VA-Vol-16-No-6-June-1988

STRAIGHT

AND

LEVEL

CHANGING OF THE GUARD

by Bob Lickteig

Getting a divorce or losing a loved one of umpteen years must feel like this .

For the past five years my job has been like a friend to me, but even old friends have to part company some time. These friends, the members of EAA and the EAA Antique/Classic Di­ vision, will always be remembered by me .

I had been active in the Antique/ Classic Division for a number of years and with the resignation of a member of the Antique/Classic board, I was elected to the office of vice president.

I attended one meeting in that capacity, and to my surprise, my predecessor of five years' service resigned and the members of the board elected me their president.

I was the new guy on the block with all the responsibility of this important and demanding position. I learned a lot and I learned it quickly. It was either that or fall on my face , which I did a few times along the way, too. As I said, I made good friends, both per­ sonal and professional. Over the past five years I witnessed the yearly growth of your division and stood tall and proud that we collectively attained

the position of leadership for our era of aviation. I have been lucky to be part of this growth and I hope I have contributed to it.

My heart breaks a little at the thought of all the time we have spent together investing in each other, de­ pending on and always receiving the help to solve a problem or attain one of our goals, the ups and downs we fought together. We won some and we lost some. We argued about some things, we agreed on others - sacrific­ ing for each other and putting every ounce of effort and will into making things work right and earning a few more gray hairs along the way. Do you remember waking in the middle of the night with an idea and getting up to make a note of it? At my age, if I didn't I would not be able to recall it in the morning . This type of effort by volun­ teers is what makes America great and exhibits the spirit of EAA. The effort we all put forward for our Antique/Classic Division participation in the annual EAA convention is a tri­ bute to this spirit. We all know the 12 to 14 hour days with hundreds of deci­ sions and thousands of questions to an­ swer, the responsibility we share for the success of our Antique/Classic group events and the wonderful sigh of relief when the final curtain comes down and all the aircraft are headed home. But - oh, what fun - and the satisfaction of a job well done .

I will miss my association with EAA Headquarters and the working arrange­

ments I have developed with Paul, Tom and their staff. These dedicated people have been supportive of all the projects and programs requested by your Antique/Classic board of direc­ tors. I have been blessed with a dedi­ cated board of officers, directors and advisors and I wish to thank them again for their contributions and continued support.

The EAA Antique/Classic Division is membership-oriented with pro­ grams, projects, group participation and our main line of communications - our monthly magazine THE VIN­ TAGE AIRPLANE. When you analyze it, the membership really di­ rects your division and that's the way it should be . If your leadership fulfills the needs and desires of our members, your Antique/Classic Division will continue to be successful.

This June issue of your magazine in­ cludes a ballot for the election of the officers and directors nominated. I challenge every member to vote for the candidate he feels will be the best per­ son to continue the objectives of our division . The new officers and direc­ tors will be announced and installed at the EAA Antique/Classic annual busi­ ness meeting Friday, August 5, 1988.

I would like to close with an old saying - you never leave a place you love - you take a part of it with you, leaving a part of you behind.

So one more time , welcome aboard.

We're better together, join us and you have it all .•

PUBLICATION STAFF

PUBLISHER

Tom Poberezny

Tti~

VICE-PRESIDENT

MARKETING & COMMUNICATIONS

Dick Matt

EDITOR

Mark Phelps

JUNE 1988 • Vol. 16, No.6

ART DIRECTOR

Mike Drucks

Copyright ce1988 by the EAA Antique/Classic Division, Inc. All rights reserved .

MANAGING EDITOR/ADVERTISING

Mary Jones

ASSOCIATE EDITORS

Norman Petersen

' Dlck Cavin

FEATURE WRITERS

George A. Hardie, Jr.

Dennis Parks

EDITORIAL ASSISTANT

Carol Krone

STAFF PHOTOGRAPHERS

Jim Koepnick

Carl Schuppel

Jeff Isom

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

Treasurer E.E. " Buck" Hilbert P.O. Box 145 Union, IL 60180 815/923-4591

DIRECTORS John S. Copeland 9 Joanne Drive Westborough, MA01581 617/366-7245

Philip Coulson 28415 Springbrook Dr. Law1on , MI49065 616/624-6490

WIlliam A. Eickhoff 41515th Ave., N.E. St. Petersburg, FL 33704 813/823-2339

Stan Gomoll 1042 90th Lane, NE

Minneapolis, MN 55434

6121784-1172

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 612/571-0893

Ray Olcott

104 Bainbridge

Nokomis, FL 34275

813/488-8791

S.H. "Wes" Schmid 2359 Lefeber Avenue Wauwatosa, WI 53213

Contents 2

Straight and Level/by Bob Lickteig

4

AlC News/by Mark Phelps

5

Letters to the Editor

6

Vintage Literature/by Dennis Parks

8

Members' Projects/by Norm Petersen

9

Calendar

10

Vintage Seaplanes/by Norm Petersen

11

Stinson 108-2/by Norm Petersen

14

Time Capsule/by Dennis Parks

16

Taylorcraftsmanship/by Mark Phelps

19

To Oshkosh via J-3/by Ed Rogers

20

Annual Business Meeting

23

Volunteers: A Book of Heroes/

by Art Morgan and Bob Brauer

24

Interesting Members/by Phil Coulson

26

Welcome New Members

27

Mystery Plane/by George Hardie

28

Vintage Trader

Page 16

FRONT COVER . .. It's not often that you see a pre-war Taylorcraft.

A.C . Hutson's red and black beauty was on the line at Sun 'n Fun '88 and flew home to Georgia with an Outstanding Aircraft award in the Antique category.

(Photo by Sandi Lowich) BACK COVER. , , Boeing 80B . Built as the final model 80A, NX-234M was ordered with the nose of the fuselage raised to provide for an open cockpit. It was later converted to have an enclosed cockpit.

Though built in 1930, the era of the Ford "Tin Goose", the rag and tube biplane model 80 provided for some passenger innovations. The sea­ ting was leather upholstered, arranged three across, two on the left, one on the right. The cabin had heating, lighting and forced ventilation .

There was also a bathroom with hot and cold running water in the basin.

DIRECTOR EMERITUS

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.

S.J. Wittman

7200 S.E. 85th Lane

Ocala, FL 32672

904/245-7768

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 : Editor, The VINTAGE AIRPLANE , Wittman Airfield, Oshkosh , WI 54903-3086. Phone: 414/426-4800.

4141771-1545

ADVISORS Robert C. "Bob" Brauer 9345 S. Hoyne Chicago, IL 60620 3121779-2105 Robert D. "Bob" Lumley Nl04W20387 Willow Creek Road Colgate, WI 53017 414/255-6832

John A. Fogerty RR2, Box 70 Roberts, WI 54023 715/425-2455 Steven C. Nesse 2009 Highland Ave. Albert Lea, MN 56007 507/373-1674

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· 3086. Second Class Postage paid at Oshkosh, WI 54901 and additional mailing offices. Membership rate s for EAA Antique/Classic Division, Inc. are $18.00 for current EAA members for 12 month period of which $12 .00 IS for the publication of The VINTAGE AIRPLANE . Membership is open to all who are interested in aviation .

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

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

VINTAGE AIRPLANE 3

Compiled by Mark Phelps NPRM 88-2

Your efforts have not gone un­ noticed. At the end of the comment period on the NPRM, over 60,000 pieces of mail flooded the FAA, over­ whelmingly in opposition of the Mode C rule . Among the letters received at 800 Independence Avenue, was one signed by 18 U .S . senators. The sena­ tors said that the NPRM is , "a gross overreaction by the FAA," to what Congress intended when it passed legislation favoring the increase in Mode C-required airspace. It pays to let your elected officials know how you think. At present, the FAA is proces­ sing its information in preparation for its final ruling, due June 30 . The Ad­ ministrator has admitted that the scope of the NPRM will need to be reduced .

What remains to be seen is how re­ duced the restricted airspace will be.

Some have said that the FAA prop­ osed outlandish measures in hopes of getting half of what it asked for . Others have also said that it was necessary to go to extremes in order to shock the pilot population into response. It's up to us to maintain consistent contact with both the FAA and our elected of­ ficials so that misinformation and false impressions do not grow until unfair and unworkable legislation such as 88­ 2 arise again .

Staggerwings lost in the Philippines Major Jack Hurdle II, USAF, re­ cently returned from the Philippines where he spent some time on the trail of Beech Staggerwings, serial numbers 63 and 253. He writes: "A Mr. Elizalde acquired his Beech 17 (ser. no . 253) from the bankruptcy liquidation of PATCO (Philippine Air Transport Co.). On February 26 , 1941 Elizalde received the airplane as paid compensation from the company.

"Ser. no . 63 arrived in the Philip­ pines sometime early in 1937. On De­ cember 8, 1937 it made the news when it was chartered by General Valdez to search for a Stinson that crash-landed 4 JUNE 1988

on Anirong Island near Infanta, Quezon Province.

