VA-Vol-15-No-8-Aug-1987

STRAIGHT

by Bob Lickteig Many of you will be reading this issue of THE VINTAGE AIRPLANE at Osh­ kosh '87. To those, I say . . . welcome to an aviation showcase . . . Oshkosh

2 AUGUST 1987

AND

'87 ... where all segments of aviation join together to stage the world 's great­ est aviation event. This year EAA and its divisions are proud to present their 35th Annual Convention. On behalf of the EAA Antique/Classic Division, it is an honor to welcome our members and guests to this aviation showcase, Osh­ kosh '87.

Your Antique/Classic officers, direc­ tors and advisors plus EAA's headquar­ ters staff have been planning and work­ ing many months to assure you an ex­ citing and fun-filled week of group ac­ tivities . Please join us and participate in these events with others who share your interest.

The scheduled events will include our Fly-Out, Parade of Flight, Picnic, week­ long Workshops, daily Interview Circle, educational Forums, Photo Contest and the ever-popular Riverboat Cruise.

Please check at the Antique/Classic

LEVEL

Headquarters and your Convention Program for complete details regarding these events.

When you arrive at Wittman Field, Oshkosh, Wisconsin the scene will cap­ tivate you as it has tens of millions over the past 35 years. This is an EAA dream come true. This is aviation in its most exciting form .

Every interest of sport aviation is rep­ resented here, from the ocean of trans­ ient aircraft to the gleaming and unique homebuilts, the thundering herd of War­ birds, the prestigious and historical an­ tiques and classics, the buzzing of the ultralights and light planes on back to the majestic EAA balloon floating above.

Once again , make the Antique/ Classic Area your headquarters and welcome to the greatest show on earth as this is "An Aviation Showcase Oshkosh '87." •

PUBLICATION STAFF PUBLISHER

Tom Poberezny

Ttir=

VICE-PRESIDENT

MARKETING & COMMUNICATIONS

Dick Matt

EDITOR

Gene R. Chase

AUGUST 1987. Vol. 15, No.8

CREATIVE ART DIRECTOR

Mike Drucks

Copyright ' 1987 by the EAA Antique/Cl assic Division. Inc. All right s re served

MANAGING EDITOR/ADVERTISING

Mary Jones

ASSOCIATE EDITORS

Norman Petersen

Dick Cavin

FEATURE WRITERS

George A. Hardie, Jr.

Dennis Parks

STAFF PHOTOGRAPHERS

Jim Koepnick

Carl Schuppel

EAA ANTIQUE/CLASSIC

DIVISION, INC.

OFFICERS

President R. J. Lickteig 1718 Lakewood Albert Lea, MN 56007 507/373-2922

Vice President M.C. " Kelly" Viets Rt. 2, Box 128 Lyndon, KS 66451

913/828-3518

Secretary Ronald Fritz 15401 Sparta Avenue Kent City, MI49330 616/678-5012

Treasurer E.E. "Buck" Hilbert P.O. Box 145 Union,IL60180 815/923-4591

DIRECTORS John S. Copeland 9 Joanne Drive Westborough, MA 01581 617/366-7245

Stan Gomoll 104290th Lane, NE Minneapolis, MN 55434

Dale A. Gustafson 7724 Shady Hill Drive Indianapolis, IN 46278 317/293-4430

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

Arthur R. Morgan 3744 North 51 st Blvd.

Milwaukee, WI 53216 414/442-3631

Gene Morris 115C Steve Court, R. R. 2 Roanoke , TX 76262 817/491-9110

Daniel Neuman 1521 Berne Circle W. Minneapolis, MN 55421

Ray Olcott

1500 Kings Way

Nokomis, FL 33555

813/485-8139

61 21571-0893

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

Contents 2 4 5 6 9 10 13 14 17 18 19 20 21 22 24 26 26 27

Straight and Level/by Bob Lickteig AlC News/by Gene Chase Vintage Literature/by Dennis Parks Dave Anderson's Cessna 170A Award Winner/by Norm Petersen Type Club Activities/by Gene Chase The Douglas Historical Foundation's DC-2/by Harry S. Gann Mystery Plane/by George A. Hardie, Jr. Interviews at Oshkosh -1986

by Pam Foard, Larry D'Attilio et al Vintage Seaplanes/by Norm Petersen Welcome New Members Volunteers 足 A Book of Heroes

by Art Morgan and Bob Brauer Interesting Members - John Cooper Winthrop/by Kelly Viets Light Airplanes/by Louise Thaden 30Years-30UbyJeannieHill Letters to the Editor Members' Projects/by Gene Chase Calendar of Events Vintage Trader

Page 6

Page 10

6121784-1172

S.J. Wittman

Box 2672

Oshkosh , WI 54903

414/235-1265

George S. York

181 Sloboda Ave.

Mansfield, OH 44906

419/529-4378

ADVISORS

Page 21

FRONT COVER ... Two-time award-winning Cessna 170A owned by Dave and Dorothy Anderson of Green Bay, WI poses for its portrait in the clover of Plainview Airport. See page 6 for the story on this airplane.

(Photo by Carl Schuppel) BACK COVER ... Front page of Honolulu paper announcing the arrival of the first Pan Am Clipper flight to Hawaii. See Vintage Litera足 ture, page 5, for more details.

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.

Philip Coulson 28415 Springbrook Dr. Lawton , MI49065 616/624-6490

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 54903-3086 .

Phone : 414/426-4800 .

John A. Fogerty RR 2, Box 70 Roberts, WI 54023 715/425-2455

Robert D. "Bob" Lumley Nl04W20387 Willow Creek Road Colgate, WI 53017 414/255-6832

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足 3086. 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 .

Steven C. Nesse 2009 Highland Ave. Albert Lea, MN 56007 507/373-1674

S.H. "Wes" Schmid 2359 Lefeber Avenue Wauwatosa, WI 53213 414/771-1545

ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through our advertis足 ing. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken .

Robert C. "Bob" Brauer 9345 S. Hoyne Chicago, IL 60620 3121779-2105

Postmaster: Send address changes to EAA Antique/Classic Division , Inc., Wittman Airfield , Oshkosh, WI 54903-3086.

VINTAGE AIRPLANE 3

Compiled by Gene Chase

1ST NATIONAL BIPLANE FLY-IN The 1st National Biplane Fly-In held June 5-7, 1987 at Bartlesville, Ok­ lahoma was an undisputed success. 90 biplanes ranging from Pitts specials to Beech Staggerwings, plus more than 120 other types of aircraft were in atten­ dance.

Activities included a Friday night flight suit party, Saturday morning dawn pat­ rol breakfast flight to Coffeyville, Kan­ sas, Saturday night awards banquet and many buddy rides and formation flights.

The award winners at this premier event were : Grand Champion Experimental Biplane: Starduster Too, N84MM, Mar­ vin and Sherry Miller, Rochester, Illinois Grand Champion Antique Cabin Biplane: 1943 Beech Staggerwing D17S, N80024, Joe and Connie Ashura, Strasburg, Colorado.

Grand Champion Antique Open Biplane: 1931 Waco QCF-2, N11468, Jim Warren, Castle Rock, Colorado.

Greatest Distance: 865 miles -Jim and Judi Cazel, Blackshear, Georgia in their Starduster Too N307.

Oldest Biplane: 1928 KR-31 , N7780, Bill Watson, Tulsa, Oklahoma.

Oldest Pilot (flying a biplane to the fly-in): 74-year-old Skid Henley, McA­ lester, Oklahoma.

Robert P. Moore Memorial Trophy (for outstanding craftsmanship by a mechanic/builder): Tom Flock, Rockville, Indiana AAA National Award (outstanding contribution): Frannie Rourke, Bartlesville, Oklahoma.

This premier event was sponsored by the newly formed National Biplane As­ sociation, the City of Bartlesville and the Bartlesville Area Chamber of Com­ merce with support from Phillips Pet­ roleum Company and others.

Bartlesville's Frank Phillips Airport is an ideal location for such an event, and the city has more than adequate hotel/ motel accommodations. See the Sep­ tember 1987 issue of SPORT A VIA­ TlONfor a more detailed write-up of this fly-in which promises to be one of the most popular in the country.

4 AUGUST 1987

.0

dl Boy Scouts and leaders from Troop 574 pose in the shade of Chapter 11 program chairman Bob Lumley's Aeronca Chief.

ANTIQUE/CLASSIC CHAPTER 11 HOSTS SCOUTS On a recent Saturday morning, An­ tique/Classic Chapter 11 of the Mil­ waukee, Wisconsin area hosted Boy Scout Troop No. 574 on an aviation day at Capitol Airport. The scouts and their leaders enjoyed a tour of the field and a close look at members' planes.

Members answered questions about each of their aircraft and some of them lectured the group on engines, aircraft construction techniques, navigation, map reading, instruments, etc.

The Scout group enjoyed the experi­ ence, but no more than the EAAers did in exposing the youngsters to the world of grass roots aviation.

WEDELL-WILLIAMS AVIATION MUSEUM RE-OPENS After many months of delays con­ nected with the expansion and renova­ tion of the building, followed by a reluc­ tance on the part of the State to reopen before naming a new curator, the doors of the Wedell-Williams Museum have re-opened under the direction of long­ time museum secretary, Maureen Joseph. Aubrey Bergeron, airport man­ ager, is assisting and providing gui­ dance during the interim.

Currently the hours of the Museum are 11 :30 a.m. to 4:00 p.m. Monday through Friday. When the new curator is in place, the hours will increase. The museum, which first opened on June 25, 1978, is located at the airport, High­ way 182 West, Patterson, Louisiana 70392, phone 504/395-7067.

LOCKHEED CONSTELLATION BEING RESTORED In a large hangar on the east side of Kansas City (Missouri) Downtown Air­ port is a Lockheed Constellation 1049

Super H under restoration by a group of current and ex-Trans World Airline employees. Among these volunteers are some of the line mechanics and specialists who kept the Connie's Flying when TWA operated 146 of the type for more than 20 years.

This Connie was built in 1959 and was the 30th of 50 Model 1049Hs man­ ufactured. Its first owner was California­ based Slick Airways who used it to haul freight. A subsequent owner used the Connie as a sprayer.

The non-profit organization restoring the 75,000 pound airliner is named Save-A-Connie and the group is funded by donations and sale of T-shirts, Con­ nie tie tacks and other souvenirs.

When the Constellation is flying, the group hopes to display it at selected fly­ ins in the U.S. as well as some overseas events.

CORRECTIONS On page 24 of the June, 1987 issue of THE VINTAGE AIRPLANE Gene Fuchs of Morgan, Minnesota was given credit for the restoration of his Stear­ man PT-13D and the overhaul of the Lycoming engine. Gene was quick to point out that the restoration and over­ haul work was done by Mr. Grady W. Allison and that the plane flies like a dream. All Gene does is maintain the plane and enjoy flying it. We regret any inconvenience this error may have created.

On page 4 of the July issue we labeled one of the hardworking volun­ teers in the photo taken at the Red Barn at Oshkosh as "unidentified." After much letter writing and many phone calls we learned the gentleman's name is Larry Gygax. Unfortunately this infor­ mation came too late to correct the July issue, and we apologize to Larry .•

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LAST EDITION

16 PAGES-HONOLULU, TERRITORY OF HAWAII, U. S. A., WEDNESDAY, APRIL 17, 1935- 16 PAGES

* * * PRICE FIVE CENTS

HAWAII IS LINKED TO COAST BY AIR

a new transpacific flight record.

"The plane averaged 136 miles an hour across nearly a direct route from the coast here and was forced to circle the city to prevent an early landing.

"Capt Edwin Musick brought in the plane with calm skill and as she settled on the water, there was no jerk in her perfect landing ."

In the interview with Capt. Musik he was quoted, "Any honor due ParT Amer­ ican Airways for its inaugural commer­ cial flight from the mainland to Honolulu must be shared by all aviation."

Dismissing the plaudits of the crowd for himself and his crew, "We made a regular flight," he said, "following the 15,000 miles we had flown in prepara­ tion of the journey.

"For those of us in aviation, there are not many thrills left. But on this journey we can thrill to the tremendous advance which is being made in aviation."

