VA-Vol-12-No-5-May-1984

PUBLICATION STAFF PUBLISHER

Paul H. Poberezny

DIRECTOR,

MARKETING & COMMUNICATIONS

Dick Matt

MAY 1984 • VOL. 12, NO.5

EDITOR

Gene R. Chase

MANAGING EDITOR

Mary Jones

EDITORIAL ASSISTANT

Norman Petersen

FEATURE WRITER

George A. Hardie, Jr.

EAA ANTIQUE/CLASSIC

DIVISION; INC.

OFFICERS

President

R. J. Lickteig

1620 Bay Oaks Drive

Albert Lea, MN 56007.

507/373-2351

Secretary Ronald Fritz 15401 Sparta Avenue Kent City, MI 49330 616/678-5012

Treasurer

E. E. "Buck" Hilbert

P.O. Box 145

Union, IL 60180

815/923-4591

DIRECTORS John S. Copeland 9 Joanne Drive Westborough, MA 01581 617/366-7245 Claude L. Gray, Jr. 9635 Sylvia Avenue Northridge, CA 91324 213/349-1338

Stan Gomoll 1042 90th Lane, NE Minneapolis, MN 55434.

6121784-1172 Dale A. Gustafson 7724 Shady Hill Drive Indianapolis, IN 46274 317/293-4430

Contents 3

4

5 6 8 9 10 11 12 15 16 18 19 20 21

Straight and Level

by Bob Lickteig

AlCNews

by Gene Chase

The Remainder of the Tale

by Chet Wellman

Learning to Fly in a Cessna 170

See Page 5

by Deborah Richardson A Brief History of the Nut Tree Airport

by Deborah Richardson Calendar of Events Mystery Plane

by George Hardie, Jr. KLM's Douglas DC-2 Arrives at Melbourne Aeronca Comes to Middletown

by W. O. Baldwin Member's Projects See Page 6 In the Air Again

by Betty J. Mattson The Aviator Comes to Town '39 Chief

by Gene Chase Stinson in a Carport

by Morton E. Clark Letters to the Editor

Robert G. Herman • Arthur R. Morgan WI64 N9530 Water Street 3744 North 51st Blvd.

Menomonee Falls, WI 53051 Milwaukee, WI 53216 414/251-9253 414/442-3631 Morton W. Lester AI Kelch P.O. Box 3747 66 W. 622 N. Madison Ave. Martinsville, VA 24112 Cedarburg, WI 53012

703/632-4839 414/377-5886

Gene Morris 24 Chandelle Drive Hampshire, IL 60140 3121683-3199

John R. Turgyan Box 229, R.F.D. 2 Wrightstown, NJ 08562 6091758-2910

S. J. Wittman Box 267~ Oshkosh, WI 54901 414/235-1265

George S. York 181 Sloboda Ave. Mansfield, OH 44906 419/529-4378

ADVISORS Espie M. Joyce, Jr. Box 468 Madison, NC 27025 919/427-0216

Daniel Neuman 1521 Berne Circle W. Minneapolis, MN 55421 6121571 -0893

Ray Olcott 1500 Kings Way Nokomis, FL 33555 813/485-8139

Roy Redman Rt. 3, Box 208 Faribault, MN 55021 507/334-5801

Gar Williams S. H. " Wes" Schmid 2359 Lefeber Road Nine South 135 Aero Drive Naperville, IL 60540 Wauwatosa, WI 53213 4141771 -1545 3121355-9416

FRONT COVER .. . Dick James (EAA 50549, AlC 5064) taxies his Spad VII to the EAA Aviation Museum after landing at Wittman Field at the end of a 26-hour flight from Torrance, CA. The plane, a WW I replica built by Carl Swanson, is on display in the Museum and will be a gift to the EAA Aviation Foundation.

(Photo by Ralph Mosling) BACK COVER . . . features Oshkosh '84 convention program cover.

The words EAA, ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION, and the logos of EXPERIMENTAL AIRCRAFT ASSOCIATION INC., EAA INTERNATIONAL CONVENTION, EAA ANTIQUE & CLASSIC DIVISION INC., INTERNATIONAL AEROBATIC CLUB INC., WARBIRDS OF AMERICA INC., are registered trademarks, THE EAA SKY SHOPPE and logos of the EAA AVIATION FOUNDATION INC. and EAA ULTRALIGHT CONVENTION are trademarks of the above associations and their use by any person other than the above associations is strictly prohibited.

Editorial Policy: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. Material should be sent to: Gene R. Chase, Editor, The VINTAGE AIRPLANE, Wittman Airfield , Oshkosh, WI 54903-2591 .

The VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by EAA Antique/Classic Division, Inc. of the Experimental Aircraft ASSOCiation, Inc. and is published monthly at Wittman Airfield , Oshkosh, WI 54903­ 2591 . Second Class Postage paid at Oshkosh, WI 54901 and additional mailing offices. Membership rates for EAA Antique/Classic Division, Inc. are $18.00 for current EAA members for 12 month period of which $12.00 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 advertis­ ing. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken.

Postmaster: Send address changes to EAA Antique/Classic Division, Inc. , Wittman Airfield, Oshkosh, WI 54903-2591.

2 APRIL 1984

STRAIGHT AND

LEVEL

By Bob Lickteig President

Antique/Classic Division

It won't be long before the first 30 students will be at­ tending EAA Air Academy '84. What a thrill and experi­ ence for them, and what a gratifying feeling those of us have who had a small part in making it all possible. The first class will be made up of boys and girls ages 15 to 17 from coast to coast and border to border.

Chuck Larsen, Education Director for the EAA Avia­ tion Foundation, tells me he is very impressed with the quality of students applying to participate. This is where your Antique/Classic Division comes into playas we may raise money to provide this unique aviation experience to these fine young people. I am sure we can count on the Antique/Classic Division and its members to provide this needed funding.

And what an opportunity we have presented to these fine young people, to become exposed to all the glorious aspects of flight - yes, the freedom of fligh t.

My wife and I had the pleasure of raising five children, and as busy as I've been all my life, I tried to expose and acquaint each one with the thrill, excitement and op­ portunities in aviation. Out of the five , one became in­ volved. Perhaps a batting average of one for five fits our industry. Some of us like redheads, some likes blondes, and some like brunettes . . . and that's the way it is.

Now let's look at the 35 students in our own Academy - no, not the blondes and redheads, but the numbers. If our batting average is one for five, that means we will start six or seven of these students on the road leading to an aviation career. No, I wouldn't bet that all will end up in the left seat, but aviation today and tomorrow offers hundreds of industry opportunities in a variety of careers.

The current aviation community is responsible for hundreds of thousands of jobs and professions, and please remember we are not very old. The progress made in avia­ tion the first 80 years is astounding and like Al Jolson said, "You ain't seen nothing yet!"

Maybe we take too many things for granted today, and I wonder if we ever realize that nowhere else in the world could anything like this happen ... bringing a group of 15 to 17 year olds together for an experience like this and hands-on learning of this style. The program has been expanded to include introductory flights , a little dual, a little fun, and in what - you guessed it - J-3 Cubs! Can anyone think of a better place to start? I volunteered the use of my son's J -3 and old Dad is looking forward to riding in the front seat.

I am eager for the privilege of meeting the first class of students at our Academy. What a cross-section they

represent of this great country. Our students are young and bright, with eyes as big as the wheels on Lindbergh's Spirit of St. Louis. And what a tribute to the one who had the foresight and vision to bring EAA to where it is today.

Once again we can all tip our hats to our President, Mr. Paul Poberezny.

It won't be too long before some of us will be hanging up our scarves and goggles, and these young people will pick up from there and carry aviation on into the space age.

So what's next? This being our first year, we are all involved in a learning curve, but it is the first step toward a wonderful and most ambitious goal. The EAA Air Academy and its programs will undoubtedly be expanded in years to come.

So at this time I speak for each and every student of the EAA Air Academy Class of '84 - thanks to each of you Antique/Classic Division members who made this possible. And what a tribute to our Division for support­ ing such a wonderful and exciting program as Oshkosh Air Academy '84.

It's going to be a great year and a great convention.

Make the Antique/Classic area your headquarters for Oshkosh '84.

VINTAGE AIRPLANE 3

~ews U

Compiled by Gene Chase

OFFICIAL 1984 EAA CONVENTION VIDEO TAPE OFFERED The EAA Aviation Foundation Video Series will offer an official video tape of EAA '84. For the first time, a special EAA video team will capture the color and excite­ ment of the EAA Oshkosh Convention. The one-hour EAA '84 documentary will feature the airplanes, personalities, air shows, press conferences and forums of the eight-day celebration of flight. Only EAA has the experience to produce this unique and dazzling view of the world's great­ est aviation event. The EAA '84 video tape is offered to EAA members at a special pre-convention discount price of $39.00. Order your video tape today by sending your check or money order to EAA Aviation Foundation Video Series - EAA '84 Wittman Airfield, Oshkosh, WI 54903­ 2591. Please specify VHS or Beta.

PIPER LIFT STRUT FITTING

FAILURE

Fatigue failures of the lower attach fork fittings on high wing Piper lift struts continue to be reported to the FAA. Problems with cracked forks date back to 1958.

Since that time airworthiness directives, emergency air­ worthiness directives and numerous AD amendments have been issued by the FAA on the subject.

Preventative actions in the form of AD mandatory repetitive inspections and the installation of improved forks have effectively brought the problem under control.

Nevertheless, the FAA continues to receive reports from A&P's on cracked forks. Since October 1980, FAA en­ gineering has had 60 forks returned to them from A&P's reported as cracked. Upon a thorough re-inspection by FAA engineering, all forks were found to be, in fact, not cracked at all.

It is therefore clear that some A&P's are not only inspecting the forks improperly but they are also incurring unnecessary costs and sending shock waves through the ranks of Piper owners.

The Piper aircraft models affected are: J-3, J-4, L-4 , J-5 , PA-11, PA-12, PA-14, L-14, PA-15 , PA-16, PA-17, PA-18, L-18, PA-19, PA-20, L-21, PA-22, AE-1, HE-I. Although forks are relatively easy to inspect, com­ pliance with all the requirements of the AD is very compli­ cated.