'The day before the Japanese attack on Pearl Harbor , Paul " Pappy" Gunn flew No . 63 to deliver Major Joseph Stevenot to Paracale , Camarines Norte. The plane was damaged on landing and it could not be flown back to Manila. Pappy Gunn returned to Manila the next day via train . War with Japan was declared shortly thereafter and in the general confusion it is not known if the Beech 17 was repaired and flown out of Paracale .

"My friend sent one of his people down to Paracale to check out a possi­ ble basket case but it turned out to be a Stearman skeleton-the Philippine air force used them as primary trainers .

I reconnoitered the area myself several times from a T-33 and turned up noth­ ing else .

Jack M. Hurdle, II, Major, USAF"

Dorothy Weick suffers heart attack Dorothy Weick, wife of Ercoupe de­ signer Fred Weick, suffered a heart at­ tack this spring but is recovering nicely on medication and a special diet, ac­ cording to Coupe Capers the Ercoupe Owners Club newsletter.

White Bird search continues Ric Gillispie, executive director of The International Group for Historic Aircraft Recovery (TIGHAR) reports that a search party will return to the remote area in Maine for the fourth year to continue its search for l'Oiseau Blanc, The White Bird. Charles Nungesser and Francois Coli took off in the Levasseur PL-8 on May 9 , 1927 in an attempt to fly from Paris to New York. TIGHAR believes that the two made it as far as Maine before they ran out of fuel and crashed near Round Lake, Maine. Gillespie says, "We now believe we have established a very clear trajectory for the aircraft through the trees which corresponds with Coli's own planned heading. Our task now is to follow that line and try to find out where the wreck came to rest. " In July 1987, TIGHAR discovered some metalic traces in the acid soil on the site . Gillespie says, "We are not trying to convince anyone that the de­ bris we dug up is definitely from l'Oiseau Blanc, but what we've found so far leads us to believe that our search will be fruitful."

Flying Bobcats hit 50 Oshkosh ' 88 marks the 50th an­ niversary of the Cessna T-50 Bobcat, also known as the " Bamboo Bomber" .

Other designations for the airplane in­ clude AT-8 , C-78, AT-17, UC-78 JRC-I and Crane . There will be awards and gifts for all owners and members of the Flying Bobcats. For more infor­ mation contact Jon Larson, Founder, 3821 53rd Street SE, Auburn , Wash­ ington 98002. Telephone 206/833­ 1068.

Biography of Clyde lee Clyde Ice reaches the age of 99 on May 28, 1988 and will celebrate his birthday with the release of a biog­ raphy written by Rhonda Sedgewick.

The book, Sky Trails outlines the life of a true South Dakota pioneer , born before statehood on his father's Hand County homestead . His 60-year in­ volvement in aviation has earned him the title "Father of Aviation" in South Dakota. Clyde currently lives across from the Spearfish Airport in Spear­ fish, S .D. The city celebrates its cen­ tennial this year and one of the year's highlights is the celebration marking Clyde's 99th birthday. Sedgewick's book of the aviation pioneer's life is available for $12 .50 from Quarter Cir­ cle A Enterprises, 1159 State Highway 450 , Newcastle , Wyoming, 82701.

Antique instrument repair Looking for someone to repair the instruments on your antique or classic airplane? Experts in this field can be hard to find. EAA Director Informa­ tion Services, Ben Owen reports that John Wolf and Co., 4741 Sherwin Road, Willoughby, Ohio 44094 , tel.

216/942-0083 is capable of repairs on a variety of antique instruments .

The company specializes in auto instruments but works on aircraft instruments as well.

Corrections Inflation has raised the price of the Antique/Classic picnic to $7 .00, from $6 .00 as reported in last month's issue.

For tickets contact Chairman Steve Nesse, 507/373-1674. Also , those try­ ing to reach Antique/Classic Particip­ ant Plaque Chairman Jack Copeland should try his correct number, 617/ 366-7245 - one digit off from that reported last month . •

Letters TO The Edito'<.m1 .-~----... ""!"'~- .'IiIW"''''

' .•

" I

•

Dear Ben (Owen), Please find some copies of old photos of an aircraft a mate and I built in our 20's. It has an 8 hp Henderson 4 motor. When he died six years ago his widow and I decided that it should go to "Famous Australian Aircraft" at Parafield Airport, and is on exhibition alongside a replica of Kingsford Smith's plane, the Southern Cross. This replica has been on many flights since building.

It was built from plans of the original plane.

The Famous Australian Aircraft Assn. is hoping someone will sponsor this plane to Wittman Airfield, Oshkosh, not flown, but crated over. We believe it could earn many dollars flying about America - joy flights, exhibitions, etc.

There is some exciting history that goes with it. Can you help us? Maybe with some contacts, etc.? The Southern Cross replica cost $1.5 million to build, half of which was used in general ex­ penses, and half on the plane itself, and there is no more in the kitty, hence the need for sponsorship for a showing in the U.S.A. It would encourage your Aussie coun­ terpart if you could contact and have a yarn with Ian Ritchie, clo Southern Cross or Famous Australian Aircraft Pty. Ltd., Hangar 54, Airport Parafield, 5106 Southern Australian or phone 8:30 a.m. to 3:00 p.m. on 08-250-9612. After hours 08-252-2110.

Yours Sincerely,

Testing before finishing touches - cowling, etc. Contact. The engine starts and my mate Clem's trousers are sucked by the propeller draught. That's me with my leg against the strut, my left hand on the choke and right on the throttle.

Don Coutts 14 Frome Avenue Hampstead Gardens South Australia 5086

Dear Mark, I am sorry to have to inform you that my father, C. G. Taylor, designer of the Taylor Cub and Taylorcraft, passed away the 29th of March 1988 in Hous­ ton, Texas. C.G. was bedridden the past year and frustrated because, al­ though ill with Parkinson's Disease, his mind was good to the end. His contribu­ tion to aviation is well known and I still have E-2 Taylor Cub SIN 27, the oldest alive.

Sincerely, Col. Bob Taylor (EAA 44670, AlC 5335) 5855 St. Rt. 40 Tipp City, OH 45371

Finished aircraft in Clem's back garden, Burnside, Australia.

Gentlemen,

Dear Editor,

It is my understanding that the OX-5 Club's headquarters is in your area.

I 1938 I soloed an OX-5 powered Commandair biplane. I accumulated several hours of solo time on that par­ ticular airplane before someone else landed it 25 feet in the air and washed it out completely. My instructor was C. Roger Gardner, and if the OX-5 Club pleases, I would like his address. I un­ derstand he lives in California.

I hold License No. 174812. What is the yearly dues for the Experimental Aircraft Association membership? Also OX-5 Club dues?

Hoping to hear from you in the near future, I remain ...

Very truly yours,

Re: Identification marks on Boeing B­ 1, back cover April '88.

"Although there was no federal licensing of U.S. aircraft at this time, the N-ABNA reflects an unofficial system set up by a board of insurance under­ writers." (Quoted from an article by Pete Bowers appearing in WINGS magazine, April 1972).

Cordially,

David S. Ring 797 Violet Avenue Hyde Park, NY 12538.

Robyn Clark Aerographics 1764 Montecito Circle Livermore, California 94550 (See this month's Vintage Literature page 6 - ED.)

by Dennis Parks Library/Archives Director

Uoderwritel'$' Laooralo.ries' Aircraft Recister. Nationality'

and Registration Mark: N-ABCB. Owne,: LMC I}rillinc and

I'roducinc Co_ Station; Wichita, KID.

Dellcriptio~ of Regilltered Aircraft Manufactun·r: E. M. Laird Co. Ty ~ : "Swallow." Serial

No. 11 3. Len!:th: P ft. 4 in. Span: 36 ft. Hei!: ht: 8 ft.

B tn. Engin.,; OXS. Dead Load: 1350 lb. Full Load: r~~~~~al 2150 lb. Usdul Load: 800 lb. Air Speed: 85. Servict' ~

C.. !Iing: 17.000. Fuel Radill s. 3 hr.

N-ABCB: the first civil aircraft marked in the United States in accordance with the provisions of the International Air Convention.

Major and Mrs. Schroeder flew on this ship last fall from Chicago to the Kansas City and Omaha meets.

Underwriter's Laboratories' Aircraft Register The February 6, 1922 issue of A VI­ A TION printed the first list of Amer­ ican Aircraft Registrations. This came about through the Convention for the Regulation of Air Navigation signed as part of the Paris Peace Conference .

Though the United States did not ratify the treaty , the letter "N" had been as­ signed to the United States for use on its aircraft.

During the summer of 1921 the Un­ derwriters' Laboratories in Chicago opened up a register for pilots and air­ craft at the request of the National Air­ craft Underwriters Association (NAUA) of New York.

The members of the NAUA were thereafter required to register the air­ craft which they insure against "fire, theft, collision, stranding, sinking or other hazards." Similarly the members were to recognize the register for air­ craft pilots as a condition of all policies issued thereafter.

6 JUNE 1988

The Aircraft Register defined air­ craft according to ownership or use as State, Commercial or Private . State aircraft included military aircraft , police or customs aircraft. Such air­ craft being government owned or oper­ ated were not subject to registration.

Commercial aircraft included air­ craft used for the purpose of any pro­ fession, trade or business when one or more persons or freight are carried for hire. Private aircraft are those not State or Commercial.