In another article, "Flight of the Clip­ per as Veteran Reporter Sees It, " by Howard Case, he wrote : "Hawaii was just 17 hours 44 minutes away from the American mainland today. Thus has the development of transportation moved these mid-Pacific islands into such intimate contact with the continent that a journey from Hon­ olulu to the coast will be merely a matter

Pacific Flight The arrival of the Pan American Clip­ per "Pioneer" in its first flight from the mainland was announced as the head­ line in the April 17, 1935 Honolulu Star Bulletin - "Hawaii is Linked to Coast

by Air." This easy flight to Hawaii and return in less than 38 hours marked the beginning of scheduled transoceanic air travel.

The arrival was well received by Hawaii as witnessed by the dozen arti­ cles in the paper with such leads as: "Giant Clipper Heralds New Travel Trend."

No Difficulty met by PAA's Clipper Plane."

"City Watches Silvery Ship Glide to Port."

"Capt. Musick's Own Story tells Graphically of Hop to New East-West Record.'"

Describing the arrival of the Clipper, the lead article stated: "Riding out of the cloud filled sky, the silver monarch of the air, Pan American Airways Pioneer Clipper, roared over Honolulu today, 17 hours and 44 min­ utes out of Alameda, Cal., establishing

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of a comfortable overnight flight. " From the editorial page: "Write April 17, 1935, large on the calendar of Hawaii's progress! On this day Hawaii is linked with continental United States, 2,400 miles away.

"Pan American Airways comes into the Pacific aviation picture with a long record of success in commercial avia­ tion . This is no publicity stunt. Men talk of establishing in the Atlantic 'sea­ dromes' at a cost of millions of dollars.

Old Mother Nature established in the Pacific her own seadromes. It is only a matter of a few years until Honolulu will be the cross-roads of airlines from Occi­ dent to Orient, from Australia and New Zealand to the upper stretches of the American Continent. "

Sikorsky 5-42 In the latter half of the 1930's Pan American Airways operated three types of large, four-engine flying boats. The first of the famous Clippers were the Sikorsky S-42s. Built in 1934 they were used to pioneer the overseas routes to South America and then the Pacific.

The others were the Martin 130s and the Boeing 314s.

(Continued on Page 8)

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VINTAGE AIRPLANE 5

Dave Anderson's

C·170A

Two in a Row

by Norm Petersen

Six cylinder smoothness of a Continental C-145 is apparent as Dave taxies by in the highly polished Cessna 170A. Due to previous owners care, no corrosion has been found in the entire airframe. Note missing "N" as Dave has begun the removal of 12-inch numbers.

(Photos by Carl Schuppel) In a pretty setting among the mixed hardwood and conifer trees just south of Green Bay, Wisconsin lies a 3,000 ft. private airstrip, the kind that nearly every EAAer wishes he owned. On one end is Art Norgaard's big red barn. On the other end is Dave Anderson 's all­ wood hangar that doesn't "sweat" in the springtime.

Within the walls of this 48 x 64 hangar with its big electric door are several airplanes, including a couple of Fair­ child 24s in dire need of much help (and work). The center of the hangar is adorned with a highly polished, red trimmed Cessna 170A, N1418D, SIN 20001, which came off the assembly line on April 25, 1951.

This is the well-cared-for and ex­ tremely well maintained Cessna that won "Outstanding in Type" at Oshkosh '85 and turned right around and gar­ nered the "Outstanding in Type" trophy at Oshkosh '86 - two in a row! The owner of the Cessna was not present for the awarding of the second trophy - simply because he felt it was more important to help a fellow EM member in destress! This one statement aptly describes Dave Anderson (EAA 217595, AlC 7906) of 912 Newtols, Green Bay, WI 54302, better than all the rhetoric in the world. Here is his unique story.

Dave was born in Norway, Michigan (Upper Peninsula) on June 25, 1939, the fourth youngster in a family of nine children . Dave's father, Carl Anderson , had emigrated from Varmland, Sweden and taken up farming . When Dave was still a pre-schooler the family moved up the road to Kingsford, MI where Dave's father worked at the Ford Motor Co. plant. Dave remembers the family going to numerous air shows at the Ford air­ 6 AUGUST 1987

port and as a young lad, Dave was ena­ mored with airplanes. Building balsa models was his favorite pastime.

As a 12-year-old, Dave spent time with his aunt in Manitowoc, WI in the summer (1951). He would ride his bicy­ cle to the airport and hang on the fence , watching the airplanes. One day, the pilot of a yellow "Cub" asked Dave to help hold some strings as he wove the web slings for the seats. Dave's fingers trembled with excitement! When the job was completed, the pilot asked if Dave would like to go for a ride. (Does the sun come up in the east?) Off they went with young Dave experiencing the thrill of his life for nearly 20 minutes. The die had been cast. (It was 30 years later when Dave learned the identity of the pilot who took him on that first ride. It was none other than Dean Crites of Waukesha, WI - now 80 years young and still very active.)

After graduating from Kingsford High School, Dave entered the Air Force for a four-year stint in SAC doing aircraft maintenance work. The 1962 Cuban Crisis added a 5th year to his enlist­ ment! The next stop was Ferris State College in Big Rapids, Michigan where Dave earned a Bachelor's degree in sociology. A stint as a State Probation Officer was followed by an opportunity to go through the Cummings engine school for diesel engine mechanics. In 1979, all of Dave's education paid off when he was selected to teach diesel mechanics at Fox Valley Vocational­ Technical School in Appleton, Wiscon­ sin, a position that Dave has treasured for the past eight years. (The eager gleam in the eyes of his students tells the whole story!)

Meanwhile, Dave had learned to fly in 1979 and had acquired his first

airplane - a basket case 1941 Taylor­ craft BC-12. Over a two-year period, the T-craft was totally restored and the en­ gine was majored from A65 to A75 specs. Dave and his wife Dorothy really enjoyed flying the side-by-side airplane - skis in winter and wheels in summer.

Casting about for the next project, a 1941 Fairchild 24 was located in Michi­ gan that could be purchased without its Warner engine. After hauling the ex-mil­ itary UC-61 all the way home to Green Bay, Dave started his hunt for a Warner 145 or 165 engine. Following up on a lead in Ontario, Dave found a 1946 Ranger-powered Fairchild 24 in need of a total rebuild. Extras included a spare Ranger engine and a new seaplane kit, including the auxiliary fin, used when mounting the "24" on Edo 45-2880 floats! Again the familiar dismantling, packing and hauling home took place - an operation that can often drive the wife up the proverbial wall!

By 1984, Dave and Dorothy were looking for a versatile, all-metal airplane they could use for camping. Settling on a Cessna 170, the search began.

Checking out many leads failed to un­ cover the "right" airplane, so they walked the rows of classic airplanes at Oshkosh '84. Suddenly, they spotted N1418D! As they approached, the thought went through their minds, "Is it for sale?" Looking inside, the FOR SALE sign stared them right in the face.

Negotiations were carried out during the fall of '84. The owners were asking a bit more than Dave could afford, but gradually the buyer and seller were get­ ting clower. On Christmas Eve, the owner, Don Piermattei (EM 187686, NC 9595) of Ft. Collins, Colorado called Dave to ask if he would raise his bid just a little. Dave thanked him for calling but

said, "No." About 10:30 in the evening, Don called again and accepted Dave's price for the 170A! Dave and Dorothy now had their Christmas present!

January 4, 1985 saw Don and Marcia Piermattei deliver "18D" to Green Bay's Austin Straubel airport where Dave and Dorothy Anderson eagerly awaited the pretty 170A. Before long, the paperwork was all completed and Don and Marcia took one last long look at the trusty 170A that had taken them from Califor­ nia to Kitty Hawk over an exciting three­ year period. Both had tears in their eyes as they walked away.

A check of the immaculate log books (back to day one!) showed just over 1400 hours on the airframe with a fresh major on the C-145 Continental engine.

Dave mounted the newly acquired bird on Federal 2000 skis to take advantage of Wisconsin winters. However, after a few landings on hard-packed snow that nearly loosened his molars, he decided it wasn't worth shaking all the rivets loose! He promptly sold the skis and went back to wheels.

The first item in returning to original was a set of 6:00 x 6 tires and tubes to replace the 7:00 x 6 that were on the plane. Next came a low frequency "clothes line" antenna from the micarta mast above the cabin to the rudder.

The huge task of polishing all the sur­ faces of aluminum began with "Never Dull" which got things started. Next came a machine buffing (750 rpm) using "Met-All" polish. The resulting swirl marks were then taken out by hand using Blue Magic. Dave's wife Dorothy was the main helper in this op­ eration and she can readily attest to sore muscles and black fingers! As Dorothy says, "Is there any way to turn the airplane upside down to polish the bottom of the wings?"

The very latest word is that Dave is using a new polish called "Aluma Chrome" available at Peterbilt truck dealers He especially likes the long­ lasting lustre this polish gives.

Oshkosh '85 provided a touch of what was to come as the highly polished 170A ran off with the "Outstanding in Type" award. Dave Anderson was one happy "Swede" on that evening as he gratefully accepted the award.

A full year of polishing and upgrading brought the Cessna back to Oshkosh '86 where once again it took the "Out­ standing in Type" award. This time Dave was not on hand! During the day, a young Canadian pilot had left Osh­ kosh, heading for Guelph, Ontario. Over Appleton, the fog thickened up and sud­ denly the pilot was in the soup with his 1939 Aeronca Chief! He made several turns before seeing "green grass" below. In desperation, the pilot stalled in on the grass and slid to a stop on the lawn of Fox Valley Tech! The left land­ ing gear was damaged and tail gear was broken.

The very pretty all-aluminum cowl is held on with very rare (and expensive) Cessna over-center fastners. Polished three bar grill is original.

The simple, straight-forward design of the original Cessna wheelpant sets off the 170A with its single painted stripe.

VINTAGE AIRPLANE 7

Original "piano keyboard" panel of Dave Anderson's 170A. Note the standard two-piece windshield with low freq antenna wire running up the front of the aircraft.

Two of aviation's finest, Dave and Dorothy Anderson in their award-winning Cessna 170A. Note reflection above them in the wing skin! (Sore polishing muscles don't show!)

VINTAGE LITERATURE ...

(Continued from Page 5)

The largest airplane built in the United States at the time of its construc­ tion , the S-42 was able to take advan­ tage of many recent developments in aviation such as the powerful Hornet engines, variable pitch propellers and higher octane fuel.

Among the special design features were : four radial air-cooled engines with drag-reducing cowlings; the engines were mounted in line in the wing leading edge for further drag reduction; large wing flaps allowing higher wing loadings 8 AUGUST 1987

for greater cruise performance; and all­ metal construction.

The aircraft had a huge gross weight for its time of 38,000 pounds. The heaviest commercial landplane of the time was the Douglas DC-2 with a gross weight of 18,200 Ibs. The first S-42 made its maiden flight on March 29, 1934. Performance of the plane during the test flights was so spectacular ten -world records were set for seaplanes in speed, load, and al­ titude. Much of the performance was due to the new Pratt & Whitney Hornet engines putting out a total of 3,000 hp and the efficient use of that power through the use of the Hamilton-Stan­

Immediately, Dave Anderson came out from his classroom to see if he could help. Result , after classes, the Aeronca was dismantled and stored in an empty building. This took until neary 9:00 p.m., so Dave missed the Oshkosh award ceremony! About a week later the young pilot returned with a pick-up and trailer and Dave along with others, helped load the Aeronca for its long trip home to Ontario. The young pilot was extremely thankful for all the help that was rendered on his behalf! To Dave, it was all in a day's work of helping EAA people.

A short time later, Dave was anxi­ ously looking for a cowl latch for the 170A. Following several leads resulted in a call to a salvage yard in Alberta, Canada. When Dave identified himself and where he was from, the salvage yard owner asked if he was the same Anderson who had so graciously helped a young Canadian pilot from Guelph, Ontario . Dave replied , "Yes ." In a few days, a package arrived with two com­ plete cowl latches enclosed . A note in­ side said , "With my compliments and hearty thanks for helping one of ours!"

Dave continues to improve the 170A including the removal of the 12-inch numbers on the fuselage and putting the 24-inch numbers on the wings.

Another improvement will be a new cloth headliner as per original and, to really turn heads, an absolutely new looking set of genuine Cessna wheel pants! After being stymied in several at­ tempts to find a good pair of wheel pants, Dave finally located a pair from a 1957 Cessna 180 that had only been used for six months when they were re­ moved and had been stored since then!

Dave bought the pair for $200 and the seller was so tickled, he sent $20 to the man who sent Dave to buy them!

As Dave and Dorothy build their dream home next to the wooden hangar on "Birch Creek" airstrip, we can only wish them the very best and patiently wait for the day we can land at their pretty airport and share a cup of good Swedish coffee . There are no finer avi­ ation folks in this world .• dard variable pitch propellers .