- The rules vary depending upon the airplane model involved and 19 models are involved.

- The rules vary between seaplanes and landplanes.

- Four old part numbers are involved and four new numbers are involved.

- New forks look just like old forks. Piper has pro­ vided no obvious identification to distinguish between new and old forks .

- Piper does not reply to written requests from A&P's for their recommended inspection proce­ dures to detect cracks.

4 MAY 1984

Because of the serious consequences resulting from a cracked fork, the Authorized Inspectors Association has prepared a free Airworthiness Inspection Bulletin which is available to any Piper owner and any A&P who requests it. Send a 4" x 91f2" stamped, self-addressed envelope to: AlA, P .O. Box 464, Goldenrod, FL 32733-0464.

The Authorized Inspections Association is a group of unpaid A&P's who are tired of complacency in aviation and are working to clarify and simplify maintenance and FAR problems confronting A&P's and aircraft owners.

FUNK SERIAL NO.1 IS SOUGHT The Funk Aircraft Owners Association is searching for Funk NX14100, SIN 1 which was last reported to be in the Hudson or Alliance, Ohio area. Contrary to some be­ lief, SIN 1 was not flown to Coffeyville, Kansas and changed to SIN 13. Number 13 was pulled off the line in Akron, Ohio and used as an experimental test bed. SIN 1 had been given to an employee long before that. The last word on it was when Joe Funk saw it sitting on the Hud­ son, Ohio airstrip during WW II. Anyone having information concerning this aircraft is asked to contact G. Dale Beech, Editor of "The Funk Flyer", 1621 Dreher St., Sacramento, CA 95814.

BUCKER JUNGMANN

PROPELLERS

The "Bucker Jungmann News Letter" reports that a good source for propellers for these popular aerobatic planes is Edward Sterba, Aircraft Propellers, 3209 S. Woods, McHenry, IL 60050, 815/455-2575 . Ed has a shop on a small airport and will make props for the 150 Tigre e ngine just like the originals for the 125 Tigre.

This newsletter is edited by Chris Arvanites, 425 Cum­ berland Lane, Bolingbrook, IL 60439. 3121759-6821.

SPARTAN ALUMNI FLY-IN Alumni of Spa rtan School of Aeronautics and owners of Spartan aircraft are invited to a fly-in June 8-9 (Friday and Saturday) at George Mall's famous International Bus­ iness Aircraft, Inc. at Tulsa (Oklahoma) International Airport. The program will include the Spartan Alumni Annual Meeting. For details contact Karla Morrow or Vern Foltz, Spartan Alumni Office, P .O. Box 51133, Tulsa, OK 74151.

EAA AIR ACADEMY '84 EAA Air Academy '84 needs "a few good EAA craftsmen" to provide hands-on instruction in workshop activities. Individuals skilled in the crafts required to build, restore and maintain aircraft are needed to work hand-in-hand with participating youth to pass the love and skills of aviation so dear to EAAers' hearts: An experi­ enced sheet metal aircraft builder (or builders) is also needed to prepare and supervise the construction of the MONI to be assembled during the Academy from July 15 through August 4 this summer. Consider expanding your OSHKOSH EXPERIENCE by instructing in the new EAA program for youth. For details contact Chuck Larsen, Director of Education at the EAA Aviation Center. •

The 1~ell1ainder

Of The Tale

By Chet Wellman (EAA 759, AlC 1115)

406 Napoleon Street

Rockford, IL 61105

I enjoyed the two-part story in the November and De­ worked on by the best mechanics and had been twice cember 1983 issues of The VINTAGE AIRPLANE by Ted rebuilt by Bendix. In 1939, Tony flew his qualifying lap Businger entitled "A Kid's View of the 1937 National Air at full bore and the engine never missed a beat.

Races". I was particularly interested in the top para­ During the Greve Race everything was going fine for Tony until the 9th lap when 10 and behold, the mags graph on page 9 of the December issue regarding Gus Gotch and the troubles he had with the Schoenfeldt-Rider started acting up and Tony was forced to land. Later Tony, racer named "Firecracker". It seems that Gus had trou­ with help, pushed the plane into an almost empty hangar bles with the gear mechanism, but more serious was the and he thought he was alone . He gave the tires a healthy problem with the magnetos cutting out. Tony LeVier kick, venting his anger on the plane, as well as calling it several "derogatory" names. piloted the plane in 1938 and mastered the gear raising mechanism, but at times was plagued by the magnetos Suddenly he heard someone say , "Tony, you're going to break your toe, but I know how you feel. What's the cutting out. It continued in 1939 and now we come to the rest of the story. matter?" Tony turned and saw a tall, young man there In 1975 at the EAA Convention in Oshkosh, we hon­ with a broad grin on his face. ored and had an Aviation Greats Day . All of the famous, Tony explained his problem with the mags running great names of a viation were invited and all who were fine for 6 or 7 laps and then cutting out, and added that nobody had been able to fix them. able to come attended , including Ma tty Laird, Fish Sal­ The young man with the grin said, "Tony, I had the mon , Tony LeVier, Ed and Bob Granville, Cla ude Ryan , same problem and the way I fixed it was to make two scoop Eldon Cessna, Bernie Pietenpol and others. On Wednes­ day afternoon, the EAA Officers, Directors and the Avia­ vents about 2-3 inches across to direct cooling air to the tion Greats were invited to Steve Wittman's house at 4:00 mags. At full bore, the mags are turning very fast and heat builds up and the coils foul out. Try it and I am sure o'clock. A large tent had been erected, which housed the tables heavily laden with sumptuous food for the evening you will be rid of the problem." dinner, and an open bar. There were tables for sitting in The young man with the grin turned to leave and Tony the tent and also out on Steve's beautiful lawn. The idea said, "Wait, Steve, I want to thank you" and Steve was to watch the evening air show and imbibe a few Wittman said, "There's no need for you to thank me Tony drinks, but largely to renew old acquaintances and - just get that plane back in the air." friendships while enjoying Steve's hospitality and good Back in the tent, Tony said, "Of course, the fix worked" food . Needless to say, it was a tremendous success and and he raised his glass (as we did) to drink a toast to Steve probably should be repeated.

Wittman for his unselfish devotion to air racing, as well Director Van White and I were seated at a table, closely as several other toasts to Steve for his helpfulness, sterling adjacent to the open bar, engaging in conversation with character and, yes, even for his famous grin.

Fish Salmon and Tony LeVier. The conversation con­ The moral of this story is t{) point out the type of man tinued for some time and finally the talk turned to the our own Steve Wittman is. He willingly gave his knowl­ edge and experience to a competitor, who might defeat Cleveland Air Races. (Unfortunately, neither Van nor I had a tape recorder present, as the stories were priceless.) him, in order to get him back in the air. Steve is truly At any rate, Tony'was telling us about the trouble he had completely devoted to the cause of aviation and a tremen­ with the magnetos of the Firecracker. The mags had been dous credit to EAA. •

(Phot o by Lee Fray)

Some of the Aviation Greats at Steve and Dorothy Wittman's party during Oshkosh '75. L-R: Ed Granville, Len Povey, Matty Laird, Paul Poberezny, Eldon Cessna, Tony LeVier, Fish Salmon and the ever­ smiling Steve Wittman.

VINTAGE AIRPLANE 5

By Deborah Richardson (EAA 182182, AlC 7171)

Learning To Fly In A

145 Los Altos American Canyon, CA 94589 (Photos by Author Except as Noted)

C6essna170

Debbie and Jim Richardson and their 170.

It all began, this love for flying, with my first airplane ride at the age of eight in a transcontinental, ear-shat­ tering 12-hour trip in a TWA Constellation. This was during the phase-out of the propeller-driven transports and I was somewhat saddened, upon subsequent flights, to be hurried along my journey in a jet. There is some­ thing romantic and courageous about listening to the drone of four round engines and watching the red glow from the exhaust at night while lumbering noisily over unseen territory.

It began again, this love of being airborne, when my husband bought a two-place open cockpit homebuilt airplane. It was not until its second year of ownership that I overcame my apprehension of homebuilts when I grew weary of staying on the ground while all the fun was clearly happening in the air. I crawled into the confines of its cramped front cockpit to be taken for a ride that would never fade from memory.

The little plane had no electrical system or intercom and we invented a primitive set of hand signals in case this adventure needed to be shortened. I again told my husband, Jim, that I wasn't enthusiastic about flying in an airplane built by a total stranger in his equally strange garage. After being strapped in, I held the brakes as the plane was propped to life, we began our trek to the dirt runway. Appearing as if dressed for Halloween in helmet and goggles, I weakly nodded to his "Ready to go?" Rat­ tling down the dirt strip, dust billowing behind us, wind steadily increasing its caress, we were quickly airborne and climbing above the treetops. Such unconfined joy was that first flight!

6 MAY 1984

I became my husband's constant flying companion, incessant were my urgings to be taken aloft. Always un­ convinced when I was told it was too windy, or ceiling too low, or the runway too muddy to fly, I began entertaining thoughts of learning this delicate balancing act, this art of flying. After serving us faithfully for 21f2 years, our homebuilt airplane was traded for a '53 Cessna 170B to serve as my training airplane.

My training was most eventful. We moved from Schellville Airport, a haven for antiques south of Sonoma, California, to the Nut Tree's paved runway where Cessna 152's are in abundance. My quest for locating a CFI cur­ rent in taildraggers and competent in 170's took me six months. My lessons were marked by long interruptions by poor weather and mechanical malfunctions. My instruc­ tor, Richard Atherton, also was working at Trans Air ferrying Cessnas from the factory in Wichita to the Nut Tree where they were fitted with long range fuel tanks and flown to Hawaii, New Zealand and beyond. I was averaging one lesson a week.

In time my lessons became more frequent as were the unusual events that accompanied them. It was during my early hours of flight instruction near Yolo County Airport that the first of these events occurred. It is common for the farmers in the valley to burn their crops when the crop has yielded its last, creating poor visibility and an un­ forgettable aroma. I was busy struggling with stalls when Richard and I smelled smoke. We scanned the area for fields aflame but the sky was clear and the expected col­ umns of smoke were absent. The electrical system was

Debbie became her husband Jim's constant flying companion in this nifty Spezio Tuholer, N4498.