Aircraft intended for international use were to show the capital letter "N" preceding the registration marks as a symbol of American ownership. Air­ craft not flying abroad need not show the registration mark .

The markings were to be displayed as explained: "The mark will consist of alphabeti­ cal symbols shown in capital letter, thus "ABCD or BMUL," etc . These registration marks preceded by a dash will follow the nationality mark "N" for ships flying across national bound­ aries. A bar underlining the registra­

tion mark will identify aircraft regis­ tered for private use .

"The registration and nationality marks will appear once on each side of the fuselage or nacelle and also once on the upper and lower wing surfaces of the airplanes . The letters will be of a size sufficient to pennit identification while in flight and at considerable and/ or elevations from the observer. The nationality mark will also appear on each side of the rudder. The registra­ tion mark will serve as the "call sign" of the aircraft in all radio or other sig­ nalling ."

The Underwriters' system was not popular, with only 33 aircraft regis­ tered by the end of 1922, and the sys­ tem ended in 1926.

Among the well-known owners to appear on the register were: Grover Loening, Vincent Astor and Harold Vanderbuilt all registering Loening Air Yachts. Also listed was Buck Weaver with a Waco 4 and the Chicago Tribune with a Curtiss Seagull .

Thirty-three aircraft were registered by the end of 1922. The most numer­

ous of the types registered was the Cur­ tiss JN4 with 12 on the list, followed

by Laird Swallow and the A vro 504 both with four registered .

The first 10 registered are as follows with N-ABCB actually being the first one to be registered .

N-ABCA A vro 504K

Water Becker, Newark

N-ABCB Laird Swallow

LMC Drilling Co. , Wichita

N-ABCC A vro 504K Akers Airphoto Corp., Chicago

N-ABCG Curtiss JN4 Diggins Aviation , Chicago

N-ABCD Laird Swallow Nimmo Black Airport , Chicago

N-ABCH Curtiss JN4 Diggins Aviation , Chicago

N-ABCE Avro 504K John Hambleton , Baltimore

N-ABCI Curtiss JN4 Aero Corp. , Minneapolis

N-ABCF Loening Air Yacht Loening Aeronautical, New York

N-ABCJ Curtiss JN4 John Metzger, Chicago .

Menasco

C-4

by Norm Petersen

What makes these two photos in­ teresting is the subject: A "factory new" Menasco C-4 engine of 125 hp!

It was recently removed from the fac­ tory crate, after nearly 50 years in stor­ age , by Glen Scott, service manager at Scott Aviation, Meacham Airport, Ft. Worth, Texas 76106, (817/626-6770).

To check for internal rust and corro­ sion, Scott opened the crankcase cover and to his surprise there was absolutely no rust or corrosion of any kind! The cover was reassembled to the engine and a new coat of blue paint was given to the engine as the old paint was flak­ ing off after all the years . A new set of exhaust pipes was fabricated as the old ones were rusty.

The result is a spanking jewel of a rare engine that has never been run .

Scott would like to locate a No . 10 spline hub so he could at least hear the Menasco run . The engine is Serial No. 312, however there is no date of man­ ufacture on the data plate. Anyone with information should call Glen Scott at the number listed above .• VINTAGE AIRPLANE 7

MEMBER'S PROTECTS ...

u

by Norm Petersen

These two photos of Mooney " Mite" N6033V, SIN 130, were sent In by owner Robert Schneider (EAA 303655) of P.O. Box 128, Miamiville, OH 45147. The photo at right shows Robert at Oacy Airport, Harvard, Illinois on the way to Oshkosh '87. The second, taken at Osh­ kosh '87, shows Robert and John M. Owelle, Charlotte, NC, who owned N6033V from 1960 to 1965 and was amazed to find his old Mooney

Linn Hower's J-3 Cub The two photos depicting the rebuild on the 1941 J-3 Cub, N40821 , SIN 7523, were sent In

by Linn Hower (EAA 297587) of 655 K Street, Idaho Falls, 10 83402.

This particular Cub has gone through some 20 owners since It came off Piper's production line on September 6, 1941 . Most of Its life was spent In Minnesota where It eventually was put on floats In the northern half of the state. After bouncing around the lakes, the Cub was pur­ chased by John Karl (EAA 63106) of Oshkosh, WI who rebuilt the airplane and Installed a left hand seaplane door. From Oshkosh, the wood­ spar seaplane found Its way to Iowa and even­

Mite at Oshkosh. John used to fly it into Wash­ Ington National Airport on business trips In the early 1960s!

Bob reports the M18LA has 1,675 hours total and Is powered by a 65 hp Lycoming 0-145. The first owner was a Captain In the Mexican Army from where the " Mite" found Its way to the southeastern U.S. for many years. N6033V Is one of 20 M18LA's remaining on the U.S. register.

tually to northern Idaho where Jeff Armstrong owned It at Bayview. In 1985, Linn Hower bought the Cub and proceeded to learn the art of float flying. He put In 80 hours on floats dur­ Ing the first summer before starting the total rebuild of the airplane.

On November 17,1987, N40821 once again took to the air (on wheels) with Its 0-200 Continental engine providing the " go." Linn expects to put the floats on before long and get back Into the swing of flying off the water. Most of his takeoffs start at 4,500 feet MSL and above so he needs all the power he can musterl We look forward to seeing a picture of Linn's Cub on floats on some mountain lake.

This very nice looking Republic RC-3 "Seabee" with Its red, white and blue paint scheme was the pride and Joy of John C. Anderson (EAA 223280) of Bay City, Michigan. John passed away In July, 1987 and his son, John C. Ander­ son, Jr. (EAA 304197) of 3140 Hidden Road, Bay City, Michigan reports that the Seabee N875HA, SIN 129 Is looking for a good home. The airplane has 560 hours TT and 230 SMOH plus a long list of options. Additional Information may be had by writing John Anderson Jr. at the above address.

John Jr. and his wife Deborah have a new baby girl named Elizabeth Ann Anderson. How's that for classy Initials 1 8 JUNE 1988

CALENDAR OF EVENTS

JUNE 10 - DENTON, TEXAS - 26th Annual Texas Chapter Antique Airplane Assn . Fly-In, Denton, Texas Municipal Airport. Contact: Bert or Mary Mahon, Rt. 1, Box 69A, Justin, TX 817/ 648-3290.

JUNE 10-12 - MIDDLETOWN, OHIO - 4th Na­ tional Aeronca gathering, celebrating the 60th anniversary of Aeronca, including tours of the Aeronca factory and the U.S.A.F. Museum.

Banquet on Saturday night with speakers and judged aircraft awards.

Contact: Jim Thompson, Box 102, Roberts, IL60962, 217/ 395-2522.

JUNE 11-12 - HILLIARD, FLORIDA - Florida Sport Aviation Antique and Classic Associa­ tion, EAA AlC Chapter 1 Fly-In at Hilliard Air Park. Contact: Rod Spanier, 502 Jamestown Avenue, Lakeland, FL33801, 813/665-5572.

JUNE 11-12 - MANSFIELD, LOUISIANA ­ Northwest Louisiana Fly-in, DeSoto Parish Air­ port. Sponsored by EAA Chapter 343, Flying Events, aircraft judging, camping. Louisiana Championship Fly-In Series Event NO. 2. Con­ tact: Larry Pierce, Route 5, Box 585, Shreveport, LA 71107, 318/929-2377.

JUNE 12 - AURORA, ILLINOIS - EAA Chapter 579 Fly-In/Drive-In breakfast and airportlFBO open house, Aurora Municipal Airport. Contact: Alan Shackleton, 3121466-4193 or Bob Rieser, Airport Manager, 3121466-7000.

JUNE 14-19 - OKLAHOMA CITY, OKLAHOMA - Aerospace America 1988 Air Show and Trade ExpoSition. Contact: Tom Jones, Air Show Director 405/681-3000.

JUNE 16-18 - LAKEVIEW, ARKANSAS - Na­ tional Meyers Association Fly-in and Seminar at Gaston's Resort. Contact: Wm . E. Gaffney, 26 Rt. 17K, Newburgh, NY 12550 JUNE 17-19 - EL CAJON, CALIFORNIA - 6th Annual West Coast Travel Air Fly-In. Join the biplane fun . Contact: Jerry Impellezzeri, 4925 Wilma Way, San Jose, CA 95124.

JUNE 18-NEWPORT NEWS, VIRGINIA-16th Annual Colonial Fly-In sponsored by EAA Chapter 156 at Patrick Henry Airport. Contact: Chet Sprague, 8 Sinclair Road, Hampton, VA 23669, 8041723-3904.

JUNE 19 - ANDERSON, INDIANA - EAA Chap­ ter 226 Fly-In Breakfast. Contact: 3171378­ 0590.

JUNE 19 - FRIENDSHIP, WISCONSIN - 8th An­ nual Father's Day Fly-in at Legion Field spon­ sored by Adams County Aviation Association.

Pancake breakfast at 0730. Static displays, crafts, antique engines, etc. 60 miles due west Oshkosh VOR. Camping . Monitor 122.9. Con­ tact: Roger Davenport, 608/339-6810.