The first of the three S-42s were de­ livered to Pan American in August 1934. The plane was used to introduce new service to Argentina and Brazil.

The second clipper was taken to San Francisco where it was used to pioneer the Pacific route to the Philippines .

Later the third clipper was used to inau­ gurate the longest over-water service in the world from San Francisco to New Zealand.

Later in 1937 an S-42 was used to make the first regular airline crossing of the Atlantic. Thus the S-42 clippers brought about commercial airline flights across both the Atlantic and the Pacific . •

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ClubActivities

Compiled by Gene Chase gear legs pulled and the area inspected if this hasn't been done in the past few years. This should be done by a mechanic experienced in this operation and who knows how to properly shim the landing gear.

For more information on the Cessna Pilots Association contact them at P. O. Box 12948, Wichita, KS 67277, phone 316/946-4777

Cessna Taildraggers' Gear Leg At­ tach Fittings The Cessna Pilots Association is re­ ceiving an increasing number of reports of problems in the landing gear attach point areas on models 120, 140, 170, 180 and 185. These problems seem centered in three areas.

1) Corrosion of outboard gear sad­ dles. This is occurring in all models. The gear legs have to be removed to inspect for this condition. There are also some reports of corrosion on the upper gear legs and in other areas of the landing gear attachment box section.

2) Cracking of the outboard gear sad­ dles. This condition is occurring primar­ ily on 180 & 185 aircraft subject to hard use and rough fields. The saddles crack about two inches from the attach flange at a point where the casting narrows.

Corrosion need not be present to have the cracks occur and they will shortly lead to gear failure. Some mechanics feel that improper shimming of the land­ ing gear which can allow the gear to shift in the saddle contributes to the problem. A partial inspection of this area can be done by removing the gear leg fairings at the fuselage.

3) Stripping of the landing gear at­ taching bolt and nut assembly. Again occurs primarily on 180 & 185 aircraft subject to hard use but has also been reported on 170 series. As this is often a single incident occurrence and not generally a progressive condition , it can be hard to inspect for. Occasionally play in the gear leg can indicate a situation that can lead to this stripping condition .

There is a "beef up" kit available that improves the attachment of the gear to the inboard bulkhead which relieves the stress loads on the nut and bolt. The kit sells for $249.95 and takes approxi­ mately 1.5 man-hours per gear leg to install. It is available from P. Ponk Avia­ tion, Reinig Air Park, 1212 North Moore Road, Camano Island, WA 98292, phone 206/629-4812.

It would appear that it would be in the best interests of all 120, 140, 170, 180 and 185 owners to consider having the

WACO HISTORICAL SoCIETY, INC. 1013 WESTG ATE ROAD TROY, OHI O 45313

Seven years ago a group of ex­ WACO employees and thei( descen­ dants formed the WACO Historical So­ ciety, Inc. to preserve the heritage of the WACO Airplane Company. They meet once a year for dinner and to elect officers.

The society has been collecting WACO artifacts and memorabilia for further display in a Museum which is being planned. They also host an An­ nual Invitational WACO Fly-in each June just prior to the big National WACO Fly-In at Hamilton, Ohio. The Society's fly-in is held at the Leavelle private airstrip at Troy, Ohio and fea­ tures at least one distinctive WACO on special display. The 1987 event was held June 23-24 and featured an open cockpit RNF and a cabin ZKC-S. For information on the WACO Histor­ ical Society contact them at 1013 Westgate Road, Troy, OH 45373.

1987 Twin Bonanza Convention By every measure the first annual convention of the Twin Bonanza As­ sociation was a success. There were 14 aircraft and 50 people in attendance from Alabama, Arizona, California, Conecticut, Florida, Georgia, Illinois, Michigan, Mississippi, North Carolina, New York, Ohio, Pennsylvania, Ten­ nessee, Oregon and the West Indies.

Special events included a maintenance seminar and a premier viewing of the video taping of the event.

Much of the success of the event was a result of the efforts of members Ross and Pat Miller, residents of Jekyll Is­ land , Georgia where the fly-in was held

May 22-23. Among other things they provided transportation with their own automobiles plus a van they borrowed from a neighbor.

Resort Aviation , the FBO at Jekyll Air­ port, went far out of their way to serve the convention goers. They literally turned over their lobby area for use dur­ ing the airport gatherings and also waived landing fees for the "T-Bones. " The two-hour rap session on the care and feeding of Twin Bonanzas was con­ ducted by club member Barney Cam of Cam Aviation , Keystone Heights, Florida. The seminar was well done and well attended with the only complaint being that it wasn't long enough.

The 1988 convention will be held somewhere in the Midwest, time and date to be announced later.

For information on the Twin Bonanza Association contact Richard I. Ward , 19684 Lakeshore Drive, Three Rivers , MI 49093, phone 616/279-2540.

New Type Club The National Biplane Association is the newest of the "type clubs" and was organized earlier this year to promote an annual fly-in for biplanes only. Their premier effort, the 1st National Biplane Fly-In was June 5-7, 1987 at Bartles­ ville, Oklahoma (see page 4) and was a resounding success.

The founder and executive director of the association is Mary R. Jones (EM 203857 AlC 9002), 223 West 114th Court, Jenks, OK 74037. Mary flew as a W.A.S.P. during World War II and cur­ rently owns and flies a N3N-3. Chair­ man of the Association is Charles W. Harris (EM 96978, AlC 2158), 119 E. 4th Street, Tulsa, OK 74103. Charles owns two biplanes, a Pitts S-1 and a Pitts S-2, plus a Cub and a Culver Cadet.

Membership is $10 per year ($15 overseas) and includes the organiza­ tion decal and a subscription to the quarterly Biplane News.

For further information contact the National Biplane Association , Hangar 5, 4-J Aviation , Jones-Riverside Airport, Tu lsa, OK 74132 . • VINTAGE AIRPLANE 9

Douglas DC路2 restored by the Douglas Historical Foundation on first flight after restoration on April 25, 1987. Aircraft is shown over the harbor at San Pedro, California.

Douglas-built airplanes.

This aircraft is the 77th DC-2 built, and was initially delivered to Pan Amer­ ican Airways in 1935. In 1938, the airplane was acquired by Compania Mexicana de Aviacion , SA , popularly known as Mexicana, and later sold to Aviateca, a Guatemalan airline.

An American aircraft broker, A.J. Levin, acquired the airplane in 1952, and sold it to Johnson Flying Service of Missoula, Montana in 1953. The firm used the DC-2 in a variety of working roles, including transporting firefighters to forest fires and fighting insect infesta-

Douglas DC-2 taking off from the Long Beach Airport on 25 April 1987 after over five years of restoration work.

Douglas DC-2 cabin after restoration by the Douglas Historical Foundation.

The USN and the USMC bought five DC-2 aircraft designated as R2D-1 and operated them for logistic missions in the 1930's.

The DC-2 aircraft in Montana, 1970, being operated by Johnson Flying Service for general utility work such as forest spraying and smoke jumping.

tions in the forests.

In 1973, the DC-2 was sold to Stan Burnstein of Tulsa, Oklahoma, who do­ nated the airplane the following year to the Donald Douglas Museum and Li­ brary in Santa Monica, which made the aircraft available to the Foundation .

At a celebration of the 50th anniver­ sary of the airplane's first flight in a special ceremony on May 12, 1984, the aircraft was christened "Donald W. Douglas" in honor of the company's founder.

The aircraft restoration was financed by donations and other fund raising ef­ forts, which raised over $150,000.

Some of the original DC-2 vendors con­ tributed new parts to aid the project.

The effort to accomplish the restoration was undertaken by many volunteers who put in over 16,000 hours to bring the aircraft back to "as new" status.

The aircraft's first flight after restora­ tion was dedicated to Mr. A. K. Wilcox, a retired Douglas employee who was a vital part of the restoration team . He passed away earlier this year before he could see the aircraft take to the air once again.

The aircraft will be based at the His­ torical Foundation headquarters lo­ cated at the Long beach Municipal Air­ port. Inquiries should be directed to 213/593-2969 or 593-7245.

VINTAGE AIRPLANE 11

THE DOUGLAS HISTORICAL

FOUNDATION'S DC-2

12 AUGUST 1987

- - - - - - - - - - - - - - - - - by George A. Hardie, Jr.

The designer of this twin-engined tri­ plane favored an unusual fuselage con­ figuration for his airplane. Intended as a passenger transport, it was entered in a famous distance race at the time . The photo is from EAA's archives. Answers will be published in the November, 1987 issue of THE VINTAGE AIRPLANE. Deadline for that issue is September 10, 1987.

The May Mystery Plane evidently stumped a number of our regular respon­ dents, but Jack McRae of Huntington Sta­ tion, NY recognized it instantly. He writes: "It's a Westbrook Sportster. I am quite familiar with this particular ship, NC966V, as I had about ten hours in it in 1934. When I flew it, I had about 15 hours solo and it was quite a bit hotter than what I had flown previously (an OX-5 Bird and a Mercury Chic). It was difficult to taxi in a cross wind with tail skids and no brakes, and the rudder travel was very restricted in order to meet the spin requirements, according to George Samec who checked me out.

"This ship is one of three of this de­ sign that were actually completed al­ though there were several others started but apparently never finished.

The Westbrook Aeronautical Corpora­ tion was started in 1929 or 1930 by Neil Westbrook Perdew to build the Sports­ ter to his design as a private owner airplane. Due to the depression and dif­

ficulty in financing , a school arrange­ ment was worked out where prospec­ tive owners could go to ground school and build their own airplane at the same time, thus getting practical experience toward an A&E license while cutting the cost of the airplane to a minimum.

"The first Westbrook Sportster, which featured folding wings, had the identifi­ cation number 9N and was destroyed in a crash near Teterboro, New Jersey about 1931 after considerable test flying had been done. NC966V was the third one completed and was granted an Ap­ proval for license by the Department of Commerce. This ship did not have fold­ ing wings and was built under the school arrangement. It was equipped with a Cirrus engine. It had a full can­ tilever wing and the landing gear was . designed with the oleo strut in front and the "V" connected to the rear spar. This put the center of gravity to the back when landing and gave good charac­ teristics on soft fields as well as hard surfaces.

"NC966V was purchased by Harold Munch who hangared it at Valley Stream airport on Long Island and later at Roosevelt Field. He and his partner Art Romeo barnstormed, hopped pas­ sengers and generally had a good time with the airplane. About 1937 Munch sold the airplane to a police officer in Detroit. Later it was unfortunately de­

stroyed in an accident.

"In 1939 an attempt was apparently made to put the design into production as the Allied Sport Trainer. The Type Certificate No. 2-444 is the same as the Wesbrook (see Juptner Vol. 9, page 179). Evidently NC966V Cln W-504 was the only one licensed."

Bill Knepp of Bartonville, Illinois also identified the Westbrook Sportster and has been working with Mauno Solo of the American Aviation Historical Soci­ ety on researching this airplane. Espe­ cially needed are detail drawings and photos. Anyone wishing to contact Bill, write to me for his address. Other cor­ rect answers were received from Pete Bowers, Seattle, WA; Wayne Van Val­ kenburgh , Jasper, GA; Charles A. Fink, York, PA and Ben Bowman, Elizabeth­ town, PA. References: National Power Glider, December, 1930; National Glider and Airplane News, March, 1931; Aero Di­ gest, April 1931 and March, 1939.•

VINTAGE AIRPLANE 13

I~T~I2VI~W~ AT ()~til\()~ti

- 1C)St)

By volunteers of the Antique/Classic Press Committee Larry 0'Attilio and Pamela Foard, Co-Chairmen (EAA 150262, AlC 8265) 1820 N. 166th St. Brookfield, WI 53005 Photographs by George Rodenbeck GENE WHITTEMORE/Cessna 170B/ N4491 B, SIN 26835

by Pamela Foard This good looking white and blue Cessna belongs to Gene Whittemore of Byron Center, Michigan. He bought it in Alligan , Michigan and gave it an Imron paint job, and installed new plexiglass and upholstery. The airplane was man足 ufactured in 1955 and has an 0-300 Continental, 145 hp engine. The only problem Gene says he had was riveting the windshield curve. He would love to do a complete restoration some day; he's also done a 170A. Gene has been a pilot since 1971, and said he would have become one sooner, but there was never enough green stuff. Sound familiar?