My la ndings became a source of a musement for the locals at the Nut Tree. The runway was closed for a month for resurfacing and the plane was moved to the Napa Airport, uprooting her from her hangar and apologetical­ ly tying her down in the only space available, in the weeds. She was beginning to show a fondness for weeds.

The day the Nut Tree's new runway was opened, even before the centerline was painted, I decided to be among ' the first to land on the new surface. My eagerness to land resulted in a bounce or two. Jimmy Rollison, my dear friend and President of EAA Chapter 167 , of which I am a former member, reported in the newsletter: "Debbie Richardson doesn't know the bumps have been removed from the runway since she's still bouncing down it."

(Photo by Jim Richardson)

Debbie Richardson in the family '53 C-170B, N9277.

shut down and the smell of smoke persisted. Since we were over an airport, the threat of danger was minimized and I thought this to be very thrilling. Probably very expen­ sive, but thrilling. Upon landing, Richard discovered that an errant rag was smouldering beside the exhaust stack of the engine, which created my first in-flight emer­ gency. That bit of excitement taught me the value of a meticulous pre-flight.

Shortly before my first solo, my lessons were comprised of touch and goes. Tailwheel shimmy had been a recurrent problem and chose this day to behave badly. Toward the conclusion of the lesson, no amount of rudder and brake could keep me on the centerline of the runway. After a few of these maddening landings, I declared that I'd had enough for the day. Upon rolling the airplane into the hangar, it was noticed that the tailwheel shimmy rubbed a hole through the tailwheel tire and tube which became cocked to one side wreaking havoc on landing.

Spin training was made a requirement for me since I always managed to spin the airplane on my attempts to duplicate my in~tructor's accelerated stalls. I never be­ came proficient in this type of stall but I did master spins and the ever-popular spin recovery.

One of my post solo lessons was arranged on a beautiful summer day, a holiday falling on a Monday and the Nut Tree airport resembled the proverbial madhouse. I was most uncomfortable with the abundance of traffic and the throngs of spectators lined up alongside the runway. That was the moment, on the busiest day of the summer, that I chose to "drive" my airplane off the runway after touchdown.

Summoning all its courage, the 170 aimed itself care­ fully between the runway lights doing itself no harm and came to rest beside the runway in the weeds. I sank in the seat, covered my red face with my hands and begged my instructor to "get me out of here". Being good-natured and quite used to our eventful exploits, Richard taxied back to the runway and the onlookers became smaller and less fierce as we climbed away.

Upon turning final during my next approach, the pry­ ing eyes lined up beside the runway were still present, in ever-increasing numbers, anxiously waiting. I, too , was anxiously waiting. Somehow I regained my shaken confi­ dence and disappointed the thrill seekers by making an acceptable landing. Richard, between waves of laughter, told me his only thought during our unexpected detour through the weeds was that his parents spent a mere for­ tune straightening his teeth and I was doing everything possible to knock out a few of them.

CFI Richard Atherton, Debbie's flight instructor.

As the months rolled by, it became clear that the dreaded checkride was looming large on the horizon. As with finding a CFI who was qualified in taildraggers, finding ltn appropriately qualified examiner posed the same problem. I finally located Ken McIntosh, an examiner who had some time in 170's. He agreed to meet me at the Antioch Airport for aviation's version of the Chinese Water Torture. I faced this with alternating feel­ ings of woeful inadequacy and staunch determination.

Determination became the victor and I put together a commendable performance and caused myself not a mo­ ment of disgrace. I spent the rest of the day basking in the glow of attaining the seemingly unattainable. A heady experience becoming a pilot! My joy matched that of my first unsure flight in my husband's tiny homebuilt.

I've come full circle . • VINTAGE AIRPLANE 7

p.. a~IEf J-IISTO~Y Of

TJ-IE f'lUT T~EE

By Deborah Richardson

(EAA 182182, AlC 7171 )

145 Los Altos

American Canyon, CA 94589

(Photos Courtesy Nut Tree Aviation Collection

Except As Noted)

Josiah Allison came West in 1851 seeking gold and was rewarded instead with the climate and rich soil of California. He returned to Iowa to gather up his family and eventually settled on what is now the Nut Tree Ranch in the spring of 1855. He planted fruit trees and in 1860 planted a single black walnut beside the Emigrant Trail that passed his ranch providing welcome shade for weary travelers in the hot Sacramento Valley .

The fruit ranch originated by Josiah Allison continued for two generations, and in 1920, the third generation took over. In July 1921 Josiah Allison's granddaughter, Helen and her husband, Edwin Power, set up a fruit stand under the giant walnut tree. This was the beginning of the Nut Tree ... a prune tray, rocking chair, Saturday Evening Post magazine , an American flag and a sign proclaiming "The Nut Tree".

A restaurant building was constructed in 1921 and by the mid 30's the Nut Tree had been host to Will Rogers and Herbert Hoover. More recently, visitors included aviators Bob Hoover, Chuck Yeager and novelist Ernest Gann. In 1952 came the Toy Shop and the Nut Tree Rail足 road was extended in 1955 to meet flyers arriving at the

Henry Power is congratulated by Nut Tree airport manager Russ Mackey, May 1968, on his 16th birthday solo in the Cessna 195. Henry is currently furloughed by United and is flying as Lear jet captain for Clay Lacy at Van Nuys Airport.

8 MAY 1984

Ed Power and Chuck Yeager. Chuck was the featured speaker for the 1977 Rotary Fly-In.

Bob Hoover and his P-51 with Ernie Gann, Scotty Morris and Chuck Yeager at the 1980 Rotary Fly-In .

(Photo by Deborah Richardson)

Aerial view of the Nut Tree Airport taken in February 1984.

new Nut Tree Airport.

In 1970 the Nut Tree Airport was donated to Solano County and underwent an extensive expansion. In this age of airport closures and developers hungrily eyeing airports as a source for available land, the Nut Tree Air­ port has in the works plans to extend the runway 900 feet to the north, addition of an ILS, new hangars, additional FBO's and a jet fueling capability. The airport is also the site for the annual Vacaville Air Fair.

Ed Power, Jr. is continuing the rich tradition of the Nut Tree. A pilot, Ed owns a Cessna 210 (N6NT) and a '54 Cessna 170B that will emerge, after a new paint job, as N8NT. He also owns a Rya n STA that is in storage awa iting restoration.

The Nut Tree Railroad still leisurely chugs passengers t hrough the Nut Tr ee grounds t o the destination of the r est aurant plaza and t oy shop where adult-sized rocking horses stand ready t o be ridden. The gift shop offers a dizzying array of aviation post ers, photos, post cards, books a nd original gifts created on Nut Tree premises.

Also offered is a well-stocked supply of aeronautica l charts and information regarding flight into Mexico.

Dur ing war m summer months, the Nut Tree hosts Western bar-b-ques outdoors under the stars garnished with live music and dancing, Western style. Walt Disney would have been pleased with t he Nut Tree.

Editor's Note: Th e Nut Tree is located at Vacaville, California, about 30 miles southwest of Sacramen to. •

CALENDAR OF EVENTS We would like to list your aviation event in our calendar. Please send information to the Editor, The VINTAGE AIRPLANE, Wittman Airfield, Oshkosh, WI 54903-2591. Information must be received at least two months in advance of the issue in which it will appear.

MAY 4-6 - BURLINGTON, NORTH CAROLINA - EAA Antiquel Classic Chapter 3 Fly-In. Antiques, Classics, Homebuilts and Warbirds welcome.

Old Illms on Friday and awards banquet on Saturday. Contact: Espie Joyce, P. O. Box 88, Madison, NC 27025. Day: 919/427-0216; evening: 919/427-0374. .

MAY 18-20 - COLUMBIA, CALIFORNIA - 8th Annual Continental Luscombe Assoc. Fly-In. Contests. Forums by Luscombe Company alumni. Hope to have over 100 Luscombes attending. Contact; Loren Bump, 5736 Esmar Rd, Ceres, CA 95307.

MAY 18-20- HAYWARD, CALIFORNIA - Hayward to Las Vegas Air Race.

Proficiency air race with no handicap. Student pilots welcome. Factory-built antique and experimental aircraft capable of flying to Las Vegas in seven hours welcome. $500 cash prize. Contact Hayward Air Race Committee, 20301 Skywest Drive, Hayward, CA 94541 or call Lou Chianese at 4151 581-2345, ext. 5285.

MAY 18-20 - CAMBRIDGE, MARYLAND - Horn Point Antique Airplane Fly-In. Dorchester Heritage Museum and Potomac Antique Aero Squadron sponsors. Banquet Saturday May 19. No rain date. Contact Bernie Funk; 301 /663-8471 or Roger Thiel 2021638-4810.

MAY 19-20 - CHINO, CALIFORNIA - 5th Annual Air Museum Air Display.

1984 theme is: "Salute to U.S. Marine Aviation: Pappy Boyington and a dozen-plus Corsairs will be there. Contact The Air Museum, Planes of Fame, WW II, Cal-Aero Field, 7000 Merrill Avenue, Chino, CA 91710.

714/597-3514.

MAY 19 - HAMPTON, NEW HAMPSHIRE - 8th Annual Aviation Flea Market at Hampton Airfield. (Rain date Sunday, May 20th) Fly in, drive in, bring your junkl Buyers and sellers welcome. No lees. Anything aviation related OK. Food available from 11 :00 a.m. to 5:00 p .m. Contact 603/964­ 6749 or ev~nings 603/964-6632.

MAY 25-27 - ATCHISON, KANSAS - 18th Annual Fly-In sponsored by Greater Kansas City Area Chapter of Antique Airplane Association at Amelia Earhart Airport in Atchison. Pot-luck dinner Friday, Awards banquet Saturday. Accommodations available at Benedictine College, motels and camping. 80 and 100 octane fuel available. For information contact Lynn Wendl, Fly-In Chairman, 8902 Pflumm, Lenexa, KS 66215, 913/888-7544 or John Krekovich , President, 7801 Lowell, Overland Park, KS 66214, 913/648-1279.