JUNE 23-26 - GRAND LAKE VACATION RE­ SORT, OKLAHOMA - Intemational Bird Dog Association annual meeting and fly-in at Golden Falcon Airpark, Grand Lake Vacation Resort. Contact: Phil Phillips, 505/897-4174.

JUNE 23-26 - HAMILTON, OHIO - 29th Annual National Waco Reunion. Contact: National Waco Club, 700 Hill Avenue, Hamilton, OH 45015.

JUNE 24-26 - PAULS VALLEY , OKLAHOMA ­ Oklahoma City Chapter of AAA Fly-In. Contact: George Blackmore, 4051789-6281 or Bud Sut­ ton, 405/392-5608.

JUNE 25-26 - ORANGE, MASSACHUSETTS ­ 12th Annual New England Regional EAA Fly-In sponsored by EAA Chapter 726. Vendors, flea market, food, trophies. Contact: Richard Walsh, Municipal Airport, Orange, MA 01364, 627/544-8189.

JUNE 29-JULY 2 - AMES, IOWA - Ercoupe Owners Club National Convention, Ames Air­ port. Contact: Shirley Brittian, 2070 Hwy. 92, Ackworth, IA 50001, 5151961-6609.

JULY 8-10- 16th Annual Taylorcraft Fly-In/Reun­ ion at Barber Airport, three miles north of Al­ liance. Food, fellowship and flying. Chat with the people who built your Taylorcraft. Contact: Bruce Bixler, 216/823-9748.

JULY 9-10 - CELINA, OHIO - 4th Annual North­ west Ohio Stearman Fly-In, Lakefield Airport.

Contact: Jim or Allison Zimmerman, 419/268­ 2902.

JULY 9-10 - NORTH BEND, OREGON - 1988 North Bend Air Show at North Bend Municipal Airport. Major air show performers, civilian and military displays and f1y-bys. Contact: North Bend Air Show, 1321 -0 Airport Way, North Bend, OR 97459, 5031756-1723.

JULY 10 - WILLIAMS, ARIZONA - 3rd Annual Fly-In Breakfast at Williams Municipal Airport.

Sponsored by EAA Chapter 856. Awards and displays. Contact: Larry Ely, 6021635-2978 or 2151.

JULY 16-17 -LOMPAC, CALIFORNIA - Annual Cub Club Fly-In and Dance. Contact: 8051736­ 3579.

JULY 16-17 - SCHENECTADY, NEW YORK­ Northeast Flight '88 Air show at Schenectady County Airport, sponsored by American Red Cross and Empire State Aerosciences Museum. Contact: Steve Israel, 518/382-0041, Northeast Flight '88, 419 Mohawk Mall, Schenectady, NY 12304.

JULY 17-22 - FAIRBANKS, ALASKA - Intema­ tional Cessna 170 Association Convention at Fairbanks Intemational Airport. Convention site: Sophie Station Motel. Contact: Convention Chairmen, Rick and Cheryl Schikora, 1919 Lat­ hrop, Drawer 17, Fairbanks, AK 99701, 907/ 456-1566 (work), or 907/488-1724 (home). Re­ member the time difference.

JULY 21-22- DAYTON, OHIO- Dayton Air and Trade Show at Dayton Intemational Airport.

Contact: Rajean Campbell, 513/898-5901.

JULY 22-24 - COFFEYVILLE, KANSAS - Funk Aircraft Owners Reunion. Contact: Ray Pahls, 12724 E. Ashbury Circle, Apt. U-104, Aurora, CO 80014, 303/695-4983.

JULY 29-AUGUST 5 - OSHKOSH, WISCONSIN - 36th annual Intemational EAA Convention and Sport Aviation Exhibition at Wittman Field.

Contact: John Burton, EAA Headquarters, Wittman Airfield, Oshkosh, WI 54903-3086.

AUGUST 20 - WINTER HAVEN, FLORIDA ­ Florida Sport Aviation Antique and Classic As­

sociation, EAA AlC Chapter 1 Fly-In at Gilbert Field Municipal. Contact: Rod Spanier, 502 Jamestown Avenue, Lakeland, FL33801, 813/ 665-5572.

AUGUST 26-28 - SUSSEX, NEW JERSEY Sussex Air Show '88. Contact: Paul G. Styger, Airport Manager, P.O. Box 311 , Sussex, New Jersey 07461 , 201 /875-9919.

AUGUST 27-28 - WATKINS, COLORADO ­ Balloonfest/EAA Chapter 660 Air Show. Con­ tact: 3031751-1981 .

SEPTEMBER 3-4 - GEORGETOWN, CALIFOR­ NIA Gathering of Taildraggers at Georgetown Municipal Airport. Contact: P. O. Box 1438, Georgetown, California, call (days) 916/677-9009, (eves) 916/333-1343.

SEPTEMBER 9-11 - DENVER, COLORADO­ Twin Beech Association 1st Annual fly-in meet­ ing at Centennial Airport. Contact: Twin Beech Association, P. O. Box 8186, Fountain Valley, CA 92728-8186.

SEPTEMBER 10 - JENNINGS, LOUISIANA­ Southwest Louisiana Fly-In, Sponsored by EAA Chatpers 529 and 541 . Trophies.

Louisiana Championship Fly-in Series Event NO. 3. Contact: Bill Anderson, 211 Bruce Street, Lafayette, LA 70533, 318/984-9746.

SEPTEMBER 10-11 - GREELEY, COLORADO - Rocky Mountain Regional Fly-In. Sponsored

by Colorado State EAA Chapter. Contact: 303/ 798-6086 or 3031751-1981.

SEPTEMBER 16-18 JACKSONVILLE, IL­ LINOIS - 4th Annual Byron Smith Memorial Stinson Fly-In and Reunion at Jacksonville Airort. Seminars, fly-outs, contests. Camping at field. Contact: Loran Nordgren, 815/469­ 9100, 4 West Nebraska, Frankfort, IL60423.

OCTOBER 1-2 - PINEVILLE, LOUISIANA - 3rd Annual Louisiana EAA Convention, sponsored

by EAA Chapters 614 and 836. Trophies, ban­ quet, camping . Final Louisiana Championship Series Event. Contact: Jim Alexander, 2950 Highway 28W, Boyce, LA 71409, 3181793­ 4245.

OCTOBER 6-9 - CELINA, OHIO - 13th Annual International Cessna 120/140 Association Convention Fly-In at Lakefield Airport. Contact: Terry Zimmerman, 419/268-2565.

OCTOBER 7-9 - THOMASVILLE, GEORGIA ­ Florida Sport Aviation Antique and Classic As­ sociation , EAA AlC Chapter 1 Fly-In at Thomasville Municipal Airport. Contact: Rod Spanier, 502 Jamestown Avenue, Lakeland, FL 33801, 813/665-5572.

OCTOBER 7-9 - TAHLEQUAH, OKLAHOMA­ 31 st Annual Tulsa Fly-In. Contact: Charlie Har­ ris, 3933 S. Peoria, Tulsa, OK 74105, 9181742­ 7311.

OCTOBER 7-9 - TAHLEQUAH, OKLAHOMA ­ 8th Annual National Bucker Fly-In. Contact: Frank Price, Route 1, Box 419, Moody, TX 76557, 817/853-2008. •

VINTAGE AIRPLANE 9

VINTAGE SEAPLANES

by Norm Petersen

This month we feature another of John Finiello's 1946-47 photos from Toronto, Canada. The seaplane is a DeHaviliand DH89 "Rapide" mounted on Edo YD-6470 floats. This nearly all-wood biplane Is powered with two DeHaviliand Gypsyqueen six-cylinder engines of 245 hp.

The second photo is the very same aircraft photographed at Oshkosh '82 when owner George LeMay of Calgary, Alberta brought the fully restored C-FAYE to the convention. Note how the "seaplane" enlarged fin is still in the same configuration.

10 JUNE 1988

/Tln/on 108-2

by Norm Petersen When it runs off with the "Best of Type" award at Oshkosh '87 and then takes one of the "Best Restored" awards at Sun 'n Fun '88, one begins to suspect we have a first quality resto­ ration on hand! Suspicions are con­ firmed as you look over a beautiful ma­ roon Stinson 108-2 "Station Wagon," N389C, SIN 108-3389 built in 1947 and owned by Boyd A. "Butch" Walsh (EAA 95866, AIC 11988), Rt. 1, Box 306A, Arrington, VA 22922.

Butch runs an automotive shop and manages to be a farmer, as much as 24 hours a day allows. Besides maintain­ ing his own landing strip on the farm, he manages to do some excellent resto­ ration work on old airplanes. This is what caught the judges' eye.

Born in Connecticut, Butch ended up after four years in the Marine Corps living in Marion, Indiana some IS years ago. The Stinson, N389C, had come up for bids at a salvage yard and Butch won the bidding. He patched up the old girl and flew it for a couple of years before deciding on a ground up restoration. He had previously con­ verted a Tripacer to a Pacer, so he was not totally green to the rebuilding game.