DAVID F. SHAW/Beech C-35/N1DS, SIN 0-2714

by Larry D'Attilio

David F. Shaw's Beech Bonanza, N1DS. 14 AUGUST 1987

In high school, David scrounged money and walked four miles to the Penn Yan, New York airport to train in a J-3. (The Penn Yan Flying Club has what they believe to be the only one足 owner J-3 in existence.) He bought his Beech Bonanza in 1951 and also owns half a Stearman bought in 1968 as a wreck. The Stearman was finally done in 1986.

The Bonanza, David says, is the fam足 ily taxi because "it's an ageless airplane. It's a good, capable airplane and will do everything a modern plane will do and do it better." To customize his Beech he installed a long Baron windshield , new style side windows, tip tanks, Beryl vent kit, replaced the water evaporation air conditioner, added a third window, has solid state prop con足 trol, late style emergency static port, full IFR avionics (including RNAV and STORMSCOPE), and extended the "stinger" tail cone. The Bonanza is white with yellow and green trim .

LORAN NORDGREN/Stinson 108-3/ NC6323M, SIN 108-4323

by Larry D'Attilio When Loran was 14 years old, he worked as a line boy at Wilson Airport near Chicago (no longer in existence) owned by a woman named May Wilson, who gave him some flying lessons. That was his first introduction to aviation .

When he was 16, Loran enlisted in the Navy as an aerial gunner. Much later, bored in the working world, he saw an ad for a Stinson. He called the guy in Rockford, Illinois and the fellow flew over to pick up Loran, gave him a ride and generally made a pest of himself until he had pressured and humiliated Loran into buying the plane and signing up for lessons. At least that's the way Loran tells it!

The pretty maroon Stinson Voyager 108-3 was built in 1948 and has a Franklin 165 engine. Loran used the manufacturer's original paint scheme , Stinson Maroon with Diana Cream trim.

The covering is Ceconite. Don Maxfield of Kearney, Nebraska did the actual labor on the airplane. Loran keeps the plane hangared at Howell-New Lennox Airport, about 36 miles south of Chicago.

Loran Nordgren's Stinson Voyager, NC6323M.

GARY DIEHL/Piper PA-12 Super Cruiser/N4218M, SIN 12-3114

by Sharron Mitchell Gary Diehl owns a 1946 J-3 Cub, a Cessna 140 and a 1947 Piper PA-12 Super Cruiser. He flew the PA-12 1900 miles from his home in Kelseyville, California to Oshkosh '86 via Salt Lake City, Utah, Rock Springs and Casper, Wyoming, Valentine, Nebraska and Wautoma, Wisconsin . His flight time was about 18 hours over a three-day period.

Gary said the trip was beautiful and uneventful except for a hail storm which he was fortunate enough to wait out in a vacant hangar enroute.

Because few FBOs sold 80 octane avgas he was forced to use 100LL but he added Marvel Mystery Oil to ensure better lubrication.

At sea level his PA-12 climbs 1200 ft. per minute and cruises at 125 mph at 2500 rpm. You might have guessed that it is powered with a 150 hp Lycoming 0-320 and it has a recent Trout-Dale gold seal remanufacture . Gary is the 20th owner of this Super Cruiser which was based in Pontiac, Michigan before moving to the West Coast.

N4218M was rebuilt in 1981 and its pale yellow with dark yellow trim paint job still looks brand new. After Gary bought it in 1986 he completely restored the interior including the instrument panel. He installed a Radio Systems

Gary Diehl's Piper PA-12, N4218M.

Technology radio which he built from a kit in one month. Gary highly recommends the RST radio kit as it is transistorized and goes together in sections.

After assembly it is returned to the manufacturer to be checked and calibrated, and if something is wired incorrectly, it is corrected at the factory. He made one mistake which they corrected and he says it works great. It's mounted in the panel and with an outside antenna he has no problems communicating and

navigating with the set.

Diehl has owned a 1946 Funk (Dale Beach's), a 1957 Tri-Champ which he converted to a taildragger and a 1938 Cessna Airmaster. He sold the Airmas足 ter to buy a Cessna 140 for his wife, Helen, who is also a pilot.

With most PA-12s converted with the larger engines ending up in Alaska as bush planes, it was a real treat to see the beautifully restored N4218M at Osh足 kosh '86.

VINTAGE AIRPLANE 15

JIM AND JOANN FURLONG/Aeronca 15AC Sedan/N1353H, SIN 15AC397

by Dwight Ingalls (EAA 163820) P.O. Box 773

Brookfield, WI 53005

You might not realize Aeronca built an airplane of such size unless you hap­ pened upon the 1949 Model 15AC Sedan at Oshkosh '86. Owned by EAA members Jim and JoAnn Furlong of Lockport, New York, Aeronca N1353H is powered with a 145 hp Continental 0-300. It was recovered by Jim using Stits process materials and finished in blue and white. The attractive matching brocade upholstery is evidence of JoAnn's more than ample stitching tal­ ents. Some panel trim which was mis­ sing was located and shipped from Alaska.

The Furlongs are the second owners of this big Sedan, having acquired it with 2100 hours time from Alfred Bakker of Morgantown, West Virginia. So far they've had the pleasure of flying it another 300 hours and love it as a member of the family.

They also have a Stearman N2S-3, T-Craft and a Commonwealth Skyranger.

Scott and Maxine DeGaynor's 1940 J-5 Cub, NC28046.

G. SCOTT AND MAXINE DE­ GAYNOR/Piper J-5A Cub Cruiser/ NC28046, SIN 5-90

By Deb Schroeder (EAA 260094, NC 9999) 871 Crescent Lane Hartland, WI 53029 Scott and Maxine DeGaynor of Grand Rapids, Michigan arrived at Oshkosh '86 in their 1940 J-5 Cub Cruiser. They have missed only one Convention in 20 years. That is about how long Scott has been flying. He learned to fly after leav­ ing the Air Force in 1965.

Scott enjoys nice flying airplanes and bought the J-5 14 years ago in partner­ ship with two friends who had begun restoring it. It was restored with authen­ ticity in mind, including use of an origi­ nal type prop.

Two weeks after the restoration was

complete, one partner exceeded the aircraft's limits, inflicting damage from the firewall forward. The landing gear, boot mounts and cowling were replaced, and then Scott bought out his partners. He didn't replace them. That was in 1983.

According to Scott there are only about 400 J-5s left, with his in about the top 10% condition of those. He says it is forgiving and a good trainer for learn­ ing basic flying.

At the other end of the spectrum, the DeGaynors are now working on a 2/3 scale P-51 Mustang which is 90% finished . They also own a Spezio Sport and a completed BD-4.

Scott got his start in aviation as a child building models and flying them in competition . His 20-year-old son is fol­ lowing family tradition and is a student pilot who has soloed.

The DeGaynors are members of EM Chapter 211 of Grand Haven, Michigan.

RANDAL AND LANA BERARDI/Piper PA-16 Clipper/N5708H, SIN 16-319

by Larry D'Attilio

Randal and Lana Berardi's Piper Clipper, N5708H. 16 AUGUST 1987

Randal and Lana have been coming to EAA Conventions since the early days at Rockford, and have always made it a family affair. Their sons Josh and Zach accompany them, as well as Lana's son Doug. They love to "airplane camp" during the show, flying their Piper Clipper PA-16 up (or what some folks call down) from Pekin, Illinois.

Randal admits that "there's something for everyone" at Oshkosh during EAA week, and the boys really enjoy the Warbirds and the fly-bys.

N5708H was built in 1949 and has a 108 Lycoming engine. Randal acquired it in 1967 and restored it in 1969. The Clipper badly needed paint, so the couple painted it in a nearby factory after hours. Since the two children were still fairly young , they came along and played while Randal and Lana painted!

The paint they used is Randolph Boston Maroon, and they also put in a velvet interior the same year.

TIM AND KAMIE NEWELUPiper Pacer/N2305P, SIN 22-2716

By Sharron Mitchell (EAA 213198, AlC 9448) N12 W26883 Silvernail Road Pewaukee, WI 53072 Tim Newell soloed at age 16 using earnings from his paper route. Eight years later Tim and his wife Kamie own a 1946 Taylorcraft and their recently re­ stored 1955 Piper Pacer which they flew to Oshkosh from East Sparta, Ohio. Kamie's interest was fostered by her dad, who was a DC-3 mechanic and her uncie, Russ Miller, who founded a local EAA chapter. Kamie is now a stu­ dent pilot.

In 1982 Miller helped the Newells lo­ cate a basket case 1955 Piper Tripacer.

In a one and one-half car garage they began rebuilding. After sandblasting the tubing, a friend helped them replace rusted pieces and weld new ones in place. After priming they applied light weight Stits HS90X fabric.

The Newell's home airport is a 1200 foot private grass strip so they were motivated to keep the plane as light as possible. They converted it to a Pacer to save the weight of the nose wheel.

Kamie upholstered the interior while Tim rib stitched and taped the wings.

Working without plans slowed them only slightly. However, when Kamie be­ came pregnant, she was very careful to stay away from all the chemicals be­ cause of the detrimental effect they can have on a fetus. So Tim lost his restora­ tion partner temporarily.

Piper Ivory with brown trim were the colors chosen for the plane with a clear coat over all. Their Pacer's empty weight is 1080 pounds (Tripacers' empty weight was 1200 pounds.) with a healthy 920 pound useful load. This useful load is especially important when loading all the camping gear to spend the week at Oshkosh tenting under the wing.

The original panel from the Tripacer and many original instruments were used to keep expenses at a minimum.

The engine which had only 400 hours SMOH and the accessories were care­ fully inspected for airworthiness.

In July Tim and Kamie's three and one-half years of B, Sand T (blood, sweat and tears for the uninitiated) paid off when they made the Sentimental Journey to Cub Haven at Lock Haven in Pennsylvania in their beautifully re­ stored Piper Pacer. It took first place honors for the best Tripacer to Pacer conversion. Congratulations to some really nice people with a beautifully re­ stored airplane whom we met tent camping at Oshkosh '86 . •

Tim and Kamie Newell's Piper Pacer.

VINTAGE SEAPLANES

by Norman Petersen

Early 1960's photo of 1948 Aeronca Sedan N1188H, SIN 15AC-47, mounted on EDO 2000 floats. Note large wing numbers. Neil Petersen (EAA 35302) one of the club owners, stands by the Sedan at Lake Riley, just west of Flying Cloud Airport, Minneapolis, MN. Present owner is Larry Tessier of 106 Ely Lake Drive, Eveleth, MN 55734.

VINTAGE AIRPLANE 17

WELCOME NEW MEMBERS

The following is a listing of new members who have joined the EAA Antique/Classic Division (through March 15, 1987). We are honored to welcome them into the organization whose members' common interest is vintage aircraft. Succeeding issues of THE VINTAGE AIRPLANE will contain additional listings of new members.

Williams, Dan Clermont, Florida

Ross, Bert

Pecos, Texas

Austin, Bill

Hettinger, North Dakota

Koston, Ted

Oak Park, Illinois

Nicola, Mark E. Winter Park, Florida

Koch, Ivan R.

Coraopolis, Pennsylvania

Israelite, David Z.

Port Washington, New York

Cowley, Curt J.

Tacoma, Washington

Robertson, O. T. Bellaire, Ohio

Little, Thornton S.

Pine Bluff, North Carolina

Graham Jr., Orlando L.

Hialeah, Florida

Lavy, Dallas R.

Wasilla, Arkansas

Anders n, George Nehe Grand, Florida

Fechney, Ron

Christchurch, New Zealand

Hutchins, Dennis W.

Warner Robins, Georgia

Inkmann, Gregory A.

Topeka, Kansas

Burch, Peter E. Levittown, New York

Kupps, Bob

Yucca Valley, California

von Bargen, Eric

Everett, Washington

Jones, Richard M.

Woking Surrey, England

Policicchio, Charlie T. Merritt Island, Florida

Wester, Douglas J.

Huntsville, Alabama

Zane, Newton F.

Arcadia, California

O'Leary, John J.

Shullsburg, Wisconsin

Verhoeven, Tim New Prague, Minnesota

Esvensen, Bent

Esbjerg V, Denmark

Maliar, F. Ed

Bohemia, New York

Cervenak, John A.

Elkhart, Indiana

Bevan, Walter Brunswick, Georgia

Schrefer, John F.

Cocoa, Florida

Thomson III, John B.

Daytona Beach, Florida

Hafner, Harvey C.