MAY 28 - PT. PLEASANT, WEST VIRGINIA - 2nd Annual Memorial Day Fly-in, Drive-in Breakfast, Mason County Airport. Sponsored by the West Virginia 99's. Serving begins at 8:00 a.m. Contact: Lois A. Fida, #308 N. York St. , Wheeling, W . VA 26003.

JUNE 1, 2, & 3 - MERCED, CALIFORNIA - 27th Annual Merced West Coast Antique Fly-In. Merced Municipal Airport. Fabulous air show Satur­ day and Sunday. Free transportation to Castle Air Museum. Contact: Dee Humann, Registration Chairman, Merced West Coast Antique Fly-In, P. O. Box 2312, Merced, CA 95344 or phone 209/358-3487.

JUNE 3 - DEKALB, ILLINOIS - EAA Chapter 241 Annual Fly-ln/Drive-ln Breakfast. 7 a.m. to nocno DeKalb Municipal Airport. Contact: Gerry Thorn­ hill, P. O. Box 125, Hampshire, IL 60140, 3121683-2781 .

JUNE 3 - CADIZ, OHIO - 5th Annual Fly-In/Drive-In breakfast at Harrison County Airport starting at 8 a.m. Airshow in p.m. co-sponsored by E. F. Aircraft Services and Harrison County Airport Authority. For information call 614/942-8313.

JUNE 8-9 - TULSA, OKLAHOMA - 1st Annual Spartan Alumni Fly-in at International Business Aircraft, Inc., Tulsa International Airport. All Spartan aircraft owners are especially invited. Contact: Karla Morrow or Vern Foltz at Spartan Alumni Office, P.O. Box 51133, Tulsa, OK 74151 .

JUNE 8-10 - MIDDLETOWN, OHIO - Aeronca Fly-In. Again with tours, banquet on Saturday night with speakers and aircraft judging awards.

Contact: Jim Thompson, Box 102, Roberts IL 60962, Phone 217/395-2522.

JUNE 8-10 - DENTON, TEXAS - Texas Chapter Antique Airplane Associ­ ation 1984 Fly-In at Denton Airport. For information contact Ralph & Bonnie Stahl, Box 115-X, Roanoke, TX 76262, 817/430-8589.

JUNE 9 - CLARKSBURG , WEST VIRGINIA - 1st Annual Poker RunlTreas· ure Hunt starting at 10:00 a.m. Sponsored by W. VA. Mountaineer 99's.

Contact Morgan Hapeman, Chairman, 81 1 Worthington Drive, Bridgeport, W. VA 26330. Phone 304/842-6813.

JUNE 10 - BARRINGTON, ILLINOIS - Third Breakfast Fly-In at Mill Rose Farms, 5 miles east of Elgin Airport (North/South 2500 foot sod strip).

Stearmans, Ryans and others invited. Picture-taking, hangar flying, etc. before brunch at 11 :00 a.m. Contact Bev 3121381 -5700.

JUNE 15-17 - PAULS VALLEY, OKLAHOMA - Antique Airplane Association - Greater Oklahoma City Chapter Fly-In. Contact: Luke Reddout, Rt. 2, Box 269, Newcastle, OK 73065 or Dick Fournier, Rt. 3, Box 82, Wellston, OK 74881 .

JUNE 15-17 - OSHKOSH, WISCONSIN - 3rd Annual EAA Ultralight Con­ vention. Contact EAA Headquarters for information, Wittman Airfield, Osh­ kosh, WI 54903-2591 , 414/426-4800.

JUNE 16-17 - CLARK, SOUTH DAKOTA - Fly-In, camp-in for Aeroncas, Clark County Airport. Contact Aeronca Lover's Club, Box 3, Clark, SD 57225 or call Buzz at 605/532-3852.

JUNE 22-24 - TOPEKA, KANSAS - 4th Annual EAA Chapter 313 SKY FUN Fly-In at Phillip Billard Airport (no radio - see NOTAMS). Early bird ham­ burger fry (free) 6-7 p .m. Friday. Contests, Fly-bys, judging and awards banquet Saturday. Trophies awarded in ultralight, antique/classic, home­ built, warbird, and craftmanship classes. Contact: Keven Drewelow 9131 272-4916 or Andy Walker 913/685-3228.

JUNE 28-30 - RUTH, CALIFORNIA - Meyer's Aircraft Owner's Annual Fly-In at Flying Double A Ranch. Attending will be OTWs - 145s - 200s ­ and the Turbo Prop Interceptor 400. Contact. David L. Hallstrom, P.O. Box 4280, Scottsdale, AZ 85260.

JUNE 3O-JULY 1 - DAYTON , OHIO - Morane Airport. Luscombe Associa­ tion Fly-In . Bus trips to Air Force Museum for early arrivals on Friday and possibly Saturday. Forums and camping facilities. Motels nearby. Contact: John Bright, 436 Stuart St., Kalamazoo, MI 49007. 616/344-0958.

JUNE 28 - JULY 1 - HAMILTON, OHIO - 25th Annual National Waco Reunion. Contact National Waco Club, 700 Hill Ave. , Hamilton, OH 45015.

JULY 4-7 - BLAKESBURG, IOWA - Third Annual Aeronca Fly-In. Awards.

Contact Antique Airplane Association, Route 2, Box 172, Ottumwa, IA 52501 , 515/938-2773, or The Aeronca Club, 1432 28th Ct. , Kenosha, WI 53140, 414/552-9014.

JULY 6-8 --: MINDEN, NEBRASKA - 8th Annual National Stinson Club Fly-In. Contact: George Leamy, 117 Lanford Road, Spartanburg, SC 29301 , phone 803/576-9698.

JULY 6-8 - ALLIANCE, OHIO - 12th Annual Taylorcraft Fly-In/Reunion at Barber airport, 3 miles north of Alliance. Factory tours, forums, and many other activities. Contact: Bruce Bixler, at 216/823-9748.

JULY 27-28 - COFFEYVILLE, KANSAS - 7th Annual Funk Aircraft Owners Association Fly-In. For information contact: Ray Pahls, President, 454 S. Summitlawn, Wichita, KS 67209.

JULY 28 - AUGUST 4 - OSHKOSH, WISCONSIN - 32nd Annual Fly-In Convention. Start making your plans now to attend the World's Greatest Aviation Event. Contact EAA, Wittman Airfield, Oshkosh, WI 54903-2591 , 414/426-4800.

AUGUST 5:-11 - KANSAS CITY, MISSOURI - 16th Annual International Cessna 170 Association Convention. Contact Ovid Bonham, 1138 Middlebrooke Drive, Liberty, MO 64068 , 8161781-2279.

AUGUST 6-10 - FOND DU LAC, WISCONSIN - Fifteenth Annual Interna­ tional Aerobatic Club Championships and Convention. Contact EAA Head­ quarters for information. W ittman Airfield, Oshkosh, W I 54903-2591, 4141 426-4800.

AUGUST 11-12 - GRAND HAVEN, MICHIGAN - EAA Chapter 2 11 Aviation History Day, in conjunction with l50th birthday celebration for city of Grand Haven. Trophies for best antique or classiC plane, best replica or 213 scale and the plane coming the farthest. All events free to the public.

AUGUST 19 - WEEDSPORT, NEW YORK - Antique, classic, homebuilt fly-in. Sponsored by EAA Chapter 486. Whitfords Airport. Pancake Break­ fast - Air Show. Field closed 2-5. Contact Herb Livingston, 1257 Gallagher Road, Baldwinsville, NY 13027.

VINTAGE AIRPLANE 9

1 .

MYSTERY

PLANE

By George Hardie, Jr.

No, it's not a Gee Bee racer, although there is a striking resemblance to the Model Z flown by Lowell Bayles in 1931. This is another example of a designer attempting to cash in on the generous prizes being offered at air shows in the lean Depression years. This month's Mystery Plane was built during that period. Its lackluster performance was a disappointment and it soon faded into obscurity.

Answers will be published In THE VINTAGE AIRPLANE, August 1984 issue.

The Mystery Plane in the February 1984 issue of THE VINTAGE AIRPLANE was not really a mystery to several readers. It is an Ireland amphibian, Model N2 "Neptune", built in Garden City, NY probably in 1927. However, its exact serial number in the sequence of construction is open to question. An ad appeared in the March, 1928 issue of Aero Digest, page 477 , offering an open cockpit "Nep­ tune" for sale with the license number X-709, indicating it may have been the prototype. Our Mystery "Neptune" bore the license number NC9760, indicating it was built before C9788 shown in Juptner's U.S. Civil Aircraft, Vol­ ume 2, page 151.

Besides the modification incorporating an enclosed cabin, C9788 had sweptback wings; also, the stiffeners alongside the hull, as shown on NC6813 on page 153 in Juptner's, were eliminated and the model number was changed to N2B. But the real surprise came in a letter from Paul Rizzo, East Meadow, New York, who writes: "I purchased this airplane and owned it from 1929 to 1932. It was one of only a few of the J-5 models made, the later model 'Neptune' had a Wasp or J-6 engine, the cabin was enclosed, and the upper wing had sweep-back. The J-5 Ireland was mostly designed by Dan Brimm, their chief engineer. The plane was built at the old Curtiss Field at Mineola, Long Island in the same hangar that was taken over by the Roosevelt Flying School.

"The J-5 Ireland in my opinion would now be classed as a STOL plane. Its performance was fantastic. I flew it for about 1500 hours barnstorming. This ship did not porpoise, nor did the pilot ever get so much as a drop of water during take-offs, landings or taxiing regardless of the wind . It was an open cockpit plane. Water never made contact with the prop on any ofthe above maneuvers. This cannot be said of our modern amphibians or flying boats.

"I've barnstormed in small lakes, some a few thousand feet above sea level, and I doubt that some of our modern amphibians could get out of them. My take-offs in small lakes consisted of a down-wind run on the step, then turn into the wind at the far end of the lake and then take-off while the ship was in the turn and still on the step. Many times the left wing float was the last part of the boat to leave the water on the turn. If you want any other informa­ tion, please contact me."