One day during his travels Butch landed at another airport and while tax­ iing around, noticed the sizeable tail of

The 180 hp Franklin is displayed as nicely overhauled parts & pieces before final assem­ bly. This rather rare version can be STC'd for auto gas, yet gives outstanding perfor­ mance with the constant-speed propeller.

a 108-3 in back of a hangar. Being curious, he walked behind the hangar to find a raggedy old "dash 3" with a piece of engine on the front including a constant speed propeller and a prop control on the dash. The more Butch looked, the more interested he became!

The cylinders were off the engine and it had been sitting out in the weather for about two years. Butch negotiated with the owner for a year before he was able to purchase the weather-

Butch Walsh slides the switching panel into place, just above the transponder and Narco Mark 12. False panel is primed and ready for finish coat. Note prop control on bracket below instrument panel. Assist handles on each door frame are a Stinson trademark.

beaten Stinson and haul the whole works home, including the six-cylin­ ders for the engine.

Butch discovered the engine was a 180-hp version of the Franklin 335 cubic inch that was designed for a con­ stant speed propeller. The complete unit was STC'd for a Stinson 108-3 by Univair. Figuring the powerplant and prop would be a great addition to his 108-2 (small tail) Stinson, Butch ma­ jored the engine with assistance from George Heinley, P. O. Box 482, Jewett , Texas 75846 (phone 214/626­ 5122), who is one of those rare me­ chanics who knows Franklin engines inside and out (subspecies: Wrenchus Spinnerus Franklinosis) .

While all this was going on, the McCauley constant speed propeller was sent for overhaul, which resulted in the exchange of some good old Yan­ kee dollars for a beautiful, mint condi­ tion propeller with zero hours since major.

The airframe of the 108-2 Stinson was taken down to bare tubing and carefully inspected for damage. It was apparent that the left landing gear fit­ tings had been replaced at one time or another but everything else was in fine shape. Surprisingly, there was no rust­ through on the longerons and every piece tested perfect. A thorough sandblasting was followed by epoxy VINTAGE AIRPLANE 11

primer and the rebuild began in ear­ nest. Butch put in time on the project every day so he could see the progress .

(Other rebuilders, please note!)

The new engine had a vacuum pump on it so Butch was able to use the old boot cowl for a pattern and build a brand new one without the vent uris sticking out in the breeze. In addition, he put in new glass all the way around plus all new control cables and pulleys in the control system. Stinson uses bearings in the ailerons and flaps and these were all replaced . As Butch says, "Everything works nice and smooth.

You get in bad weather and you have all kinds of little gremlins in the airplane - at least it seems that way - and the smooth controls seem to eliminate such problems."

The recovering job began on Thanksgiving Day when Butch started putting Stits fabric on one wing . He was pleasantly surprised at how easily the covering went, especially the coats of Poly Brush and Poly Spray. (Re­ member, Butch runs an automotive shop and has had gobs of experience with a spray gun.) The Stits process was used up through silver with the normal sandings between coats .

A new instrument panel blank was secured from Univair and Butch was able to build a most attractive panel that looks like the original, yet has the few extra faces and equipment neces­ sary for flight in the 19S0s. With care­ ful attention to detail, a new interior was done in matching colors that really looks original. Again, the workman­ ship is first class.

Because Butch had all his ducks in

Ah, the joys of fabric! Butch pulls the Stits fabric to proper tautness with an iron. A IiHle patience with this kind of work is a real help!

order and much preliminary work done ahead of time, the actual rebuild took only five months! The cowling from the IOS-3 was used to house the ISO-hp Franklin engine as it employed Uni­ vair's nosebowl, which juts forward one more inch to mate with the propel­ ler spinner.

When everything was assembled, including the original cowl latches, things looked pretty sharp. The factory original aluminum wheel pants were re­ done and carefully installed. The Scott 3200 tailwheel was transferred from the IOS-3 to the 10S-2. Butch had en­ joyed excellent flying with the old Maule tailwheel and learned how to

Extremely sanitary engine installation with its unique constant-speed propeller caught the judges' eye at Oshkosh '87. Note the fine workmanship on the cabin headliner.

12 JUNE 1988

make it work without "shimmy," how­ ever the chance to use a relatively new Scott was too good to pass up. He ad­ mits it does a dandy job on both sod and hard surfaces .

The Stinson was covered with Stits process up through silver when Butch's automotive background started to show. Looking around for a dark maroon to match the original Stinson color, he chose to use DuPont "Cen­ tari" acrylic enamel for the final color coats. Butch admits he would rather have used Stits all the way, but the particular color he was looking for wasn't available .The resulting finish on the airplane reveals the touch of the artist . It is extremely well done and would make a Stinson factory inspec­ tor nod his head in approval!

Moving the entire ISO-hp engine unit to the dash-2 airframe was a first for Butch and the FAA. The original STC for this installation was done by Uni­ vair on the lOS-3 only. Butch worked hand-in-hand with the FAA throughout the installation and when everything was finished and checked, the FAA gave him a "one time approval" for the lOS-2. Butch was pleased with the FAA inspectors during the project and admits they were really good to work with and often very helpful.

Butch has put over 100 hours on the Stinson since the rebuild and is very pleased with the results. The \SO-hp Franklin engine is STC'd for auto fuel (the 220-hp versions needs 100 octane) and at a normal cruise of 24 square, the engine burns 9-1/2 to 10 gallons per hour. This yields a cruise speed of

With the final coats of paint finished, the Stinson fuselage is towed to the airport for final assembly. Note the careful detailing and the absolutely straight fuselage stripe.

120 mph - not much faster than a 165-hp Stinson, however, it gets off the ground much faster and hauls a big load with ease. Butch says everyone who rides in the plane remarks about the acceleration on take off. "It really pastes you back in the seat!"

The McCauley constant speed pro足 peller is governed to 2,800 rpm, but when you open the throttle on the 335 cubic inch engine, it winds up to an immediate 2,800 - hence the excellent acceleration. Butch thinks the combination of this engine and pro足 peller is exceptional. As he says, "The only real problem with the airplane is that wherever I take it, someone comes

up and starts making crazy offers of big money!"

One thing you may say about such a situation: It keeps you moving! Dur足 ing the last 15-plus years, Butch has rebuilt a PA-22120, a Cessna 170, a couple of Stinson 108s and thrown in for good measure - he moved his wife and daughter and shop to Arrington, Virginia in 1979. And when I inquired about any more airplanes sitting around, he replied, "I found another \08-2 in the weeds and took it home for rebuild!" Besides this, Butch also has a Stinson lOA built in 1940 that needs a rebuild. This pretty little three足 placer is powered with a 90-hp

Franklin engine and was the forerunner of the 108 series of airplanes . Although the parts situation for Franklin engines is critical, airframe parts are available from Univair in Aurora, Colorado. As Butch says, "No matter what, the American pilot is going to find a way to stay in the air."

The annual trip to Oshkosh and the big EAA Fly-In has attracted Butch for seven years . He and his wife enjoy the Convention to the utmost. As he says, "It is the only place in the world where you can restore your faith in humanity for another year."

To Butch Walsh and the thousands of EAAers like him, we can only say, "Amen".

VINTAGE AIRPLANE 13

The Time Cap_s_u_'_e______B~y_D_en_ni_sP_s_,k_s_

Photographs are time capsules . . . a fleeting instant frozen forever . . . preserved for future generations to use as a peephole to the past. The EAA Foundation has thousands of negatives that have been donated by photographers . . . or their estates . . . who attended great events of the 1930s like the Cleveland Air Races or simply haunted their local airports to photograph the airplanes passing through. These priceless peeks at aviation's Golden Age deserve to be seen . . . and we intend to present a few of them each month in this new feature. Any additional light readers can shed on any of the aircraft is welcomed. This month 's photos are from the Schrade Radtke Collection.

Clayton Folkerts second racer for the Na­ tional Air Races the SK-2 appeared at the 1937 races as "Toots" . It did well in the hands of Harold Neuman picking up three firsts, two seconds and one fourth. The racer crashed in 1937 at St. Louis. After a rebuild it showed up at the 1937 Nation­ als as shown in the photo as " Miss De­ troit" . During the races Rodger Don Rae earned three seconds and a fourth.

The Folkerts Special, which was built for the 1930 Cirrus Derby and raced for many years, appeared at the 1937 Nationals as shown as the Whittenbeck Special. Pow­ ered by a 90 hp engine the plane did 142 mph at the 1930 Nationals and had its best speed of 187.65 mph under the con­ trol of Harold Neuman at the 1935 Nation­ als.

Waldo Waterman formed the Waterman Arrowplane Corporation in 1935 to pur­ sue the design of an inexpensive, simple aircraft for the private owner. The Bureau of Air Commerce funded the " Arrowbile" pictured here. A two-seat, roadable, tail­ less airplane, the Arrowbile was powered by a 10Q-hp liquid-cooled Studebaker en­ gine driving a pusher propeller through six V-belts. The wings and propeller are easily detachable and the engine then drives the rear wheels for roadable oper­ ation. Cruise airspeed was 102 mph and the Arrowbile landed at 45 mph.