Rudyard , Michigan

Frey, Peter S. Lauderhill, Florida

Sheppard, Alan J.

Fargo, North Dakota

Frost, Peter R.

Daytona Beach, Florida

Onder, Terry Lee

S1. Peters, Missouri

Pokorski, Ken R. Denver, Colorado

Gallagher, L. E.

Mountain View, California

Kurtz, Robert D.

Sanatoga, Pennsylvania

Jacobs, James A.

M1. Pleasant, Michigan

Podzielinski, Eric J. Noblesville, Indiana

Spencer, Richard C.

M1. Pleasant, South Carolina

Peckham, James W.

Argyle, Texas

Pederson, Mogens

Spjald, Denmark

Baumann, Lawrence A. Emmaus, Pennsylvania

Campbell, Edwin

Coraopolis, Pennsylvania

Davey, Kenneth E.

Mankato, Minnesota

Brady, Bill J.

Lindale, Texas

Laughter, John E. Conyers, Georgia

Duda, Kenneth B.

North Lake, Illinois

Lerol, Kevin R.

Thief River Falls, Minnesota

Crowe, Douglas A.

Highland Park, Illinois

Champlin, Robert L. Milford, Ohio

Fraser, Jack E.

Selma, California

Maguire, Susan M.

Akron, Ohio

Lenox, Jack

Marshall, Texas

Booth, Donald L. Cortland, New York

Schrack, Daniel C.

Logantown, Pennsylvania

Wickersham, James K.

Oakland, California

Fitzgerald Jr., Wayne M.

Columbus, Montana

Paschal, Dean New Orleans, Louisiana

Burr, Philip A.

Danbury, Connecticut

Berger, Mike

Tucson, Arizona

Doornbos, Keith

Bloomington, Illinois

Rehler, J. E. Corpus Christi, Texas

Amos, Carl R.

Chandler, Indiana

Fowler, Jerry

Pecos, Texas

Warkentin, Jon V.

Indianapolis, Indiana

Smith, Larry E. Minneapolis, Minnesota

Egli, Frederick W.

Walnut Creek, California

Colton, Frank D.

Canby, Oregon

Morita, Hiroshi

Tokyo, Japan

Hartfield, Dave Lafayette, Louisiana

Kriete, Robert C.

Troy, Ohio

Beal, Robert V.

Madisonville, Kentucky

Billingsley, Rod Allan

Santa Rosa, New Mexico

Johnson, Larry Etiwanda, California

Stark, John J.

Stillwell, Kansas

Legace, Robert

Durham, Connecticut

Childers, Bill

Orlando, Florida

Pederson, Thomas J. Leonardtown, Maryland

Powell, Dick

New Smyrna Beach, Florida

Bennett, Jerry

Waycross, Georgia

Dixon, Malcolm

Lakeland, Florida

18 AUGUST 1987

â&#x20AC;˘

OLUtl,.EERS

A Bool< Of Heroes

by Art Morgan and Bob Brauer

"Never give up. Be of good cheer. Do not think of today's failures, but of the success that may come tomorrow. You have set yourselves a difficult task, but you will succeed if you persevere; and you will find a joy in overcoming obsta­ cles. Remember, no effort we make to attain something beautiful is ever lost". ... Helen Keller.

It's difficult sometimes to remember words like that, but let's try the next time you go out to your nice, pretty airplane and someone (FAA, DOT) says, you can't do that anymore.

For a few months now you have heard us shoot off our mouths about how much fun it is to work with the An­ tique/Classic Division at Oshkosh dur­ ing the Convention; telling tales of how much fun we have getting wet and bug bit; and in fact we do.

But, I'll just bet there are one or two of you out there who are saying, "Yeh, well that's all well and good, but I'm not interested in parking aircraft, for that matter judging 'em. And as far as work­ ing in headquarters, well it just isn't my cup of branch water." Oh ye of faint heart, take hope.

We, of the Division, have worked out a veritable plethora of committees that cover every skill, talent, need and in­ terest. So, without further ado, let me list them: Convention management, forums, parking and flight line safety, judging and awards, manpower (help­ ing us recruit VOlunteers), Parade of Flight, AlC Headquarters staff, security, AlC press, construction and mainte­ nance, interview circle, type club head­ quarters, AlC picniC, AlC fly-out, hall of

fame reunion, participants' plaques, membership and chapter information booth, photo contest, riverboat cruise, AlC workshops, AlC flight safety, AlC pioneer videos and last but not least, TAS.K. (Take Aviation Seriously Kids).

More about that later.

So there you have it, the complete list of areas in which you can work at EAA Oshkosh '87 or '88 or whenever.

Now, I did not include chairmen names and addresses simply because one guy (God bless him) does it all. Any questions on any of the above-men­ tioned committees should be directed to: Ray Olcott, 1500 Kings Way, Nokomis, FL 33555, or see him at the Convention at our manpower booth.

See ya there.

Kate and I went to an EAA Chapter fly-in recently. We had a ball ... syrup on our eggs, dry pancakes, and greasy sausage. Boy, it was great. But do you know what made it great? People.

This month's "Tip of the Oshkosh Kepe" goes to the EAA Chapter volun­ teer. Now this is the gal or guy who raises their hand at a meeting and says, "Sure, I'll do that," or "What do you need?" Then they sit back and think to themselves, ·Oh my gosh, what have I done?? I don't know anything about that. What will I do?"

These are the same people who you see just about every Sunday morning at a fly-in cleaning tables, cooking eggs or scraping a grill so they can burn more pancakes.

They are out there pointing the way to the porta-pottie, parking airplanes, pushing garbage carts and pounding

the bushes for new EAA members. No matter how hot or cold, rain or shine they are out there making that EAA Chapter fly-in a good one.

To all of you who have done it, if it were not for you, we would not be flying today. Thank you! ·Stand tall, ya'U!" Just one more thing. What the heck is TAS.K.? Well, read on dear reader, read on, as one of our junior members speaks.

"As you know, the 1987 EAA Conven­ tion is upon us. It's time to put last year's memories in the books and open those next few pages for this year.

"I have one of the first memories for you - participation in a new organiza­ tion in the AlC Division known as TAS.K. TASK stands for Take Aviation Seriously Kids, but don't worry, we're not going to brief you on how to seri­ ously understand aviation! Actually, this group is made up of kids like yourself, too young to be on motor bikes, yet old enough to handle the responsibilities.

"Our job as members of TASK is to tally the daily count of airplanes in and out of the AlC area. Your obligations and expectations will be explained at our first meeting, scheduled for July 31, 1987. If you are interested in becoming a member of TASK, please contact us at Antique/Classic Headquarters when you arrive at the Convention and are settled in.

"Now, come on kids (16-18 years old), we need you and EAA can't do it without you!"

That's it for this month. We'll feature more Oshkosh humor next month. Re­ member, join us and you have it aiL.

VINTAGE AIRPLANE 19

nteresting Members

John Cooper "Jack" Winthrop

Jack Winthrop

by M. C. "Kelly" Viets (EAA 16364, AlC 10) R. R. 2, Box 128

Lyndon, KS 66451

When one thinks for a minute about all of the interesting members in EAA's Antique/ Classic Division, it boggles the mind. If the many stories from our members were pub­ lished, the resultant books would fill a good­ sized library and, I might add, be wonderful reading.

After several weeks of thinking about it, I finally settled on my very good friend, John Cooper Winthrop, Jack to most of us. Some of us will remember Jack as Co-Chairman of AlC aircraft parking and later as Vice Presi­ dent of the AlC Division from 1977 through 1983.

You , who may be amateur historians, may remember that some of our pilgrim ancestors got to back-sliding and sinning a bit. This concerned the King of England because he did not want this brave new colony in the new world to go to Hades. He looked around and found this fine, upstanding, fire breath­ ing minister that was just the man to straighten out this new colony before it fell apart. The man he chose was John Winth­ rop. It is a fact that Jack can trace his ances­ tors directly back to this man. Now, as he is the end of the line, it does indeed make him "one of a kind ."

This then, is the family background of a boy born in the Illinois coal fields on or about August 3, 1920. By the time he was in his

20 AUGUST 1987

teens he had developed a burning desire and determination to fly .

He was accepted into the C.P.T. (Civilian Pilot Training) program and got his private license. He worked at the airport earning fly­ ing time for his commercial and flight instruc­ tor's licenses. In 1941 he began instructing C.P.T. students at Du Quoin, Illinois airport.

It so happened there was a real cute little gal there who was taking the C.P.T. course and true to all airport romantic stories, Jack and Pauline Hunter fell in love .

A word should be mentioned here about Pauline. She is the daughter of Albert Hunter who was one of four Hunter brothers. These brothers had their own barnstorming air show and they set an endurance record of 553 hours flying a Stinson SM-1 Detroiter.

This record stood for several years until the Key brothers broke it in 1935.

Pauline remembers a tall slim pilot who would stop by occasionally. He was an air­ mail pilot ... some of you might have heard of him. His name was Lindbergh .

While the romance between Jack and Pauline was blossoming, Jack kept busy in­ structing. He advanced to instructing in the heavier planes, namely Waco F's and a Travel Air 16K. When the C. P. T. program became the War Training Service in 1941 , Jack stayed with it and continued instructing until June, 1942. One of his assignments was to ferry a brand new Waco UPF-7 from the factory back to his home field at Du Quoin. "Boy, was that a tough job!"

In June of 1942, he joined the ferry com­ mand as a civilian pilot. Then his flying really expanded . Among his many trips he ferried an Aeronca L-3C from Middletown , Ohio to Spokane, Washington. That just had to be a long trip. In September, 1942 he was com­ missioned a 2nd Lt. and on January 20, 1943, he married Pauline.

This marriage produced four vivacious, brilliant and beautiful daughters and ten grandchildren.

While in the Ferry Command during World War II, Jack flew practically everything in the Air Corps. A glance at his log book will show time in Cubs, P-38s, A-20s, B-17s, B-24s, B-26s (Martin), B-25s, Vultee Vengeance; also 12 trips to Africa, many trips in C-46s and C-47s to the Hump but fortunately for him, never over it. He spent seven months in Casablanca flying C-54s to South America and back. He was discharged in March, 1946 and immediately applied to fly for Braniff. He was accepted in June of that year.

Braniff certainly acquired a well-trained and experienced pilot in just the type of planes he would be frying. While with Braniff, Jack flew DC-3s, 4s, 6s, 7s, 8s, the Convair 340s and 440s, BAC-lIls, Boeing 707s, 727s and finally the 747s. I remember well the day

he received his check out in the 747 at Dal­ las. He called to say he had walked all the way across Lake Dallas and hardly got his feet wet!

All of this flying was not without some problems. While flying as co-pilot in a DC-7 during a take off from Miami, Florida the no.

3 engine started burning. Jack survived the resulting crash with a modified face . His head hit the instrument panel on its left side crushing the cheek and forehead . It is be­ lieved that a flap guard ring saved his eye while it made a deeper imprint in the facial bones. His left leg was so mangled they wanted to remove it. Pauline said, "No," and stuck by her guns.

Finally one doctor said he would try to save it. He not only saved the leg but in time Jack became a long distance runner in his spare time . In a few words we have told one of the great stories of determination, cour­ age, and yes, just plain guts.

When Jack recovered from this accident he went back to flying the line and through­ out his remaining airline career he never missed a flight because of sickness nor was he ever late for a flight.

Jack had another hair-raiser worthy of note. While flying DC-8s to South America (which he did for seven years) he had an experience he will never forget. He was fly­ ing the DC-8 painted by Calder, which some of you may remember. It looked like it was painted by a very intoxicated painter who thought he was painting a barber pole . It seems that when they took off one of their radars was inactive and as they were flying north over Paraguay, the other one failed .

True to form, Murphy's Law took over and they found themselves in a vicious thun­ derstorm and heavy hail. Jack remembers the terrible noise and thinking he would hold his aircraft log book in front of his face in case the windshield would break, but then realizing at this speed that would be futile.

They soon flew out of it and everything seemed okay as they proceeded on to New York.

When they landed, the ground crew started pointing at the nose, so Jack de­ planed as quickly as possible to see what the excitement was all about. Then he was really shook - for there was a ragged, gap­ ing hole three feet in diameter where the rounded nose had been.

Jack has been retired from Braniff for seven years, living on the Kitty Hawk Airport Subdivision northeast of Dallas, Texas. He and Pauline live in a beautiful rambling ranch-style home with a huge hangar full of goodies, including a J-3 Cub, a J-4 Cub Coupe, a Waco UPF-7, parts for another UPF-7, a Pitts S1S and a Cessna Skyhawk.