10 MAY 1984

From Jim Hays of Brownwood, Texas comes the follow­ ing: "The February Mystery Plane is the Ireland N-2 'Nep­ tune' powered by a Wright J-5 220 hp radial. This four or five place open cockpit amphibian biplane was the progeny of G. Sumner Ireland, who was earlier associated with Glenn Curtiss. Ireland previously produced the 1925 three-place OX-5 'Comet' and the three or four place 'Meteor' of 1926 with the OX-5, Curtiss C-6 or Wright J-4 Whirlwind. An Anzani powered amphibian of 1926 evolved into the 'Neptune' which with J-5 power was granted Group 2 Memo No. 2-16 on November 16, 1928.

"The N-2 was superceded by the N-2B 'Neptune' which was powered by the J-6-9 300 hp Wright and was granted ATC No. 153 in May, 1929. The 450 hp P&W Wasp 'Nep­ tune' was dubbed N-2C and was granted ATC No . 248 on October 4, 1929. The latter two types sported enclosed cabins for five . (Ref: U.S. Civil Aircraft by Juptner, Vol. 2, page 151 and Vol. 3, page 141.)"

Answers were also sent in by Charley Hayes, Park Forest, IL; Raymond D. Kuhl, St. Petersburg, FL; Roy Cagle, Juneau, AK; Dick Gleason, Austin, MN; Lynn Towns, Eaton Rapids, MI; John Lengenfelder, Lawrence­ ville, NJ; Russ Brown, Lyndhurst, OH; Ted Businger, Willow Springs, MO; Dave Gauthier, Auburn, WA; Rex Richards, Lancaster, CA; Tom Giddens, Lancaster, CA; and Mike Rezich, Chicago, IL . •

KLM 's DOUGLAS DC-2 ARRIVES AT MELBOURNE

On Sunday, February 5, 1984, at 11.49 hours local time (00.49 GMT) Captain Jan Plesman landed the Doug­ las DC-2 PH-AJU "Uiver" (the Dutch name for stork) at the Laverton Airbase of the Royal Australian Air Force, near Melbourne, under a brilliant blue sky.

Thousands of enthusiasts had come to the air base to give the nearly 50-year-old aircraft and its crew a warm welcome.

When the Uiver crew stepped out of the aircraft smil­ ing broadly at the loudly cheering crowd, this marked the end of the repeat of an historic flight covering 21,822 kms. during which the aircraft visited 17 different countries.

The standing ovation the Uiver met in Melbourne was no exception. Everywhere the "old lady", which was the name given to the aircraft by Flight Engineer Bonne Pijpstra, touched down on its long journey from the Netherlands to Australia, it was the focal point of great and enthusiastic interest.

The flight of the Uiver was not only the reconstruction of an important episode in aviation history, but gradually took on the character of a promotion tour, in which the name of the Netherlands as a transport and trading nation received unique publicity.

Successful arrival of the Uiver crew at Laverton Airport, Mel­ bourne, Australia.

TV Documentary

The idea for this nostalgic victory flight arose a few years ago, when the Netherlands Broadcasting Company (NOS) decided to make a documentary about the signifi­ cance of the Netherlands as an aviation nation.

The basic theme of this documentary was to be the legendary flight of the Uiver, the KLM Douglas DC-2 which took part in the MacPherson Robertson air race from London to Melbourne in 1934.

In organizing this air race to commemorate the cente­ nary of the Australian state of Victoria, the chocolate manufacturer MacPherson Robertson wished to demon­ strate that it was possible to operate a regular air service between England and Australia with the state oftechnol­ ogy as it was at that time.

This immediately appealed to Albert Plesman, founder of KLM. He decided to take part in the race with his latest aircraft, the Douglas DC-2, an airplane made completely of metal, built in the United States, which first appeared

on the market in 1934. The DC-2, an aircraft which brought about a veritable revolution in civil aviation and its design, has in fact been the model for every passenger aircraft produced since.

It was understandable that KLM supported the ideas of MacPherson Robertson. After all the company had been operating a scheduled flight between the Netherlands and Indonesia since 1929, at that time the longest scheduled flight in the world. KLM's participation in the London­ Melbourne Race was a great success. Despite an emergency landing, which the Douglas DC-2 Uiver was forced to make due to bad weather conditions on the race­ track of the Australian town of Albury, 250 km, from the finishing line, the crew succeeded in coming first in the handicap section and second in the speed section.

The " New" Uiver

The plans for a reconstruction of the Uiver flight were born when the last airworthy Douglas DC-2 was disco­ vered in the United States.

The owner consented to make his plane available to the NOS. The KLM offered to take the technical and operational organization of the project in hand. The company's Techni­ cal Department at Schiphol Airport gave the aircraft a thorough overhaul and, among other things, installed modern communication and navigation equipment for its long flight to Australia.

The KLM also supplied the crew. Captain for the flight was Jan Plesman, First Officer on the Boeing 747 and grandson of Albert Plesman, who founded KLM in 1919.

Co-pilot was Fred Schouten, also First Officer on the Boe­ ing 747. Bonne Pijpstra, a retired Boeing 747 Flight En­ gineer, and Tom Degenaars, in daily life a KLM Opera­ tions Officer at Schiphol, were selected as the Flight En­ gineers.

The Uiver Memorial Foundation was set up to cover the many costs involved in repeating the London­ Melbourne flight. .In addition to a large number of companies, the Dutch government was also one of the main sponsors of the Uiver project.

Furthermore, the Uiver Memorial Foundation secured the support of more than 13,000 individual donors. It was their financial contribution which made it possible for a unique piece of aviation history to be repeated and re­ corded on film.

The participation of the Dutch government in the pro­ ject was also understandable. The Douglas DC-2 and its crew constituted a unique opportunity for promoting the Netherlands during the repeat of the Uiver's famous flight, which took place from December 18, 1983 (depar­ ture Amsterdam) to February 5,1984 (arrival Melbourne).

During the last leg of the journey, between Albury and Melbourne, the Australian Minister of Aviation, Mr. Beazly; the Dutch Minister for Economic Affairs (Export Promotion), Mr. Bolkestein; the Dutch Ambassador to Australia, Mr. Plug and Mr. Van Ameyden, Managing Director of KLM, were on board the Uiver as guests of honor.

The arrival of the Uiver in Melbourne also marks the beginning of a Dutch economic mission to Australia, headed by Mr. Bolkenstein, during which visits will be paid to Melbourne, Canberra and Sydney. •

Editor's Note: This information was supplied by Ms. Laura Fresco, Secretary of the Uiver Memorial Founda­ tion in Amsterdam. Earlier coverage of this 50th anniver­ sary flight appeared in the January, 1984 issue of THE VINTAGE AIRPLANE. VINTAGE AIRPLANE 11

Ground breaking for the new Aeronca plant at Middletown on December 18, 1939. L-R: F. H. McGraw, general contractor; Carl Wooten, Aeronca Sales Manager; Giles Barton, Aeronca Plant Superintendent; Carl Friedlander, President of Aeronca (holding shovel with dirt) and Jim Weagle, Aeronca Chief Engineer. The three men in the background are employees of McGraw.

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AEitO"CA COMES TO MIDDLETOW"

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By W. O. "Wally" Baldwin 6467 Locust Lane Franklin, OH 45005

(Photos From The Author's Collection)

..... q "It R"1_. "Ilid R V 1% R Alb( R stl_ R"Ilid In 1939 the Aeronautical Corporation of America, find­ ing its original plant at Cincinnati, Ohio wholly in­ adequate to the constantly increasing demands for Aeronca planes, and prompted by a devastating flood of the plant facilities, decided to make a move and construct a new factory .

Many citizens of the city of Middletown, Ohio, the Industrial Development Commission, and George Wedekind, Sr. convinced the firm's management that their city should be the world headquarters of the Aeronautical Corporation of America. Wedekind was manager of the airport at Middletown.

Ground was broken on December 18, 1939 for the new Aeronca plant on the Middletown Airport. One of the original factory buildings from the old site on Cincinnati's Lunken Airport was disassembled in 1940 and moved to Middletown. It is still in use today. All of the other build­ ings were newly constructed. The original building that was moved was the former Metal Aircraft Corporation factory building where Flamingo aircraft were built in the late twenties at Lunken Airport.

On June 11, 1940 the new plant was officially opened.

Among the celebrities who flew in for this celebration were Rap W. Brown of the General Tire and Rubber Com­ pany, W. T. Piper of Piper Aircraft, and C. G. Taylor of Taylor Aircraft. U. S. Marine Corps Major Al Williams was the featured speaker at the dinner party that night.

Also on that day, the first plane manufactured in Middletown, an Aeronca Chief, was delivered to its new owner, Mr. E. C. Sutton of Richmond, Virginia. At that time the production schedule called for 200 planes per month.

12 MAY 1984

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On August 10, 1943 Aeronca was the first light plane manufac­ turer to receive the Army Navy "E" Award.

Early WW II Aeronca L-3 (0-58B). Note red circle in star insignia and cone near rudder mast for extending the low-frequency radio antenna wire.

Subsequently the company's name was changed to the Aeronca Aircraft Corporation and the firm moved steadily forward in the light plane industry. In a short 18 months after the new plant opened, America was thrust into World War II when the Japanese bombed Pearl Harbor and Aeronca started to manufacture trainers and gliders. The color of planes flying over Middletown changed from reds, yellows and blues to olive drab and silver.

The sight of Aeronca L-3 (0-58) trainers, TG-5 gliders, and Fairchild PT-19s and 23s changed the appearance of the airport from a civilian field to a military field. Aeronca built the 19s and 23s under contract from Fairchild. From Dec. 7, 1941 to VJ Day, Aeronca produced 620 PT-19s, 375 PT-23s, 253 TG-5 gliders, and 1,472 L-3s (0-58s) for a total of 2,720 military aircraft. They also produced many tail assemblies for the Curtiss C-46 and Boeing B-17.

Almost overnight this small airplane company was in the big league in the war effort.

On August 10, 1943 Aeronca received the Army Navy "E" Award, the first light airplane company to be so hon­ ored. A young lady ferry pilot named Nancy Young piloted a B-17 into Middletown Airport for this momentous occa­ sion.

Army Air Corps pilots prepare to take the first delivery of Aeronca-built PT-23s in November 1942.