14 JUNE 1988

The rapidly growing aerial mapping in­ dustry of 1938 was no doubt excited by the appearance of the first airplane de­ signed solely for mapping and photo­ graphic purposes. The Explorer, a pro­ duct of the Abrams Air Craft Corp. of Lansing, Michigan provided excellent vis­ ibility for the pilot through the use of a pusher design and a glass enclosed pilot compartment. With a supercharged en­ gine and oxygen for the crew it was cap­ able of high altitude work.

In 1935 Chester Loose introduced his third racer at the Nationals. As an em­ ployee of the Monocoupe Corporation he helped build the racing Monocoupes flown by John Livingston. The 1935 racer (NR13686) was a midwing design powered by a 266 cu. in. Lambert. The aircraft did not race because of unstable flying characteristics.

VINTAGE AIRPLANE 15

Sandi Lowich

AYLORCRAFTS~SHI

A rare, prewar Taylorcraft on the line at

Sun 'n Fun '88.

by Mark Phelps

16 JUNE 1988

Florida dewdrops on the tail of A.C.'s antique, 1939 Taylorcraft.

A.C. Hutson walks his airplane.

Unique pitch trim system uses two "flippers" below the horizontal stabilizer.

ThiS 1939 Taylorcraft started on its road to recovery from a warehouse in Miami. It was lodged atop an office cubicle when A. C. Hutson (initials only) found his airplane in 1978 . It had wings and a fuselage but no rudder or vertical stabilizer. A.C. had been look足 ing around for an Aeronca when an acquaintance told him about the forlorn Taylorcraft. "I ended up with it and fell in love with it," he says .

The Taylorcraft is A.C. 's first com足 plete rebuild although he says he has worked on several airplanes . As a young fuel boy at the local airport, he had a lot of exposure to aircraft shop work . In the course of his involvement in aviation , A.C. worked on a lot of peoples' airplanes and helped out on other recover jobs while in the process of redoing the Taylorcraft.

A.C. is a civilian pilot, originally from Louisiana. He started as a flight instructor and gravitated toward Miami where he flew large cargo planes to the islands and South America. He flew as an engineer and copilot on Electras and

Prewar Continental A65-3 has top-exiting exhaust stacks.

VINTAGE AIRPLANE 17

Round wheels and the big tachometer, often discarded when older Taylorcrafts were modernized, are prized relics today.

wound up with Delta Airlines. He flies out of Atlanta and lives in Griffin, Georgia.

Small planes have always fascinated A .C. and led to his search for an an­ tique. The Taylorcraft qualifies for that category by virtue of its prewar pro­ duction date . Several aspects of the 1939 model distinguish it from later Taylorcrafts, including its oversized tachometer and the trim system, which consists of a pair of aluminum "flip­ pers" located below the horizontal stabilizer. The flippers form two addi­ tional control surfaces that pivot up and down to adjust the pitch trim of the airplane. A.C. says that locating parts was both the most difficult and the most enjoyable side of rebuilding his Taylorcraft.

"The sheer job of hunting down parts is what I really enjoy. I've been able to find almost everything I've needed so I got to where I enjoyed that more and more as I went along . Meet­ ing the people ."

One example of A .C. 's patented parts-chasing technique is the story of how he got his tachometer . The original large tachs are extremely rare and tough to find, let alone obtain.

After the war, it seems that most early Taylorcrafts and Aeroncas were mod­ ernized with smaller units and the old, oversized tachs wound up in the trash .

A.C. says that he was on a trip to visit his wife's mother in Buffalo , New York when he and his brother-in-law were hanging around at the Niagara Falls Airport . Out of the blue he asked 18 JUNE 1988

two fellows who were slttmg on a bench if they knew where he might find a big old tachometer for an early Tcraft. They did and A .C. got his tach at a small grass strip in upstate New York.

All of A.C. 's instrumentation is original. He has a simple airspeed indi­ cator and non-sensitive altimeter.

"That was another hunt ," he says, "for the non-sensitive altimeter with a six o'clock set knob on it." The primer is the original spring-loaded type. Rather than unlocking it , pulling it out and pushing forward, you just pull it out and it retracts on its own. A.C.'s wife

reupholstered the. seats and sewed the headliner. Most of the rest of the parts came directly from Taylorcraft.

The engine is a Continental A65-3 - original of course . The vintage of the engine is evident by the top exhaust stacks. Later A65s had bottom-routed exhaust. "The cylinders were hard to find as you may imagine," says A.C. Three came from Florida and the fourth was rounded up in Flowery Branch , Georgia (what a name for a southern town!) . A.C. did his own engine work with the help of A&P, AI Bill Breem .

"It's been a joy to put together," says A.C. The prop is a more modem unit, as evidenced by the number of lamina­ tions , but the Sensenich Bros. decal is 1939 vintage. A.C. got the decal from Bill Loudon in Minnesota and recoated the prop with Stits epoxy varnish. A.C. reports no flaking of the varnish to date.

He has flown the Taylorcraft about 25 hours since completing the rebuild in August 1987, "after three moves and two children."

A.C. is a dedicated antiquer and has never owned anything newer than a 1940s vintage airplane. He lives right on Brookbridge Airport in Griffin and has his hangar right at the house . "I've got an old Kinner Bird in the back of the hangar that I'll eventually get to work on," he says, "I just found an engine and I'm hunting a few parts for it. " Take your time , A.C. If the Bird comes out as nice as the Taylorcraft, it'll be worth waiting for, including a new set of parts-chasing stories . •

A.C.'s airplane has original, cable-actuated Shinn brakes.

TO OSHKOSH VIA (or, ((The Trip That Only Comes Once A Year")

J-3

(thank goodness.')

by Ed W . Rogers

============== (EAA 175258, My father, my son Scott and 1 took the motor home to Oshkosh '87. I had planned to sleep in comfort: air-con­ ditioned , no-bugs, dry, in-a-bed-with­ sheets, don't-worry-Scott-there-will­ be-a-ton-of-Cubs-there-so-we-don 't­ have-to-bring-ours comfort .

My first hint of trouble came at the J-3 forum. The question was raised: "How many of you flew in and are camped with your airplane?" No one raised their hand . Scott snickered.

We walked the antique and classic aircraft camping area. One , mind you just one, J-3 was flown in by it 's owner/restorer, who was camped with her son. Scott giggled. Well , Scott .

Even Dad isn't perfect , but we have Grandpa with us and what would we do with him?

Tuesday night Grandpa pipes up: "Sure is hot. I've seen all the T-6s like the one 1 had when you were born.

Gee , no B-24s this year. If you've seen one airshow , you've seen them all. 1 wonder what's happening at home now," etc., etc., etc. Scott laughed .

Wednesday morning, six a.m. , Ol­ son Airport . Scott is loading the camp­ ing gear. 1 am preflighting and topping the tank . Scott says, "Dad , have you noticed that I'm taller than you now?"

No, Scott. I'm blind . "Did you know they did a study of teenagers and dis­ covered that stuffing them into cramped quarters can cause them to be rejected by the college of their choice, thereby ruining their lives?" Really?

Okay , Scott, you can sit in the back.

Wednesday morning , 6:40 a.m. , Olson Airport. We taxi out across the still damp grass . Oil pressure at 40 psi, the oil temp is off the peg , 1,700 rpm , mags okay, carb heat also. Controls are free and correct. Lock the brake, do a 360 for traffic, and we trundle out onto the runway. Stick is all the way forward and slightly cocked into the wind. Forward on the throttle, 2,150 rpm. The tail comes up and the stick comes back to neutral. Work the ped­ als, power back to 2,250 and set the airspeed at 50 mph (what do you ex­ pect-it's a Cub). As we climb out, I swing around and steady up on 350 degrees magnetic .

I note the time . First checkpoint is

AIC 10519) 2605 County Oaks Ct. Aurora, IL 60505

==============

Route 20 and the tollroad . As we cross it the time looks fine, ground speed works out to 72 mph (tailwind!). The checkpoints come up right on time as Illinois gives way to Wisconsin. From 1,600 feet above the ground we work our way North-Union, Harvard , Wal­ worth, Lake Lawn, Whitewater, 1-94, Watertown and Horicon come and go and are checked off the sectional (which gives more detail than the Shell road map I have as a backup).

We approach my planned fuel stop at Waupun . I know, I know-it 's only been just over an hour. But you can't have too much gas, unless you're on the ground on fire! Besides, YOU drink two cups of coffee, ride in the front of a J-3 with the door open and a 16-year old flying and let me know how long you last before you decide to "stop for gas"!

I call unicorn on the hand-held , check the windsock and slip her in .

Pavement, not grass; but wide pave­ ment. No sweat! Okay, we're down .

Wait , now we're down . Oops­ okay-here goes-yes-now we're down. Stop laughing Scott; we still made the first turn-off (ground loop?).

And the guy on the tractor, the one mowing the grass alongside the run­ way, he FELL off-he did NOT jump off and run away!

We taxi up to the gas pumps and shut down. I climb out and saunter (okay, okay .. .! run) to the office. The FBO must be an old Cub pilot: he doesn't say a word , just points to a door.

Refreshed , I ask him to fill her up.

In front of me is a DC-3. It takes 600 gallons. I take every bit of seven gal­ lons . Mr. FBO is not impressed .