Talk about living a dream, but may we quickly add, "They earned it." •

LIGHT AIRPL

by Louise Thaden

After her death on November 9, 1979 at High Point, North Carolina at age 73, the EAA Aviation Museum was honored to receive selected portions of Louise Thaden's aviation memorabilia. Among the papers in the collection was the fol­ lowing article (and rejection slip from Popular Aviation magazine). We thought the readers of THE VINTAGE AIRPLANE would enjoy reading the ar­ ticle, written in 1939.

Louise McPhetridge Thaden was hired

by Walter Beech in 1927 for aircraft sales promotion working in his dis­ tributorship in San Francisco where she learned to fly.

During the 1920s and 1930s, she captured many impressive aviation re­ cords for speed, altitude and endurance but by winning the 1936 Bendix Trophy she earned a permanent place in racing history.

While working for the Department of Commerce's Air Marking Program she was offered a chance by Beech to fly a Model C17R Staggerwing in the Bendix Trophy Race which had been opened up to women. Thaden and her co-pilot Blanche Noyes won the race from New "':ork to Los Angeles. Running the en­ gine at 65 percent power they arrived in 14 hours, 55 minutes, averaging 165 mph ... Editor

I'm used to a lot of airplane around me with plenty of power in the nose. It's easy to get spoiled that way.

When Mr. Porterfield asked me to demonstrate his trainer, a small two-

place cabin job powered with a 50 horse­ power Continental engine my first reac­ tion was decidedly negative. I didn't like small, low-powered airplanes and why fly if it isn't pleasure!

While trying to get my mind made up I had an opportunity to fly a Stinson "105". "Hmm," I thought, "this isn 't so bad - not bad at all. I've been missing something."

I've been out with the Porterfield for a month now making demonstrations, with eyes finally opened to small plane possibilities. The smaller, lighter planes I find fly just as nicely as their big brothers and it takes equal ability to fly them. If a pilot can fly a light plane well, he can fly any of the larger single engine commercial jobs without difficulty.

Before going out with the Porterfield I more or less looked down my nose at the CAA Civilian Training Program.

"Thirty-five hours on light planes," I thought, "is money wasted! Those fel­ lows won't be any good at all for military reserve." But I've changed my mind about that, too.

However there is one fallacy in the C.A.A. program. Training should be re­ stricted to tandem, left-hand throttle airplane. I've never yet seen a military side-by-side trainer. If the present train­ ing program is to give us a potential Air Corps Reserve, why not follow Air Corps practice? Otherwise there will be a transitional stage which will cost dol­ lars and time in cadet training. I know from experience it isn't easy to shift from the old familiar tandem left hand throttle to a side-by-side right hand throttle plane. So the reverse should also be true. Having learned to fly with a left-hand throttle, even today, after nine years of right hand throttles, I feel more at ease with the left-handed ones.

Certainly it is true that the student can

1939 Port~rfield CP-50 (prototype), NC21953, SIN 550, powered with a 50 hp Continental A-50-4. ThiS f~cto~ photo was used in the company brochure and is the "light airplane" Thaden describes In her article.

c:

-g" _---I--If=.

Louise M. Thaden in winter flight gear.

During her aviation career she set many records for speed, altitude and endur­ ance. She was one of the charter mem­ bers of the Ninety-nines with Amelia Earhart and others.

have a much better "feel" if he sits in the center of the plane. Have you ever thought how much better an automobile would "feel" if it were narrow and you sat along the center of the balance?

In both automobiles and airplanes we sacrifice a certain amount of good aerodynamics and engineering for space and comfort. In training planes we don't necesarily have to have that sacrifice.

You and I are paying for the instruc­ tion of 11,000 college students this year. We'll pay for the instruction of 15,000 or more next year. Flying hours are being handed to them on a silver platter; hours the rest of us have worked and skimped and saved and fought for.

If these students are to comprise our Reserve, then let's train them, every one, not only according to Air Corps practice, but in the type plane they would fly in the event of a national emergency.

It is true the larger schools have been loaned equipment from the Air Corps.

But 80% of the students will be trained on commercial aircraft - at least 50% of which will be side-by-side airplanes.

For the sportsman pilot or the com­ mercial pilot it doesn't make much dif­ ference whether he learns on a tandem or a side-by-side airplane, but when we have the definite objective of a war re­ se~e . - let's train them efficiently with a minimum waste of money and time.

(Continued on Page 23) VINTAGE AIRPLANE 21

The Hills' 1942 Cessna T-50, N30L. The original Jacobs engines have been replaced with 300 hp Lycomings with constant speed props.

30 YEARS

by Jeannie Hill (EAA 56626, A/e 629) P.O. Box 328

Harvard, Illinois

I recently took a two-week trip to Europe and left my husband home alone. When I returned, he had that funny look on his face that means one of two things ; either he found a new woman or he found a new airplane.

Knowing him as well as one person can know another after rooming together for 15 years, it didn't take long to postulate my first question. "What's the wing span?", I asked . "42 feet, " was his an­ swer. And he said this without batting an eye. Like everyone has room for a 42 foot wing inside their garage, not to mention the adjoining airplane.

That unbatted eye told me something else. This was one of those times in a relationship when you don't even con­ sider offering any resistance. Thinking it over, we haven't had too many in­ stances of this nature over the years .

Not that I'm usually contrary or bossy.

It's just that whatever I lack in size I usually make up for in stubborn. Not this time though. "Two stipulations," said I. "It has to have a hangar to live in and near affordable* insurance coverage." (*I'm a realistic person. I own other air­ craft.)

Somewhere during the course of the discussion I asked just what kind of airplane we were talking about. "It's something I've been in love with 22 AUGUST 1987

forever. " (Sure, the wife is always the last to know!)

"It's a UC-7B, also known as the T-50, AT-B , AT-17 and C-7B. It's a Cessna Bobcat, a Bamboo Bomber." Now all that UPF-7, YKS-6, LMNOP alphabet soup kind of stuff might mean some­ thing to you Waco types and the like.

But to me T-50ATBAT-17C-7BUC7B spells only one thing!

S.O.N.G.B.I.R.D.!!!

A Bamboo Bomber! Before it all had time to really sink in, my mind was flooded with sharpening images of childhood and TV on Saturday morn­ ings. Those great Nabisco Wafer com­ mercials and then . . . from out of the blue of the western sky ... SKY KING!!

My first true love, who just happened to own his own Bamboo Bomber. (Yes, he got the 310 later on .) Shortly thereafter I believe I went on to my second true love.

Unsuccessfully I tried to keep my rapidly growing enthusiasm at bay.

More good news followed . This airplane was actually flyable. A definite plus. The ones we buy usually aren't. And it was located in Dallas, Texas . Normally the dream plane is located well outside the confines of the USA and/or on the other side of a formidable mountain range.

Oh, yes, and I forgot to mention that it's usually not May, but sometime between the 12th of January and February 25th and the plane has to be moved within the next week during a blinding snowstorm. You see, I've been through

30L

this before.

With all of this good news, it seemed down right foolhardy not to proceed full steam ahead. So, after a few minor miracles, like hangar space only three miles away (thanks to friends who un­ derstand the importance of making dreams come true, even if it does mean moving a Bamboo Bomber everytime you want to fly your Cub) and thanks to a good sense of humor concerning the ludicrousness of aviation insurance (the good news is that it's only $B79 ; the bad news is that's for three months), we found ourselves winging our way down to inspect the probable new purchase via a pair of one way airline tickets. Not that our collective minds were already made up or anything.

Well, as soon as we walked up to the airplane I knew we were in trouble. That well-known, goofy facial expression re­ served for babies, puppies and little fuzzy ducklings told me we were going to take it home with us. Besides I figured it out first hand because the expression was on my face, not his. He was already up on the wing crawling inside to sit in the pilot's seat and spit all over the windshield making airplane engine noises.

While flying the plane back home from Texas, Dick decided that I had to get checked out in it post haste. That's all well and good except for the fact that the controls in it are very heavy for me.

I'm much more accustomed to flying a single engine, 37 hp Cub with only four

instruments, not a mUlti-engine 600 hp double-breasted Cub with more instru­ ments and dials than I normally see in a week. Now, I suddenly have to match throttles and prop controls and other as­ sorted Bomber attachments while weight lifting a 5700 pound airplane. All of the cables are extremely stiff. Every one-handed operation takes two of my hands plus one of my 7-1 /2 B's to push anything forward . It makes for an in­ teresting final approach when I go to push the props forward and have to let go of the wheel. It even makes Dick nervous, and he's fearless. Heck, I don 't care. By that time we're so low it wouldn 't be much of a crash . And we could probably get out before it burned anyway.

Seriously, my body feels like it's been beaten soundly. My legs are all black and blue from bumping into the mixture knobs and the carb heat controls. My shins are all scared up from trying to climb up on the wing to get in. The struts are jacked up so high a giraffe couldn't feed off the leading edge of the wing .

So you can imagine how little short legs are faring. Talk about the walking wounded.

We (I) flew it to St. Louis in June for a fly-in at Creve Coeur Airport. There was a fabulous turn out. Lots of super people and gorgeous old airplanes.

Even another Bomber showed up. The weather was perfect, too. But, like most of these weekend fly-ins there was the usual big Saturday night banquet. This is when the beat-up, black and blue female pilot is supposed to dress up and look like a lady. The husband ex­ pects it.

LIGHT AIRPLANES .

(Continued from Page 21)

In the recent Air Corps competition for training planes held at Wright Field, Dayton, every side-by-side airplane was thrown out. That should be signifi­ cant. Now don't get the idea I am against side-by-side airplanes because I'm not. For private and sportsman fly­ ing they are eminently desirable. It is the training on the CAA program I'm talking about. Certainly reason dictates military practice should be followed as nearly as possible and that means tan­ dem airplanes.

Because I'm flying a Porterfield at the moment it is not my argument for the tandem training plane. It's common sense based on 14 years in this flying business. Although if I hadn't put 100 hours on a Porterfield this article would never have been written - because I would still be looking down my nose at light planes.

Manufacturers of light planes might do well to insist on pilots of heavier planes flying their products. There are hundreds and hundreds of pilots like me

Dick and Jeannie Hill and the newest addition to their airplane family.

Well, I've decided that for the next fly-in I'll need at least a five-gallon drum of leg makeup and/or Bondo. Plus, not only a full set of press on nails, but my soon-to-be-marketed brand new inven­ tion - press on knuckles, since all of mine have been scraped off on various sharp edges of the Bomber. Anyway in order to look half-way presentable I'm going to have to get my act together and get to know this airplane.

During the third week we owned the Bomber, I had a week off while Dick played airline captain shuttling between Seattle, Spokane and Portland . He flew six days straight on that trip. Just like he does in the Bomber! "Anything worth doing is worth overdoing ." That's Dick's

motto. If you think that Dick Rutan and Jeana Yeager spent time in the Voy­ ager, you ain't seen nothin' yet. The fourth day we owned the Bomber, VISA sent a note saying, "Don 't charge any more gas to this card . You are over your limit." Dick's answer to this is, "Up the limit."

Right now we're talking about adding a long enough runway to accommodate the aforementioned Bamboo Bomber.

In the spring we'll probably put up a 60 x 100 foot hangar. Then we'll hang a sign on it saying, "Poor House," and move in.

But, who cares. Eat your heart out, Penny. It isn't everybody who gets to be married to Sky King! •

who have not been "sold" on them, and frank to say so to others. Take Art Goebel, Jimmie Doolittle, Laura Ingalls, Blanche Noyes, Paul Mantz and so on ad infinitum down the list of well-known names in aviation.

If we are ever to get people into the

air as pilots the smaller, less expensive airplane is definitely the solution. We all know that. I've known it for years but never able to work up to a state of real enthusiasm until the Porterfield and I got together. So now I believe in the old adage, "experience is a wise teacher. " •

Louise Thaden in the Beechcraft C17R Staggerwing, NR15835, SIN n in which she and co-pilot Blanche Noyes won the 1936 cross-country Bendix Trophy Race from New York to California. Later, Louise, was awarded the prestigious Harmon Trophy for 1936 as the "most outstand'i ng women flyer in America. " VINTAGE AIRPLANE 23

Dear All at EAA, I have just moved from England to France to work for AIRBUS. I have a house with a large basement to work on my new project ­ a Falconar F-11-3, which I have just pur­ chased about 70% complete in England and had shipped down. The homebuilt move­ ment is quite strong down here with quite a few interesting prototype designs. LongEzes seem to also be very popular and at the local airfield we have a jet-powered Vari-Viggen!!