Aeronca-built PT-19A at Middletown in 1943.

Aeronca Chief with floats rests on take-off dolly.

The Aeronca factory in 1943. Sixteen brand new PT·19s are visible in this photo.

Aeronca TG-5 glider on tow near Middletown during WW II.

When word got around that a big bomber had landed at the airport, every kid in town went to the field to watch its departure . I selected my vantage point on the bank of the canal that bordered one side of the airfield.

After the war Aeronca once again began to manufac­ ture civilian planes and they developed the first light plane assembly line, producing 37 planes per day.

Customers ordering planes with floats could fly them off the airport by utilizing a take-off dolly. The dolly was nothing new to the folks at the factory, but it sure was to the people of Middletown who were not accustomed to seeing seaplanes flying over their city. This was a particu­ larly memorable sight for most of the kids. On May 18, 1949 Middletown Municipal Airport officially was named Hook Field in honor of Charles Hook, chairman of the board of Armco Steel.

VINTAGE AIRPLANE 13

Early Aeronca 7AC "Champ". Note "different" paint scheme and NX registration number on rudder. 8,199 Champs were produced between 1945 and 1951.

Early Aeronca 11 BC Chief with big dorsal fin and 85 hp Conti­ nental engine. Note "X" superimposed over the "C" in the reg­ istration number on the rudder.

1947 post-war L-16A, SIN 47-831.

14 MAY 1984

1948 Aeronca 15AC Sedan, N1279H, SIN 15AC-295. Note the Piper Pacer wheel pants Installed at the factory. The last aircraft manufactured by Aeronca was a Model 15AC in 1951.

Aeronca employee Bert Baldwin and a PT-19 ready for delivery at Aeronca. Bert worked in the Flight Service Department during WWII.

When the assembly line shut down in 1951, the last Aeronca manufactured was a Model 15AC Sedan, ending a run of more than 10,000 aircraft produced at the Middletown facility.

Today, Aeronca has less than one-third the number of employees they had in 1946, but they are very active in the aerospace industry, manufacturing component parts for NASAs space shuttlecraft, the Boeing-Vertol Chinook helicopter, Boeing 747, Lockheed L-1011, Grumman F-14 and several more.

The 60th anniversary of Hook Field will be celebrated on June 10, 1984 and the event will be a festive occasion.

In conjunction with this celebration the four Aeronca "type clubs" will sponsor the 2nd National Aeronca Clubs of America Fly-In at Hook Field.

Last year's fly-in was host to 115 various models of Aeroncas and the 1984 event is shaping up to be another grand weekend for Aeronca lovers.

EDITOR'S NOTE: Author Wally Baldwin is an active pilot and has been an aviation history buff since 1933, amassing a large collection ofphotos and artifacts, mostly concerning Aeronca. Wally's father, Bert Baldwin, started with Aeronca in Cincinnati in the E-113 engine shop and stayed with the company until 1950. When Wally was 19 his father bought him the 4th Aeronca Champ off the production line. •

MEMIIERS~ PROJI~CTS

This section of The VINTAGE AIRPLANE is dedicated to members and their aircraft projects. We welcome photos along with descriptions, and the projects can be either

completed or underway. Send material to the editor at the address shown on page 2 of this issue.

(Photo by Dick Hili)

Jeannie Hill (EAA 56626, AlC 629) makes a touch and go in her ski-equipped Taylor E-2 Cub across their farm strip near Har足 vard,lL.

Tom Ruplin (EAA 78556). 729 Paris Av足 enue, Rockford, IL 61107 is restoring this Aeronca L-16 to its original military con足 figuration. Tom began the restoration project in his garage at home but has since moved it into the loft of the hangar at the Beloit (Wisconsin) Airport as shown here, with son Mark looking on.

The next major job will be building up a new set of wings.

(Photos Courtesy of Sheldon Mortenson)

Then and now - Sheldon Mortenson's (EAA 84609, AlC 1097), Minneapolis, MN, 1939 Stinson SR-10, NC23760, SIN 5922, as it looked when new and the way it looks now. Sheldon bases this beautiful red and cream Reliant at Anoka County Airport, along with several other aircraft he owns.

By N2946K

As told to:

Betty J. Mattson

(EAA 168859)

805 Waverly Avenue

Grand Haven, MI49417

(Photos by the Author)

93-year-old Sinnie Sinclair goes Luscombe flying with craft's owner, Tom Baker.

"What a beautiful plane, so shiny and new looking!" I was hearing that comment for the second time in my life that fateful August day one year ago. It felt even better the second time around.

The first time was October 14, 1947 in Dallas, Texas when Evan Davis of Evan Davis Aviation acquired me from the Luscombe Airplane Corp. of Dallas.

He used me in his business in Paul's Valley, Oklahoma when I chartered people to many places and also helped students learn to fly. Then, almost exactly two years later, in October 1949, he sold me to another Paul's Valley resident.

From there I went to Oklahoma City, May, Blackwell, and Ponca City, Oklahoma before moving to Wichita, Kansas in 1962. By then I was no longer a "new" plane, but wasn't exactly an antique or classic either. During the 60's I belonged to several pilots in Kansas.

It was also at this time that I had my biggest adventure to date . We ran out of fuel and landed in a farm pasture.

Was I glad when all three wheels touched down safely. I had seen planes at the airport that had made emergency landings in rough terrain, and most of them were never able to fly again.

Jack Brewer, airport manager and A&P mechanic at Memorial Airpark, Grand Haven, MI checks out N2946K. 16 MAY 1984

My relief was short lived, however, for we soon dis­ covered we were not alone in the pasture, and the other occupant, a bull, didn't appear very friendly. My pilot managed to secure some fuel and after assessing the dis­ tance, smoothness of the turf, etc., we attempted to take­ off. The bull charged, causing my pilot to abort the take­ off.

This happened a few more times and we were very frustrated , when the bull decided he'd had enough of the invasion of his territory. I guess I'd have felt the same way if he had invaded my runway, but all I wanted to do was get up and out of his domain!

No such luck! He darted out in front of me, causing my pilot to spike the brakes and over on my back I went! After all the wind storms on tie-down lines that I had survived in Oklahoma, to be overturned by a bull, was to say the least, embarrassing.

Fortunately my damage was slight, and the bull's was even less. Being hauled out was even more humiliating.

In 1969 I made my really big move, to Grand Rapids, Michigan. In the early 70's I moved again , to the eastern side of the state.

Then in 1980 I was bought by Jay Cavender ofJackson, Michigan. In the winter I was flown on skis which was a nice change of pace.

In 1981 I was totally dismembered. This was actually worse than the bull incident, as I thought I would never be whole again, much less fly. But I was over 30 years old, which is pretty old for us. I had hoped for a few more years and wasn't really ready to accept defeat.

People can go to psychiatrists when they are very blue, but planes don't have that luxury. We are totally at the mercy of the people who own us, even though we control their very lives in the air!

I should have known better than to doubt this person though. You've heard of bionic people , who exist in science fiction TV shows? Well , I became a bionic airplane, and it wasn't fiction! Every hinge, bolt, nut, bushing, etc. was replaced and all new glass, interior, paint, and fairings were installed. The engine was overhauled.

Talk about long hours! I never got any sleep. When Jay wasn't working on me 'til one or two in the morning (planes need their rest too, you know!), his wife was pre­ paring me for painting. And paint me they did. Not the

1947 Luscombe SA, N2946K after the flight with Sinnie and Tom.

usual blue and white of Luscombes, but bright yellow and brown. Anyone who doesn't see me in the sky must be blind.

By July, four and one-half months after they started, I was returned to Maule Field at Napoleon, Michigan. On Friday night before Oshkosh the finishing touches were put on and we were om Now there was an experience. To get to Oshkosh from Michigan we flew around the south足 ern end of Lake Michigan.

Then northward to Oshkosh and the line up of similar planes. If I do say so myself, I was the prettiest there. To think that I once thought I would never fly again; why so many people fussed over me that I lost count. If only that bull could see me now!

We returned to Michigan to what I thought would be back to my usual existence. Cavender had logged about 300 hours with me and I was looking forward to many more.

But it wasn't to be. A pilot who had heard about me from Oshkosh was interested in buying me and here he was, signing a check; that means I go to owner number 18!

Oh well, he can't be any worse than some of them and I am much too pretty to crack up. We immediately took off and headed west. Not only was I to have a new owner, but apparently a new home airport as well.

On this flight we got acquainted a little bit. I tried to tell him about me and how I was leary of cow pastures, but he told me all about himself, and my life seemed kind of dull by comparison.

My new owner first learned to fly in the U .S. Army Air Corps in 1943 and later served as a fighter and bomber pilot. Oh dear, I hope he doesn't have any plans like that for me!

After the war he returned to his home town of Grand Haven, Michigan where he bought a slightly used 1947 Luscombe (just like me) from C. R. "Sinnie" Sinclair; a local flight instructor and plane dealer.

He had many happy hours in that plane over the next year and a half, then flew it to California, sold it and re-enlisted in the Air Force, where he served out his 20 years, part of which was spent as a test pilot.

He told me a lot on our first flight, about lost engines over the Atlantic and Pacific, and bailing out after hitting

the top of a mountain in Germa ny. He said he was an "ace", since he had crashed or bailed out of five airplanes.

Then , two years ago, he accepted an assignment as a contract engineer at Boeing Commercial Airplane Co. in Seattle, Washington where he helped engineer and write the management procedures for the new Boeing 767 plane!

At the same time, he began building a Coot, an experimen足 tal amphibious plane.

At this point, I was feeling pretty inferior. Landing in the water was certainly better than a cow pasture and those jets! It's a wonder he bothered with me at all, in spite of my flashy paint job.

Then he got to the good part of the story. He had always longed to own another 1947 Luscombe, like his very first plane, and today that dream had come true.

And there was more, he explained as we approached Runway 27 at Memorial Airpark in Grand Haven. Today we were going to have a very special passenger for a short flight - "Sinnie" Sinclair, now mentioned in the Guiness Book of Records as the world's oldest pilot!

Sinnie, at 93 , didn't walk very well and my first thoughts were, oh no! . . . just repaired and now you're going to crack up for sure!

Current owner Tom Baker props his favorite airplane.

