (adjustable rear band)
$6.25 ppd
WEAR the IMAGE
in an Antique/Classic jacket and cap
Send Check To:
EAA ANTIQUE/CLASSIC DIVISION, INC.
P.o.
Box 229
Hales Corners, WI 53130
Allow 4-6 Weeks For Delivery
Wisconsin Residents Include 4% Sales Tax
22 AUGUST 1982
AVAILABLE BACK ISSUES
THE VINTAGE AIRPLANE
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Rates are for black and white camera-ready ads. CLASSIFIED RATES: Regular type - 45c per word; 50c per word; ALL CAPS - 55c per word. (Minimum charge - $7.00. Rate covers one insertion, one issue.) Bold face type -
For additional information, including color rates and required ad sizes, contact: Advertising Department The VINTAGE AIRPLANE P.O. Box 229
Hales Corners, WI 53130
414 /425-4860
A CRO SPORT - Single place biplane capable of un limited aerobatics. 23 sheets of clear, easy to follow plans, includes nearly 100 isometrical drawings, photos and. exploded views . Complete parts and materials list. Full size wing drawings . Plans plus 88 page Builder's Manual - $60.00. Info Pack - $4.00. Super Acro Sport Wing Drawing - $15.00. Send clreck or money order to: ACRO SPORT, INC., Box 462, Hales Corners, WI 53130. 4141 425-4860. ACRO II - The new 2-place aerobatic trainer and sport biplane. 20 pages of easy to follow , detailed plans. Com· plete with isometric drawings, photos, exploded views. plans - $85.00. Info Pack - $4.00. Send check or money order to: ACRO SPORT, INC., P .O. Box 462, Hales Cor ners, WI 53130. 414/425-4860.
FLYING AND GLIDER MANUALS 2.50 ea.
CLASSIFIED ADS
COMMISSIONS: Non-commissionable.
1929, 1930, 1931
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March through December All Are Available All Are Available February through May, August through December 1977 All Are Available 1978 January through March, August, October through December 1979 February through December 1980 January, March through July, September through December All Are Available 1981 1982 January through March, May through July Back issues are available from Headquarters for $1.25 each, postpaid, except the July 1977 (Lindbergh Com memorative) issue, which is $1.50 postpaid. 1973 1974 1975 1976
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SEND CHECK OR MONEY ORDER TO :
EAA Aviation Foundation, Inc.
Box 469 Hales Corners, WI 53130
Allow 4-6 Weeks For Delivery
Wisconsin Residents Include 4% Sales Tax
POBER PIXIE - VW powered parasol - unlimited in low. cost pleasure flying . Big, roomy cockpit for the over six foot pilot. VW power insures hard to beat 3V2 gph at cruise setting. 15 large instruction sheets. Plans - $45.00. Info Pack - $4.00. Send check or money order to: ACRO SPORT, INC. , Box 462, Hales Corners, WI 53130. 414f" 425-4860.
MEMBERSHIP INFORMATION
EAA ANTIQUE· CLASSIC lAC WARBIRDS U L TRALIGHT
• Membership in the Experimental Aircraft Association , Inc. is $25.00 for one year, $48.00 for 2 years and $69.00 for 3 years . All inClude 12 issues of Sport Aviation per year. Junior Membership (under 19 years of age) is available at $15.00 annually. Family Membership is available far an additional $10.00 annually. • EAA Member - $14.00. Includes ane year membership in EAA Antique-Classic Division , 12 monthly issues of The Vintage Airplane and membership card. Applicant must be a current EAA member and must give EAA membership number. • Non·EAA Member - $24.00. Includes one year membership in the EAA Antique-Classic Division, 12 monthly issues of The Vintage Airp lane, one year membership in the EAA and separate membership cards. Sport Aviation not included. • Membership in the International Aerobatic Club , Inc. is $20.00 annually which includes 12 issues of Sport Aerobatics . All lAC members are required to be members of EAA. • Membership in the Warb irds of America , Inc . is $20.00 per year, which includes a subscription to Warbirds Newsletter. Warbird members are required to be members of EAA. • Membership in the EAA Ultralight Assn . is $25.00 per year which includes the Ultralight publication ($15.0? additionalfor Sport Aviation magazine). For current EAA members only, $15.00, which includes UltralIght publIcatIon. • FOREIGN MEMBERSHIPS: Please submit your remillance with a check or draft drawn on a United States bank payable in United States dollars or an international postal money order similarly drawn .
MAKE CHECKS PAYABLE TO EAA OR THE DIVISION IN WHICH MEMBERSHIP IS DESIRED.
ADDRESS ALL LETTERS TO EAA OR THE PARTICULAR DIVISION AT THE FOLLOWING ADDRESS:
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OFFICE HOURS: 8:30 - 5:00 MONDAY-FRIDAY
VI NTAGE AIRPLANE 23