Club flying is very strong here, with a much wider variety of aircraft to fly than in England , also at less than half the price I was paying before. I am currently flying a CPo 301A Emeraude for about $35 per hour.

It was good to see the "Spirit of SI. Louis" flying recently at La Ferte Alais and Le Bourget, especially after I had just read it had been retired.

I have just been to an excellent fly-in or­ ganized by the KZ Club at Stauning in Den­ mark. I would recommend it to any EAAer who's in the area. It is held every year in early June. This year the only three Cessna 195s in Europe, two from Finland and one from England, were there together with many other vintage machines - Hornets, Moths, Tiger Moths, Fw-44 Steiglitz, Fleet 2, Great Lakes, Chipmunk, Percival Proctors, Fair­ child 24, Austers, Taylorcraft, Cubs, Cessna 120/140, Aeronca KC-50, C-65, 7AC, plus many more and, of course, all of the old Danish KZ aircraft about 60 KZs in all includ­ ing three KZ II and a KZ VIII and there is also a small museum and workshop. The people were very friendly and a great time was had by all, despite some bad weather.

Forgot to mention the homebuilts - two Glasair TDs from Sweden, three LongEzes, Uli Wolter's Cozy, a Dragonfly, Solitaire, An­ derson BA-6, Swiss Cherry BX-2, Druine D31 Turbulents plus many more.

My next fly-in will be back to Cranfield in England for our P.FA fly-in, we have had around 1000 aircraft in the last few years, many from all around Europe. This year's promises to be just as good, weather permit­ ting!

Then it's off to Oshkosh via the Dayton Air Fair, so see you all there.

Nigel Hitchman (EAA 229759) 46, Chemin du Rieu 31770, Colomiers France

magazine .. . and the Vintage Literature sec­ tion. The May '87 issue with the article about the Sportsman Aviation magazine of 1934 was most interesting.

As you requested , here are the September and October 1934 issues. I bought them when I was a kid. Now as one gets older, there is a desire to have magazines of this age in more protected hands. Put them in your files . . . they are to round out the museum's files .

In the September '34 issue you 'll find the article about the building of a Pietenpol Air Camper of interest and so, probably, will Dean Crites. Does he remember?

The gas engine for $6.00 is really astound­ ing. At the time in early 1936 when I bought my Brown Jr. they were retailing for the "king's ransom" of $21 .50. Many people weren't making that much a week! I saved my nickels, dimes and quarters for over a year to get mine. The Loutrel engine became the GHQ engine and one of the worst ever sold .. . it rapidly developed a reputation for not running . It did sell for $6.00 retail. Darn few of 'em ever got into the air.

By the way, I'm looking for information on the Monocoach 275, powered by the Wright J6-7 engine. It received its ATC 27511-13­ 29. I wish Juptner had included three-views . . . the one's I've found are poor (Aircraft Yearbook, 1929). I would like to do a three­ view of the Monocoach.

Sincerely, J. William Knepp

(EAA 76534, AlC 435)

6214 S. Navajo Drive, R. R. 3

Bartonville, IL 61607

Dear Sir, A search is underway to locate all of the pilots who worked as flight instructors at the Lodwick School of Aeronautics in Avon Park, Florida. This school was also known as the 61st AAFFTD and was in operation from 1941 through 1944.

A big reunion is being planned . It is very important that the pilots or anyone having information on any flight instructor from the Lodwick School contact me.

Although I was the Director of Flying at this school, I do not have a list of the pilots nor can I locate one. Any help from readers would be greatly appreciated .

Yours truly,

Dear Mr. Parks, As an Antique/Classic member I thoroughly enjoy The Vintage Airplane

24 AUGUST 1987

R. G. Beeler

(EAA 10668, AlC 5561)

1625 Ariana, #41

Lakeland, FL 33803

Greetings, I was delighted to see my local airfield fea­ tured on the front cover of the January 1987 issue of THE VINTAGE AIRPLANE. Al­ though described as a "beautiful grass field in England ," the picture in fact shows Redhill Airfield, about six miles from my home.

What with the Auster 6A feature inside the magazine and the Air Camper article in the March 1987 issue of SPORT A VIATION (the Air Camper is based about 15 miles away) , I feel the EAA is a very local organization.

Keep up this magnificent work, which I shall continue to promote among my friends.

With best wishes, Dr. C. J. Chatfield (EAA 261416, AlC 10046) 41 Chequers Lane Walton-on-the-Hill TADWORTH Surrey KT20 7SF England

Dear Gene, A highly controversial article, featuring the replica Waco YMF-5 that is being built com­ mercially at Lansing, Michigan appeared in the March 1987 issue of a nationally distri­ buted magazine.

It is rather difficult to believe anyone would attempt to mislead or maybe we should say insult the knowledgable aviation public. Such statements were made as the YMF-5 being "Waco's last open-cockpit civil biplane" or ''the tail section had to be redesigned to ac­ commodate the 245 horsepower Jacobs en­ gine" or "original Wacos had no engine prim­ ing system" or that the F-5 originally had "an awkward braking arrangement in which a bar was pulled up while pressing on the rudder pedals." These and other erroneous state­ ments appear throughout the article.

Makes one wonder if they could possibly think that all of the former owners of these aircraft, the former Waco Aircraft Company officials and the many knowledgable an­ tiquers and historians have all passed on.

Read the article and maybe you will also get the impression that it may be a ridiculous attempt at free advertising for their replica.

Sincerely, Ray Brandly, President National Waco Club (EAA 38963, AlC 480) 700 Hill Avenue Hamilton, OH 45015

Ray is an EAA Antique/Classic Division member and a former owner of eight Wacos.

. .. G. R. C.

Dear Sir,

Mr. Chase,

I need help with a problem. I have two good sets of Edo 2700 amphibious floats with electric gear. It is my desire to convert them to the hydraulic retract system. Mr. Bob Wiplinger of Wipaire, Inc., South Doane Trail , Inver Grove Heights, MN 55075 holds the STC for this conversion but he has no kits in stock. He needs a minimum order for six kits to begin manufacture .

What I need is three or four owners of Edo 2700 floats to join with me in ordering con­ version kits. Or does anyone have any other suggestions? I have not been successful in obtaining a published listing from the FAA of STC owners.

Trusting you may help me with this di­ lemma, I remain ,

I am presently researching the history and disposition of the 1936 Jones S-125 Monop­ lane, also identified as the Ben Jones "Spec­ ial ," and the White Aircraft "Gull" of Leroy, NY. The Jones Aircraft Co., founded by Mr. Ben Jones, continued production of various models of New Standard biplanes at their Schenectady, NY location following the de­ mise of the New Standard Aircraft Corp. of NJ. In pursuit of the military trainer and sport pilot markets, the S-125 was conceived as a two-place, low-wing taildragger featuring a 125 hp Menasco and a leather-lined , closed cockpit. The design received adequate press coverage for some months, but only the sale prototype was constructed with no additional orders forthcoming.

Later, in 1937, the S-125 reappeared as the White Aircraft "Gull" with demonstrations

by Roscoe Turner to entice foreign military purchases.

At this point little is known about the dispo­ sition of NX16791 or whether it continued to fly. I would appreciate any information or as­ sistance in completing the history {)f this handsome aircraft.

Thank you

Sincerely yours, Donald R. Rowe (EAA 241040) 3407 15th Street Vernon, BC vn 3W5 Telephone: 604/542-9469

Respectfu lIy, Gary Lampman (EAA 56078, NC 904) R. D. 2, Levis Road

Portersville, PA 16051

Dear Sir, I enclose some photos which I hope will interest readers.

Ipswich today has Amberley Airforce Base.

The Avro Anson had a streamlined nose and could out pace a DC-3. I think Air Ex­ press had this one.

The Aeronca Chief belonged to the Royal Aero Club, Archerfield , Aerodrome, Bris­ bane, Queensland and is still around.

The Corben Super Ace is powered with a 40 hp Salmson . It is pre-WW II and still around.

I hope you can use these photos and hope members will also send their photos for pub­ lication .

This member surely enjoys seeing them.

Best wishes with the magazine.

Yours sincerely, Alan Lewis (EAA 1634, NC 1286) P. O. Box 81 .

Paddington

N.S.w. 2021

Australia .

Aeronca 50-C Chief, VH-ACH.

Avro Anson, VH-BEV.

Corben Super Ace with 40 hp Salmson.

VtNTAG E AIRPLANE 25

MEMBER'S PROJECTS...

by Gene Chase

World War One German Fokker DVII replica, N14D, by Bob Iseman (EAA 8451 , AlC 9808), 2223 White Oak Circle, Clear­ water, FL 33575. The aircraft is powered with a Ranger mounted upright and Bob does have occasional problems with it. The color is white with black trim.

Customized 1947 Piper J-3C-65 Cub, N3548N, SIN 22786, owned

by William H. Thomas (EAA 16955, AlC 2568), 8190 Clarence Center Road, E. Amhurst, NY 14051. Bob recovered the plane with Grade A in 1973. Colors are white and red with black trim.

CALENDAR OF EVENTS

AUGUST 14-16 - BLAKESBURG. IOWA - An­ nual AAA Reunion for members only. Antique Airfield. Contact: AAA. Rt. 2. Box 172. Ot­ tumwa. IA 52501 . phone 515/938-2773.

AUGUST 23 - BROOKFIELD, WISCONSIN ­ Ice Cream Social and Airplane display spon­ sored by EAA AlC Chapter 11 at Capitol Air­ port.

AUGUST 23 - SIMSBURY, CONNECTICUT ­ Fly-In sponsored by Antique Airplane of Conn.

Rain date August 30. Contact: George Ruth.

203/489-3806.

AUGUST 28-30 - SUSSEX, NEW JERSEY Sussex Air Show '87 at Sussex Airport. Con­ tact: Paul G. Styger, 201 /875-7337 or 875­ 9919.

AUGUST 29-30 - SCHENECTADY, NEW YORK - Flight '87 Airshow sponsored by American Red Cross and Empire State Aerosciences Museum at Schenectady County Airport featur­ ing Concorde, USAF Thunderbirds. Golden Knight Parachute Team, military and civilian ground displays and demonstrations. Contact: Frank Goodway, Director, Flight '87, 419 Mohawk Mall. Schenectady, NY 12304. 5181 382-0041 .

SEPTEMBER 3-7 - ROME, GEORGIA - Ole South Fly-In. Richard B. Russell Field. Contact: 404/235-5530.

SEPTEMBER 4-7 BARTLESVILLE, OK­ LAHOMA - 35th National Antique Airplane Association Fly-In. Frank Phillips Field. Con­ tact: AAA, 5151938-2773, At. 2, Box 172, 01­ 26 AUGUST 1987

tumwa. IA 52501 . Sponsored by AAA, Inc. and Bartlesville Chamber of Commerce.

SEPTEMBER 6 - WISCONSIN RAPIDS, WIS­ CONSIN - 7th Annual Antique Transportation Show and Fly-In. 10 a.m. to 4 p.m .. Sponsored

by EAA Chapter 706 and Central Wisconsin Model T Club. Contact: Bob Affeldt, 715/325­ 2470 or Joe Norris, 715/886-3261 .

SEPTEMBER 9-13 - GALESBURG, IlLINOIS ­ Annual Stearman Fly-In. Massive surplus parts sale, camping, etc. Contact: Tom Lowe, 823 Kingston Lane, Crystal Lake, IL 60014.

SEPTEMBER 11-13 - SANTA YNEZ, CALIFOR­ NIA - West Coast Cessna 120/140 Club An­ nual Fall Fly-In and Membership Meeting. Con­ tact: Lloyd Sorensen, 805/688-3169 or Lou Al­ laire, 4081659-2752.

SEPTMEBER 12-13 - MARION, OHIO - 22nd Annual Marion MERFI, EAA Fly-In. Contact: 5131849-9455.

SEPTEMBER 17-20 - RENO, NEVADA - 1987 Reno Air Races at Stead Airfield. Contact: Reno Air Races, P. O. Box 1429, Reno, NV 89505.

SEPTEMBER 18-20 JACKSONVILLE, IL­ LINOIS - 3rd Annual Stinson Fly-In and Reun­ ion. Seminars on Franklins. re-covering and modifications. Banquet on Saturday night. Fly­ outs, contests, fly market, camping at field.