Taking off, I note that the rate of climb is not quite that of a Harrier.

Must be getting hot outside. Maybe it's due to bugs on the leading edge. Or, maybe, what with all the air traffic through the area, the air has been worn thin . There MUST be a logical expla­ nation. It can't possibly be due to TGPW (Total Gross Pilot Weight!).

Heading north once again , I take out the Fisk arrival instructions . Turning

on the hand-held , I listen to a voice saying "Wittman Field is closed for arrivals to allow numerous departures.

Aircraft inbound , please hold at Ripon" In the time it takes me to go from Waupun to Ripon they open and close the field twice (things happen slower in a Cub!) .

As I approach Ripon, things get seri­ ous. We turn and follow the railroad tracks , both of our heads are on a swivel, looking for traffic . This is the most crowded piece of sky in the world! Between Ripon and Fisk, I see two other airplanes, one is a south­ bound twin well above me and far, far away; the other is a Bellanca Viking, gear down , flaps down , hanging in the sky on it 's prop . It roars by me like I'm standing still!

Wittman Field is in sight. I am now in a gaggle of planes on a right down­ wind for 27 . I am close-in because of my speed and high because the Cub sinks like a rock with the power back.I'm nervous: first Oshkosh land­ ing. EVERYONE in the world is watching. What if (heaven forbid) I go off the runway or ground loop , or otherwise screw up what is turning out to be (what else) a crosswind landing.

URGH. A calm professional voice fills my headset: "Yellow taildragger on right , downwind to 27. If you copy Oshkosh tower, rock your wings."

That's me! Wag, wag.

"Okay. Maintain your altitude as you cross 27 , plan on touching down in front of the tower. Do you under­ stand?"

Wag, wag .

"Okay . Cleared to turn in from there . Cleared to land, 18 ."

God bless him .

I turn into the wind , right down that beautiful broad runway. The power is back. Carb heat on. Lower, lower, stick coming back, back, back. Light as a feather, I make the best full-stall, three-point of my life, at Wittman field , at EAA show center, in my airplane, my Cub, WITH MY SON! You couldn ' t have knocked the smile from my face with a hammer!

I'm home . • VINTAGE AIRPLANE 19

Notice is hereby given that an annual business meeting of the EAA Antique/ Classic Division will be held on Fri ­ day, August 5 , J988 at 9:30 a. m .

(Central Daylight Time) at the 36th Annual Convention of the Experimen­ tal Aircraft Association , Inc . Wittman Airfield , Oshkosh , Wisconsin .

Notice is hereby further given that the annual election of officers and di­ rectors of the EAA Antique/Classic Di­ vision will be conducted by ballot di s­ tributed to the members with this June issue of THE VINTAGE AIRPLANE. Said ballot must be returned properly marked to the Ballot Tally Committee, EAA Antique/Classic Division , Wittman Airfield, Oshkosh , WI 54903-3086 and received no later than July 25, 1988 .

E.E. " Buck" Hilbert, Chairman of the Nominating Committee , submits the following list of candidates:

President:

Espie M . Joyce, Jf.

Ray W . Olcott

Secretary: George S. York Directors: Robert C. Brauer William A. Eickhoff Charles W . Harris Robert D . Lumley Arthur R. Morgan Eugene E. Morris

Robert C. "Bob" Brauer Chicago, Illinois Bob received a degree in electrical engineering from Illinois Institute of Technology in 1971. He served as a plane captain in P2Y Neptune aircraft for the U.S. Navy reserve NAS , Glen­ view from 1958 until his honorable dis­ charge in 1962.

Bob holds a private license with an instrument rating. He joined EAA in 1972 and the Antique/Classic Division in 1975 after volunteering to work on regular Convention and pre-Conven­ tion flightline duties.

Bob has been an active volunteer for 20 JUNE 1988

NOTICE

OF ANNUAL BUSINESS MEETING the past 12 annual conventions, serv­ ing in a variety of capacities in aircraft parking and flightline safety activities , including assistant to the Flightline Safety and Aircraft Parking Chairman .

For the past three conventions he has served as the co-chairman of the Flightline Safety and Aircraft Parking Committee .

He was appointed an advisor to the Antique/Classic Board of Directors in 1986 and presently is co-author of a series of volunteer recognition articles in The Vintage Aitplane.

Bob earns his living as an electrical engineer. In addition to his Antique/ Classic Division involvement, he has served as an officer for six years in EAA Chapter 260 as treasurer and sec­ retary .

William A. "Bill" Eickhoff St. Petersburg, Florida Bill's interest in aviation started in the late 1960's when he had his first

flight in a J-3 Cub with Freddie Quinn, his father-in-law . He later obtained his private pilot license. His dedication to flying , building and restoring aircraft led to his involvement with the Sun 'n Fun EAA Fly-In, some 14 years ago .

Bill has been a member of EAA since 1972 and participates through Chapter 47 in St. Petersburg. Bill has served as president of the Sun 'n Fun EAA Fly­ In for the last five years. He is also a member of the Florida Sport Aviation Antique and Classic Association .

Bill is a principal of Eickhoff & Pieper, Inc . , an independent registered investment management company .

Bill , his wife Suzy, and their son Justin live in St. Petersburg, Florida .

An avid aerobatic participant and per­ former, Charlie has served five terms as President of EAA lAC Chapter 10.

He has been co-chairman of the Tulsa Fly-In at Tahlequah, Oklahoma for over 10 years and has served as a senior co-chairman since 1983. He was one of the key figures in organizing the First Annual National Biplane Fly­ In in Bartlesville, Oklahoma in June 1987 and currently serves as Chairman of the Board of Directors of the Na­ tional Biplane Association .

Charlie's service in the U.S . Navy during 1945-46 was followed an edu­ cation at the University of Tulsa. He is now president of Oklahoma' s largest transportation leasing company . His peers elected him to receive the Out­ standing Oklahoma A viator A ward presented by the Oklahoma A viator newspaper in 1984.

One of the more memorable aviation events in Charlie's life was receiving his biennial flight review in the EAA 's Spirit of St. Louis replica on Sep­ tember 30, 1977 , 50 years to the day that Lindbergh flew over Pawhuska . . . the day he was born .

Charles W. Harris Tulsa, Oklahoma There are those who claim that Char­ lie Harris' all-consuming interest in aviation started that day in 1927 when Lindbergh, on his coast-to-coast tour with the Spirit of St. Louis, flew over his home in Pawhuska, Oklahoma. It was the day Charlie was born .

At the age of two, Charlie received his first airplane ride in his father's OX-5 Travel Air. He soloed when he was 16 and currently owns and flys an impressive collection of show-case airplanes, including a Piper J-3 C65, Culver CFA Cadet, two Luscombes (8A and 8F), a Swift and two factory Pitts (SIS and S2A) .

He is a member of 27 aviation or­ ganizations, including the Type Clubs for each of the airplanes he owns; he is a life member of EAA, a "regular" Oshkosh attendee and a member of EAA's Antique/Classic, lAC and War­ bird divisions . He is serving his third term as President of EAA AlC Chapter 10, of which he is a Charter member.

Espie M. Joyce, Jr. Madison, North Carolina My father started flying three years before I was born so I have been around airplanes all my life. At age 11 a cropduster and friend gave me my first flying lesson. I soloed at 16 and received my private license the follow­ ing year. I earned my commercial license during college in 1964 and later received my instrument rating .

I still own the airport my fat her and I first owned jointly in 1947.

Among the planes I have rebuilt are several J-3 Cubs and two Monocoupes, a 90-A and a 0-145. In 1967-68 I built a Pitts Special. I presently own a 1940

clip wing Cub and a 1953 0-35 Bonanza.

I joined EAA in 1963 and am a lifetime member. I am a long-time member of the Antique/Classic Divi­ sion. I was appointed to the Board of Advisors in 1981 and was elected to the Board of Directors in 1984.

Robert D. "Bob" Lumley Colgate, Wisconsin A native of Athens, Georgia, Bob Lumley currently lives in Colgate , Wisconsin where he is a superinten­ dent for a construction firm . Bob started flying in 1968 after serving two years in the Army. He soloed in 1968 in a Piper PA-II and now holds private and commercial pilot certificates . Pre­ sently he owns and flies an Aeronca Chief.

Bob first attended an EAA Conven­ tion in 1975 and joined the organiza­ tion the following year. In 1982 he joined the Antique/Classic Division.

He has been very active in volunteer activities related to the Convention; for the past five years he has served as chairman of the Antique/Classic Fly­ Out. He has also served as co-chairman of the Antique/Classic Volunteers and has been a perennial volunteer helping with the ongoing repairs and mainte­ nance necessary to keep the Antique/ Classic Headquarters Red Bam in operating condition . For the past two years Bob has been acting as Chairman of the Pioneer Video project - a pro­ gram undertaken by the Antique/ Classic Division to capture on video as many aviation greats as possible.

Bob, who is a member of Antique/ Classic Chapter 11 and serves as its activities director, has been an advisor to the Antique/Classic Board of Direc­ tors for the past two years.

VINTAGE AIRPLANE 21

Arthur R. Morgan Milwaukee, Wisconsin Art Morgan began flying in 1961 and received his private license in 1962. In 1965 he went on to get his commercial rating.