VINTAGE AIRPLANE 17

He shuffied out to the plane, held up by his wife and his biographer. His biographer! A whole book had been written about this reknown pilot! Called "All God's Chil­ dren Got Wings" it was written by Vivian Branyan of Spring Lake, Michigan.

Climbing on a milk case and being boosted in by two people, did not add to my confidence in the upcoming flight. Sinnie sat docilely and listened as his wife ad­ monished, "Now, Sinnie, behave yourself and don't try to take the controls!"

Yes, Sinnie, you see I've gotten a new lease on life and I'd like a few more good flights .

My new owner took off skillfully and we headed north.

It was then Sinnie took over the right stick and my heart sank. But a miracle happened, Sinnie got a new lease on life too and flew around over his old stomping grounds of Muskegon with no flaws . I've been flown by the world's oldest pilot!

Sinnie's whole demeanor was changed when he climbed out of me . Now I know how a psychiatrist must feel with a rehabilitated patient. Maybe I couldn't have one when I was down, but now I felt like one myself.

I was later to learn my main home would be Wixom Field near Walled Lake, Michigan where my new owner was again serving as contract engineer, this time for Williams International.

Since then we've been to many places together, and back to Memorial Airpark, my "other home", as well as flying his daughter, granddaughter and the youngest pilot of all, his grandson Davey, age two and a half. None of our succeeding flights were as thrilling as our first, how­ ever, and I'm happy to report, we haven't landed in any pastures either.

You see, a Luscombe can find life and happiness after • 35 years after all!

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!

GIBE 9'1I[V][AGJ'OlR9 eOME~ cro crOWN

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RELIVE THE ADVENTURE and help recognize the progress of aviation in conjunction with with release of ~ the MGM Picture THE A VIA TOR. THE A VIATOR is a .te( heartwarming story of a 1920s era U.S. Air Mail pilot ~ based on the best-selling novel by Ernest T. Gann. ~ The plan for bringing this MGM movie to the public is ~ being finalized as production work is completed in antici-

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Christopher Reeve as Mail Pilot, Edgar Anscombe and Rosanna ~ Arquette as a rebellious 16 year old from THE AVIATOR.

pation of the film's release. EAA and the EAA Aviation Foundation have been invited to help focus the public's attention on this fine film while promoting our own organization and membership. Activities at OSHKOSH '84, a nationwide shopping center promotion and benefit showings across the nation are being planned to bring our message to hundreds of thousands across the nation.

The first national thrust of this nationwide aviation promotion will be focused on approximately 50 large, high traffic shopping malls determined by the professional promotional organization working on behalf of THE A VIATOR and EAA. Each of these mall exhibitions will include promotion of the movie as well as aviation displays provided by the aviation community of the area. The centerpiece and key ingredient of each of these mall exhibitions will be a "1920s type biplane" we hope can be provided by the friends and membership of EAA. This series of promotions will be scheduled for mid-August through September. Shopping malls in the following cities are vying to have this exceptional aviation presentation in their facilities.

Albany Jacksonville Pittsburgh Atlanta Kansas City Portland Baltimore Las Vegas Reno Birmingham Long Beach Rochester Boston Los Angeles Sacramento Buffalo Louisville Salt Lake City Charlotte Memphis San Antonio Chicago Miami San Diego Cincinnati Milwaukee San Francisco Cleveland Minneapolis San Jose Columbus Nashville Seattle Dallas New Orleans Shreveport

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Denver Detroit Hartford Honolulu Houston Indianapolis

Oklahoma City Omaha Orange County Pensacola Philadelphia Phoenix

Syracuse Tampa Toledo Tucson Tulsa Washington D.C.

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If you have or know of a biplane suitable and available ~ for display in any of the areas listed above please contact ~ Chuck Larsen at the EAA Aviation Center in Oshkosh, ~ WI 54903-2591 - Telephone (414) 426-4800.. ~

9¥~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ 18 MAY 1984

• ••••• Story and Photos by Gene Chase

In 1978 Joseph Flood, Jr. was 17 years old, possessed a brand new private pilot certificate, built scale model airplanes and read Trade-A-Plane. While doing the latter he spotted an ad for an Aeronca Chief, disassembled, com­ plete except for hardware, and stored in a barn for 10 years.

The price seemed right and best of all it was located just 10 miles from his home . Not being familiar with Aeroncas he took his dad and a friend to look at the plane.

Deciding it was "just a big model airplane" he figured that he could restore it, so the purchase was made and the Aeronca hauled home.

Joe wondered about the different-looking top exhaust system on the engine and after doing some research he learned his Chief was somewhat rare. It was a Model50C, the first airplane powered with the 50 hp Continental ... in fact the original factory-installed engine was still in his plane.

Young Joe Flood spent the next eight months getting the Chief into flying shape. He wasn't concerned that it wasn't a cream puff ... he just wanted something he could afford to fly .

The plane was test flown in May, 1979 and Joe loved flying the Chief. At three gallons per hour, it suited his pocketbook just fine. Wherever he flew, it attracted more than average attention which stimulated his interest even more.

At a friend's suggestion he contacted John Houser at the Aeronca plant in Middletown, Ohio and was rewarded with much history on his Aeronca 50C Chief, NC23927,

Joe Flood and his award-winning Aeronca SOC Chief at Oshkosh

'83.

Light plane instrument panels were sparse in 1939. This is the interior of NC23927.

SIN C-4979. This inspired him to restore the craft again, only this time to do a first-class job.

During the 1983 New Year weekend he disassembled the Chief and took it to a friend's 11f2 car garage just five minutes from home . The next five months were spent in restoring the Aeronca to its original factory appearance.

He accomplished this by spending every night after work from 5-10 p.m. plus every weekend on the project.

The fuselage formers and stringers are new - pur­ chased as a kit for $180 from an ad in Trade-A-Plane. The wing ribs are all new. The spars are the originals, includ­ ing a splice on the left rear from the aileron outboard, made in 1946.

The dark green corduroy interior was custom made by AIRTEX - they don't stock these for '39 Chiefs. Joe fret­ ted about installing this but it was made in seven sections in all and the job was easier than he thought it would be.

The previous owner had replaced some of the original instruments and had added extra ones, but fortunately for Joe, the originals were saved. Only the oil temperature gage was damaged and had to be replaced.

The original factory installed engine has been rebuilt three times. Joe has all the logs from 1940 indicating a total engine time of 2,200 hours.

Joe chose to cover the Chief with AIRTEX ceconite envelopes and Randolph dope. He is pleased with both, especially the Randolph products resulting in a perfect match between metal and fabric.

Using color specs supplied by John Houser and compar­ ing with yellow still on some of the tubing, Joe ordered the lemon yellow and dark green butyrate from Randolph paying an extra $40 per gallon for the special mix.

The fiberglass wheel pants came from Wag-Aero and were given to Joe by a good friend as a Christmas present.

As with most restoration projects, Joe had assistance with this one. His father and two friends were dedicated helpers and his pregnant wife even participated with the two-day rib stitching process. Her further contribution was that of a patient and understanding wife during the five-month concentrated restoration effort.

Joe's wife loves to fly - in fact their first date was a flight with him in a Cessna 150 - her first airplane ride!

They enjoy flying together to air shows and fly-ins.

The first flight of the newly-restored Chief was in June, 1983, during the same weekend as the 1st Annual Aeronca Clubs Fly-In at Middletown, Ohio. Joe hated to miss that event, but his plane wasn't quite ready.

But the following month would bring something he wanted even more. He had been dreaming of attending the EAA Convention at Oshkosh since he was five. A friend had been going to Oshkosh for 15 years and continu­ ally talked about it.

Finally, on final approach to Wittman Field and seeing the spectacle of "wall-to-wall" airplanes, he could hardly believe he was about to be a part of Oshkosh '83. Unfortu­ nately his wife had to remain at home with their new son born on April 27, but they'll be there for sure in '84.

Joe felt honored when he was asked to fly his beautiful Aeronca in the Antique/Classic Division's "Parade of Flight", and even more so when he learned his plane was awarded the "Outstanding Closed Cockpit - Monoplane" trophy.

Joe's Chief has spent all of its life in Pennsylvania and South New Jersey, including stints with the Atlantic City Flying Club and several others. Joe's total flight time is about 750 hours, including some 400 in his Chief.

As much as he loves flying the Aeronca, he has his sights set on owning a Stearman one day. After just 1:15 of dual he checked out in a Stearman and has also won several trophies with his radio-control scale model of a PT-17. With all this going for him, it won't be long before Joe Flood, Jr. arrives at Oshkosh in an award-winning open cockpit biplane! • VINTAGE AIRPLANE 19

STINSON IN A CARPORT How ma ny times have we all heard the tale , "Say, you're interested in old airplanes? I have a friend whose neighbor knows of an airplane relic in a barn, etc., etc."

Your eyes light up, your pulse rate increases, and off you go in search of this elusive pile ofjunk. All the time your imagination has run rampant with pictures in your "mind's eye" of exotic airplanes of times past. After much effort, expense, and time you come to the realization it's futile . A dead end!

The finding of these airplanes is pure and simple luck - nothing else. This story is living proof.

About a year ago my brother introduced me to a PSA captain from San Diego whose interest in airpark living parallels mine. Our conversation naturally developed around this format and he suggested I investigate the area around Borrego Springs, California, namely Fletcher Sky Park. December in Oregon always prompts me to think of drier climates so I loaded up the pick-up and headed south.

Now this is probably the driest climate this side of Australia and I enjoyed it, but the real estate agent and I could not agree on price so I shelved the idea and began cha tting with the local residents. One gentleman, a Mr. Joe Griffith, had a beautiful Bird biplane as well as a modern Cessna spam can. Also in a carport attached to his hanga r was an old Stinson of about 1930 vintage. He

By Morton E . Clark (EAA 19947, AlC 693)

310 Soldier Creek Road

Grants Pass, Oregon 97526

said it was a Detroiter and definitely not for sale. His wife , having heard our conversation, took me aside and said if I really had an interest in it she would see to it that Joe would change his mind. Wives do have a way of convincing husbands.