Contact: Loran Nordgren, 815/469-9100 or write 4 West Nebraska. Frankfort, IL 60423 SEPTEMBER 18-20 - KERRVILLE. TEXAS ­ 23rd Annual Kerrville Fly-In. Louis Schreiner

Field. Sponsored by 43 Texas EAA Chapters.

Contact: 5121896- 1155.

SEPTEMBER 19-20 - TULSA, OKLAHOMA­ Tulsa Air Show '87 at Richard L. Jones Airport.

Contact: Tulsa Air Shows, Inc., P. O. Box 581838, Tulsa, OK 74158. phone 918/838­

5000.

SEPTEMBER 19-20 - MERCEDES, BUENOS AIRES. ARGENTINA - AlC Chapter 12 aerial spring picnic. Contact: Abel Debock, C.C. 275, 2930 San Pedro. Argentina, phone 0329­ 24307.

SEPTEMBER 26-27 - BINGHAM, MAINE - 18th Annual Gadabout Gaddis Fly-In at Gadabout Gaddis Airport. Contact 207/672-4100.

OCTOBER 1-4 - GARDNER, KANSAS - 12th Annual International Cessna 120/1 40 Assn.

Convention at Gardner Municipal Airport. Con­ tact: Ralph Campbell, 913/236-8613.

OCTOBER 9-11- TAHLEQUAH, OKLAHOMA ­ 30th Annual Tulsa Fly-In at Tahlequah Munici­ pal Airport. Contact: Charles W. Harris, 119 East 4th Street, Tulsa, OK 74103, phone 9181 585-1591.

OCTOBER 9-11- TAHLEQUAH, OKLAHOMA­ 7th Annual National Bucker Fly-In held in con­ junction with Tulsa Fly-In at Tahlequah Munic­ ipal Airport. Contact: Frank Price, Route 1. Box 419, Moody, TX 76557, 817/853-2008.

DECEMBER 5-6 SAN PEDRO, BUENOS AIRES, ARGENTINA - EAA Chapter 722, UL Chapter 23 and AlC Chapter 12 Sixth National Fly-In. Contact: Abel Debock, C.C. 275, 2930 San Pedro, Argentina, phone 0329-24307.

Where The Sellers and Buyers Meet...

25e per word, 20 word minimum. Send your ad to

The Vintage Trader, Wittman Airfield

Oshkosh. WI 54903-2591 .

AIRCRAFT: 1933 Fairchild 22 - Menasco 0-4, 125 hp. Very nice condition. October annual. Please only serious offers. 31 21358-4035 or 31 21742-2041. (9-2) Rare, 1940 Stinson 10 - TTAF 2202.05, engine TSOH 1327.55, fabric Aviatex finished Endura.

Plane very good condition. $12,000 Canadian . Par­ ticulars, phone 604/392-2186 . (9-2)

PLANS: 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 3'12 gph at cruise setting . 15 large instruction sheets. Plans - $60.00. Info Pack - $5.00. Send check or money order to : ACRO SPORT, INC., Box 462, Hales Corners, WI 53130. 414/529-2609.

follow plans includes nearly 100 isometrical draw­ ings, photos and exploded views . Complete parts and materials list. Full size wing drawings. Plans plus 139 page Builder's Manual - $60.00. Info Pack - $5 .00. Super Acro Sport Wing Drawing ­ $15.00. The Technique of Aircraft Building ­ $10.00 plus $2.00 postage. Send check or money order to: ACRO SPORT, INC., Box 462, Hales Corners, WI 53130. 414/529-2609.

ACRO II - The new 2-place aerobatic trainer and sport biplane. 20 pages of easy to follow, detailed plans. Complete with isometric drawings, photos, exploded views. Plans - $85.00. Info Pac ­ $5.00 . Send check or money order to : ACRO SPORT, INC., P.O. Box 462, Hales Corners, WI 53130.414/529-2609.

ENGINES & ACCESSORIES:

ACRO SPORT - Single place bi plane capable of unlimited aerobatics. 23 sheets of clear, easy to

MISCELLANEOUS: BACK ISSUES. _. Back issues of THE VINTAGE AIRPLANE (and other EAA Division publications) are available at $1 .25 per issue. Send your list of issues desired along with payment to : Back Issues, EAA-Wittman Airfield, Oshkosh, WI 54903-3086.

W indsocks - 20 inches long , 5 inches diameter. $ 19.95 plus $2.75 shipping and handling. Also : 30 inches long , 8 inches dia., $39.95 plus $2 .75 ship­ ping and handling. Both models have metal frames, metal mounting mast, treated orange nylon sock.

Made in USA. WING 'S N WIND PRODUCTS . 2364 Bunker Hill Road, Mooresville. IN 46158. (10-3) GAAR-LAMB AERO, LTD. - Call us for discounts on : Ceconite 7600, Aircraft Recovering . CUSTOM MODIFICATIONS, Prop Flange Magnafluxing, SIGNATURE DYNAMIC PROP BALANCING AND COMPONENT ANALYSIS, (we are equipped to balance at your location for no additional charge.)

GAAR-LAMB AERO LTD. , 1602 W . 4th Avenue.

Box 105. Brodhead. W I 608/897-8014 or 897-8459.

(8-3)

CLEVELAND QUALITY PLANS ~~

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Since 1919 I am still making my world-famous historic Master flying model plans available to all. From 1132 to ~ 1/ 4 size (but 3/ B" to 3" scale, full size) fo r RI C, C/ l , ~J, FI F, rubber, elec., static. All types. There is nothing else

~ like them anywhere-1400 plans! Real collector's choice items. Ask any old time modeler or see many of them in • Air Force, Naval & D of C area Museums. Scale-like wood and fabnc construct throughout. Illustrated price list $1. bill, or with complete pictorial booklet only $2. Outside USA (except Can. and Mex.) by air $1 . extra.

Edward T. Packard-Aviation's B est Friend-" Since 1919" ..

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CLEVELAND MODEL & SUPPLY CO. ...

FLYING AND GLIDER MANUALS 1929 & 1932 Price: $3.50 ea. ppd.

SEND CHECK OR MONEY ORDER TO :

EAA AVIATION FOUNDATION, INC. WITTMAN AIRFIELD ­ OSHKOSH, WI 54903-3065 Allow 4-6 Weeks for Delivery Wisconsin Residents Include 5% Sales Tax

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VINTAGE AIRPLANE 27

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TIM':. RE-UVE IT! \ The fabulous times of Turner. Doolittle. Wedell and Wittman recreated as never before in this 600-page two-volume series. Printed on high grade paper with sharp, clear photo reproduction. Official race results 1927 through 1939 - more than 1,000 photos - 3-view drawings - scores of articles about people and planes that recapture the glory, the drama , the excitement of air racing during the golden years.

Volume 1 and2soldat$14.95each-add$2.00 postage for first item and $1.00 for each item there­ after - a total of $3.00 for both volumes. SPECIAL OFFER! With purchase of both THE GOLDEN \ AGE OF AIR RACING, Vol. 1 and Vol. 2, above, you may select FREE, one of the following: EM Pilot Log Book {#11 -16552}, EM Propeller {or rotor} Log Book {#11-165661. or EM Engine and Reduc­ tion Drive Log Book {#11-13951}. Offer good while supplies last! Send check or money order to: EM Aviation Foundation, Wittman Airfield, Oshkosh, WI 54903-3065.

28 AUGUST 1987

Announcing the Dillon MK III. The world's first aHordable, easy-to-use welding pistol.

So much for MIGs and TIGs .

Or jobbing out every cluster weld you need to make.

Now you can do your own welding at a fraction of the cost of a TIG .

This one-of-a-kind welding pistol produces its own soft mushroom-like shield which protects the weld puddle, allowing a variety of difficult metals to be welded, including very thin aluminum, stainless steel and most alloys .

The Dillon MK III is easy to master. And the unique

pistol grip and precise flame will give you greater control over those delicate welding jobs on your aircraft.

The Dillon M K III operates with a very concentrated, low velocity AClme, requiring up to 50% less gas. And its narrow Aame greatly reduces the size of the heat affected zone, so there 's far less change in metal structure.

W hat's more, because the oxygen delivery point is separated from the preheat source, you'll be able to make clean narrow cuts on mild steel up to I" thick.

Get your hands on a Dillon MK III. Call 1-800-4-HENROB. In California, call 1-213-618-2012.

We'll send you the Dillon MK III, a complete welding and cutting system.

Major credit cards or COD, 30-day money back guarantee, I-year warranty. UL approved.

Over 50,000 units sold.

Look for us at Oshkosh, Booth #91.

H::NROB

Exclusive manufacturer and worldwide distributor HEN ROB Corporation 足 HENROB S. A .

20655 S. Western Ave, # 112 Torrance, CA 90501

WORLD-FAMOUsAVIATORS

Fly high with a

quality Classic interior

Complete interior assemblies for do·it·yourself installation .

Custom quality at economical prices.

• Cushion upholstery sets • Wall panel sets • Headliners • Carpet sets • Baggage compartment sets • Firewall covers • Seat slings • Recover envelopes and dopes

Limited Edition Collectors Plaque for desk/wall Autographs include: Charles Lindbergh • ONilie Wright • Amelia Earhart • Billy Mitchell • Augusta Post. Paul Tibbets • Dr. Hugo Eckner • Wiley Post • Chuck Yeager. Eddie Rickenbacker • Jaqueline Cochran and many more. Faithfully repro­ duced from the original collection of Major James G. Adams.

Over 120 world-famous autographs magni­ ficently displayed on a 8" x 10" plaque, can be yours for only $24.95 plus $3.25 ship­ ping/handling and if you order now while· supplies last you will receive FREE a 20" x 25" print of this collection. To order send check or money order to: JoDany Inc., 2 Sandtown Terrace, Hamilton Square, NJ 08690. • NJ Residents add 6% sales tax.

Money Back Guarantee

Free catalog of complete product line.

Fabric Selection Guide showing actual sample colors and styles of materials: $3.00.

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

STITS POLY-FIBER

COVERING MATERIALS

THE CHOICE OF THE GRAND CHAMPION WINNERS HERE'S WHY! * Proven Durability on Thousands of Aircraft * FAA-STC For Over 630 Aircraft Models * Superior Quality Coatings Developed and Manufactured Under an FAA-PMA especially for Polyester FabrIc on AIrcraft, Not Modified Automotive FInishes, Water Borne House Paint, or Tinted and Relabled Cellulose Dope Will Not Support Combustion LIghtest CoverIng Approved Under FAA-STC and PMA Most Economical CoverIng Materials ConsIderIng Years of Trouble Free Service No False or MisleadIng AdvertisIng Claims

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VIDEO TAPE AVAILABLE FABRIC COVERING WITH RA Y STiTS Sponsored by EAA Avlallon Foundation. Betore Making Expensive Mistakes, See This Tape and Learn How to Do It Right the First Time. $49.95. Also Direct from EAA (1-800-843-3612), and from Slits Distributors.

ORDER NOW

WRITE OR PHONE FOR FREE

JoOany Inc. *v.P.·

2 Sandtown Terrace, Hamilton Sq.. NJ 08690

NAM E

30 AUGUST 1987

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DATE PHONE #

ADDRESS

CITY

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Sample of High Strength, Very Smooth 1.7 oz Patented Polyester Fabric Developed Especially for Aircraft Covering Manual #1 with Detailed Instructions for Fabric Covering and Painting Aircraft for Corrosion Control Latest Catalog and Distributor list.

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STITS POLY-FIBER AIRCRAFT COATINGS P.O. Box 3084-V, Riverside, CA 92519

Phone (714) 684-4280

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You've borrowed a buddy's air­ plane to fly the family to a re­ mote, grass landing strip for a weekend of camping. The weather is warm and the great outdoors beckons. Life doesn't get much better.

But what if your flight doesn't go as planned? AVEMCO wants you to be a protected pilot. Be­ fore you fly a borrowed, rented or flying club airplane, call AVEMCO for the best aviation insurance available.

In most cases, the owner's in­ surance protects him, not you. If you have an accident, it is prob­ able that you will be sued and suffer financial loss (attorney's fees, court costs, judgments and more). AVEMCO, however, can help you protect yourself against potential financial loss.

Deal direct with AVEMCO. You'll avoid time and confusion, while taking advantage of rates that are among the most competitive in the industry. We can even bind your insurance right over the phone. Be a protected pilot.

Call AVEMCO today, toll-free.

'-8' 'L