After returning home I received a call from Joe indicat­ ing he would reluctantly part with it. I was content with his price and I accepted. Off I went again to Borrego Springs with the assistance of a friend, two pick-ups, and two trailers. Believe me, it was a full load for both trucks and trailers!

While loading the airplane I was instructed to take everything, which turned out to be extra airframe parts and five extra Lycoming R-680 engines that I did not know existed. I must have had a broad grin on my face .

Two days later we arrived back in Grants Pass, Oregon and squeezed everything into the shop. As it proved later, through FAA records, it was not a Detroiter but a Stinson Jr. Model "S", N10886, Serial No. 8058. The 42' span and 29' 9" length makes it a huge airplane for four place.

The original 215 hp engine is still attached but has a blown cylinder, which happened in 1941 somewhere over Colorado. It has never flown since.

The tentative completion date of restoration is late 1986 .•

(Photo by M. E. Clark)

One half of the caravan which carried the Stinson Jr. Model "S" from California to Oregon. Note original 215 hp Lycoming engine stili mounted.

20 MAY 1984

LETTERS TO THE EDITOR

CLASSIFIED ADS

Regular type, 50¢ per word; Bold Face, 55¢ per word; ALL CAPS, 60¢ per word. Rate covers one insertion, one issue; minimum charge, $8.00. Classified ads payable in advance, cash with order.

Send ad with payment to Advertising Department, Th.e VINTAGE AIRPLANE, P.O. Box 2591, Oshkosh, WI 54903.

NC452V in 1937 with rejuvenated The Eaglet in 1938 after finish. restoration.

Dear Gene, The Szekely-powered American Eaglet on the back cover of the February 1984 issue of The VINTAGE AIRPLANE was the property of Don Baun and M. Foose at Harlem Airport in Chicago during the 1935-38 era.

When they purchased the plane in 1937 it was un­ licensed and in need of covering. When Don brought it into Harlem Airport, the fuselage was a dirty blue color with yellow wings and a very weak Szeke. He rejuvenated the dope and refinished it with Berryloid Diana Cream and Travel Air Blue. He also gave the Szeke a top overhaul.

The following year he took the plane down completely, recovered it and replaced all the metal. The Szekely was majored with new cables securing the cylinders.

New wheel pants were hammered out by hand and 21 hand-rubbed coats of the same color of dope were applied to the plane. In those days labor was cheap and they had ten guys wanting to work for just the experience. Boy, how different it is today!

The Eaglet wasn't a bad flying airplane, but in those days we all looked down our noses at light planes with "popcorn" engines, considering them as unsafe. We used to call the C-1 and C-2 Aeroncas "scratch your a -- in the grass" airplanes and E-2 Cubs were "grape baskets".

How times have changed!

Regards, Mike Rezich (EAA 510, AlC 2239) 6424 S. LaPorte Avenue Chicago, IL 60638 •

ACRO 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 check 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 Pac - $4.00. Send check or money order to: ACRO SPORT, INC., P .O. Box 462, Hales Cor­ ners, WI 53130. 414/425-4860. .

Wanted: February 1973 issue of · THE VINTAGE AIRPLANE. Will pay $20.00. Original Luscombe sales literature and manuals for phantoms, Model 4, Model 8 and Post-war models including the sedan. Ron Price, 43585 Vista Del Mar, Fremont, CA 94539 or 415/490-5073 or 415/657-7200 (office).

VW powered parasol - unlimited in low-cost pleasure flying. Big, roomy cockpit for the over six foot pilot. VW power insures hard to beat 3% 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. 4141 425-4860.

POBER PIXIE -

J-3 Replica % scale LM-2, single place, wood construction, detachable wings, empty 345, 30 HP Cuyuna, cruise 65, 160 page construction manual $95.00 from Light Minia­ ture Aircraft, 13815 NW 19th Ave., Opa-Locka, FL 33054, 305/681-4068. Kits from Wicks Aircraft Supply.

1929 HEATH SUPER Parasol, 40 hp Continental or 27 hp Henderson, Ceconite covering, excellent condition.

Completely rebuilt cost over $12,000.00, make offer.

Mr. Dorcas, 419/241-4261.

•

MEMBERSHIP INFORMATION

fAA ANTIQUE­ CLASSIC lAC WARBIRDS UL TRALI GHT

• 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. Jun ior Membership (under 19 years of age) is available at $15.00 annually. Family Membership is available for an additional $10.00 annually.

• EAA Member - $18.00. Includes one year membership in EAA Antique-Classic Division, 12 monthly issues of The Vintage Airplane and membership card. Applicant must be a current EAA member and must give EAA membership number.

• Non-EAA Member -$28.00. Includes one year membership in the EAA Antique-Classic Division , 12 monthly issues of The Vintage Airplane, one year membership in the EAA and separate membership ' cards. 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 Warbirds of America, Inc. is $25.00 per year, which includes a subscription to Warbirds Newsletter. Warbird members are required to be members of EAA .

• Membersh ip in the EAA Ultralight Assn. is $25.00 per year which includes the Ultralight publication ($15.0? additional/or Sport Aviation magazine). For current EAA members only, $15.00, which includes UltralIght publicatIOn .

• FOREIGN MEMBERSHIPS: Please submit your remittance 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:

WITTMAN AIRFIELD - OSHKOSH, WI 54903-2591 - PHONE 414/426-4800

OFFICE HOURS: 8:30 - 5:00 MONDA Y-FRIDA Y

VINTAGE AIRPLANE 21

STITS POLY-FIBER

Classic owners!

Interior looking shabby?

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Finish it right with an Girtex interior

• IS THE LIGHTEST COVERING METHOD APPROVED UNDER AN FAA-STC. • IS THE MOST ECONOMICAL, CONSIDERING THE YEARS OF TROUBLE FREE SERVICE.

Complete interior assemblies for dO -it-yourself installation.

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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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• SAMPLE OF OUR NEW HIGH STRENGTH, LIGHT WEIGHT, SMOOTH FABRIC STYLES , WOVEN FROM SECOND GENERATION POLYESTER FILAMENT. • NEW 68 PAGE MANUAL #1, REVISION 13, WITH DETAILED INSTRUCTIONS FOR FABRIC COVERING, REFINISHING FABRIC SURFACES, AND PAINTING AIRCRAFT FOR CORROSION CONTROL. • LATEST CATALOG AND DISTRIBUTOR LIST.

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products, inc.

259 Lower Morrisville Rd., Dept. VA Fallsington, PA 19054 (215) 295-4115

l?~LIV~

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Jacket - unlined tan poplin with gold and white braid trim . Knit waist and cuffs, zipper front and slash pockets. Antique/ Classic logo patch on chest.

Sizes - XS through XL .. . . .. . . . . . $28.95 ppd Cap - pale gold mesh with contrasting blue t>ill, trimmed with gold braid. Antique/ Classic logo patch on crown of cap.

Sizes - M and L (adjustable rear band) . . . . . . . . . .. $ 6.25 ppd Antlque/C.....e Petehe.

Large - 4Vz" across .. . .. ... . . . . . . $ 1.75 ppd Small - 3v." across . . ... ..... . . .. $ 1.75 ppd AntIque/CI....e Decal. ­ 4" across (shown left) . . .. . . .... . $ .75 ppd 1973 1974 1975 1976 1977 1978 1979 1980 1981 1982 1983 1984 -

Available Back Issues of The VINTAGE AIRPLANE

March through December

February through November

January through December

February through June, August through December

January through December

January through March, May, August, October through December

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Per Issue. . . . . . . .. . .. . . . . . . . . .... . . . .. . . . . . ..... . . . .

22 MAY 1984

$1 .25 ppd

7 Send check to: EAA Antique/Classic Division, Inc. Wittman Airfield, Oshkosh, WI 54903-2591 Allow 4-6 Weeks for Delivery Wisconsin Residents Include 5% Sales Tax

THE JOURNAL OF THE EARLY AEROPLANE

S,I\MPLE ISSUE $4 15 CRESCENT RD. POUGHKEEPSIE, N.Y. 12601

AUTO FUEL

STC's

AVAILABLE!

EAA leads the way to more affordable aviation with auto fuel STC 's for: AERONCA Including Bellanca.

Champion. Trytek.

Wag ner. B& B Avia tion. Inc .

50-TC 65-TC (L-3J) 65-TAC (A rmy L-3 E) YO-58 0-58B 50-58 8 Q-58-A (Army L-3 A ) 7AC 7BCM (Army L-16A ) 7CC M (Army L-1 6 B ) lOC 7EC 7FC 7JC 7ECA S7AC SlOC S7CC M

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These STC 's wh ich permit the use of less costl y. readily availabl e unleaded auto gasoline, are now avai lab le from the EAA Aviation Foundation. Thousands of aircraft owners have already switched to auto gas to fly more often and less expensively. The STC's cost only 50<1: per your engine horsepower - (e xample : 85 hp Cessna 140 = $42.50) . STC 's are not available for engines only. Non-EAA members add $15.00 to total. For more information write or call.

It's Exciting!

It's for Everyone!

See th is priceless collection of rare. historically significant air足 craft. all imaginatively displayed in the world's largest. most mod足 em sport aviation museum. Er)joy the many educational displays and audio-visual presentations.

Stop by - here's something the entire family will enjoy. Just minutes away!

HOURS 8:30 to 5:00 p.m.

Monday thru Saturday 11:00 a.rn. to 5:00 p.rn.

Sundays Closed Easter. Thanksgiving. Christmas and New Years Day (Guided group tour arrangements must be made two weeks in advance).

CONVENIENT LOCATION The EAA Aviation Center is located on Wittman Field. Oshkosh. Wis. - just off Highway 41. Going North Exit Hwy. 26 or 44. Going South Exit Hwy. 44 and follow signs. For fly-ins - free bus from Basler Flight Service.

Wittman Airfield Oshkosh, WI 54903-3065 Phone 414/ 426-4800 Another example of the EAA Aviation Foundation working for you!

Join EAA - S25_00 annually - get your STC at the special member rate_

Watch for more STC's including low win g approvals in near future

EA~ ~ FOUND'TlON

Wittman Airfie ld Oshkosh. WI 54903-3065 414-426-4800 VINTAG E AIRPLANE 23

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