He has been a member of EAA since 1962 and began by parking airplanes at the EAA Conventions in Rockford, Illinois.

Art was one of the first to start build­ ing a KR-I and although he did not complete his project, he was instru­ mental in the completion of two of the little birds.

In 1974 he and his wife, Kate, purchased a 1939 Luscombe 8-C, which he promptly rebuilt . After two years of flying the Luscombe, Art and several friends organized the American Lus­ combe Club. The Morgans also own a Bellanca 14-13 .

Art served the EAA as a Museum volunteer for several years; as Classic parking chairman at Oshkosh and also as Antique/Classic parking chairman .

Art has been a Director of the An­ tique/Classic Division since 1978 .

Eugene E. Morris Roanoke, Texas Gene was bitten by the airplane bug at the age of 10 when he became an 22 JUNE 1988

avid builder of model s. His first plane ride was in a Bellanca 14-9. During World War II he worked in his father's aircraft repair business on what would be some fantastic antiques today .

Gene began flying lessons at age 15 and at age 18 had his commercial license before high school graduation .

He started flying for American Airlines in 1955 and currently is a captain on DC-lOs. He has owned several antiques in­ cluding an American Eaglet which was named Reserve Grand Champion at Oshkosh '76. He joined EAA in 1964 and the Antique/Classic Division in 1975. Gene has served as an antique judge since 1977 , an advisor since 1979 and a director since 1983. In 1978 he was instrumental in forming EAA Chapter 685 at Hampshire , Il­ linois .

tired from this position . He served as president of the Chapter from 1981 through 1985 . Ray is a Century Club member of EAA and has been and still is very active at Oshkosh every sum­ mer as co-chairman of the Manpower Committee of the Antique/Cl assic Di­ vision.

He currently owns a Cessna 180 which he he has completely restored inside and out. One of his four grand­ children is also an EAA member and helps at Oshkosh every year, as does his wife , Jo , who helps in the Red Bam .

Ray was appointed an Advisor to the Antique/Classic Board in 1983 and was named Director in 1985 .

George S. York Mansfield, Ohio

Ray W. Olcott Nokomis, Florida Ray was born and raised on a farm near Bishop Airport, Flint, Michigan .

He began flying there in 1935 while working as a line boy . There wasn't much pay but there was a lot of flying, which began in a C-3 Aeronca. After his days in the Army Air Corps, he continued to fly. In 1945-46 while in Indiana, Ray and his wife Jo operated a small airport for the city . He kept his Taylorcraft in a barn on the field. They later moved back to Flint where he continued to fly .

Ray started to work for the Railway Express Company in 1939 and fre­ quent moves of his residence as an of­ ficial of the company curtailed his fly­ ing, but he never lost interest.

In 1976 Ray and Jo moved to Florida as managers of a condo R V resort and Ray became active in the local EAA Chapter 180. In June of 1987 they re­

George learned to fly in the U.S. Navy during World War II. He soloed an Aeronca Chief in March , 1943 at Helena, Montana, and as a Naval Av­ iator, flew Martin PBM Mariner flying boats in the SW Pacific.

He graduated from Ashland College in Ashland , Ohio and was hired by Gorman-Rupp Company where he is currently Manager of Product De­ velopment. George became interested in vintage and homebuilt aircraft in 1957 and has since restored several Aeroncas, a Taylorcraft and recently completed restoring a Beech D17S. He is a charter member of the Staggerwing Museum and is SecretaryITreasurer and Newsletter Editor of the Stagger­ wing Club.

George joined EAA in 1962 and has been an active judge at Oshkosh since 1970. He is Chairman of the Classic Judging Committee and has been on the Antique/Classic Board of Directors since August of 1980 . •

YOLUtl,.EERS

A Bool< Of Heroes

By Art Morgan and Bob Brauer

In all the stories we have told about vol­ unteers, one committee has never been mentioned, the Antique/Classic Division Security Committee. Headed by that scion of average intelligence, with looks that would break a brick, Dave Shaw (just kid­ ding, Dave). He is ably assisted by one Tom Auger (pronounced O-Jay). These two people and their dedicated group of volunteers are the ones who work all night protecting our aircraft and campsites from the overly curious.

They ride the minibikes up and down the countless rows of aircraft 24 hours a day during our Convention. In addition, they stand at the pedestrian gates making sure that those who enter qualify to enter. Secu­ rity volunteers also ride fence patrol to make sure that some of our more inventive enthusiasts don't climb the fences in their hurry to get to all the pretty planes ­ forgetting somewhere along the line to pay at the gate.

As you all know by now, our volunteers come in all shapes, sizes, ages, points of origin, walks of life and backgrounds-but only two genders (that I know of anyway).

This story concerns a very charming young lady, married, mother of two great teenage kids and a dynamo on a minibike.

One fine summer afternoon, she was as­ signed to fence patrol, a job she loved and did, and still does, very well. She was asked to patrol from the Theater in the Woods to our southernmost boundary. This stretch of fence is exclusively in the aircraft camping area, an area teeming with people as well as airplanes. Because of the crowds, it is the favored spot for that ever­ popular summer olympic sport, "fence jumping". Contestants come in many categories; single, with spouse, with friends, with spouse and family or with enough equipment (beer cooler, lawn chairs, strollers ... ) to load a moving van.

Any combination of the above is covered under the "free-style" rules.

So here we are with our pert, well­ trained volunteer riding her minibike along the fence and a field full of the faithful enjoying the Convention. And here he comes. Our first contestant in the "me and my two kids" category. This guy is big. He works darn hard for a living and it shows in his broad shoulders, thick neck and trim waist (a lot like me, right?).

Members of the fence patrol.

In a single bound, over the fence he goes, followed by his two teenage sons and in the blink of an eye they are strutting down the field set on collecting the Gold for "fence-jumping-with-two-kids". But they were spotted by a sharp-eyed camper who called security. Quick as a flash our minibiking heroine was rounding up the fence-jumpers using all the skills of a motorcycle cop, air show pilot, rodeo rider and mother of two teenage sons of her own .

Now you' ve got to picture this. Here she is, all five feet two inches, 110 pounds of her, dressed in white blouse, jeans and Western boots standing eyeball to beltbuckle with three very big guys, six­ footish, the father a 200-plus pounder and his two sons not far behind.

"Mister," she says, "you just jumped the fence." "Yea," he growls, "so what?" "Let me see your tlightline passes," she coun­ ters . "I forgot 'em." "How about your EAA card?" "Okay, okay. I ain't got one ."

Here's where our heroine really gets tough.

"Okay then, back over the fence," she says.

He snarls, "I ain't going." Some of the ob­

servers in the camping area are getting ready to rally if needed (God bless 'em).

But she motions them back and in the truest tradition of the Western gunfighter stands tall on her tippy toes, looks him in square in the chest hair and says, "Mister, look around you. There are about 5,000 people near us right now who will come to my defense if I yell for them." She put her hands on the front collar of her button-up blouse and said, "Now here's the way it is.

If you're not back over that fence with your two kids right now, I'm going to rip this blouse open and holler 'rape' so loud you'll think the Queen Mary just docked in your sinus cavities." She would have, and he knew it, too. Quicker than spit this giant of a man and his kids cleared that fence and were last seen kicking up a cloud of dust down the road to pay to get in. Our heroine calmly climbed on her bike and proudly rode off into the sunset looking for more fence-jumpers. This is a true story, so help me.

This tip of the "Oshkosh Kepe" goes to those guys and gals of the Antique/Classic Security Committee. These people are out there 24 hours a day in rain, cold, blowing, hot, dusty or nice and they love it. They are there to stop people, sometimes even you, from smoking under the wing of our airplanes. Who else is there to stop people from climbing allover your pretty bird when you're off enjoying the Convention?

That's right, the security committee is there to keep all those cameras from swinging into the surface of your poly-paint.

And none of these people must have a "home where the buffalo roam"-because they hear a lot of discouraging words. Very few of us have come up to one of these green-vested volunteers and said, "Hey, thanks, I know I shoudn't have been smok­ ing under the wing of that airplane," or "Listen, I know that you couldn't tell that I'm the owner of that airplane and therefore I. may lean on it or climb on it. You're doing your job, trying to protect my pride and joy so thanks a lot." No, that doesn't happen very often but still these fine people come back every year to do the same job.

Well right here, right now I will. OJ} behalf of EAAers everywhere, THANKS! We couldn't do it without you. "Stand tall, y'all."

"Join us and you have it all ." •

VINTAGE AIRPLANE 23

INTERESTING MEMBERS I Edison D. Heins I

by Philip Coulson (EAA 71350, AIC 572) 28415 Springbrook Drive Lawton , MI 49065 I met Ed briefly at the Rockford Fly­ In in the early 1960s around 1963, I believe. He had brought a real nice Waco UPF-7 up from the Dayton, Ohio area but it would not be until 1975 that I would get to know the Heins family . This all came about at the annual Waco reunion at Hogan's Airport, Hamilton, Ohio .

The Heins family, Ed, his wife Edna, and their three sons, Mike, Pete and Andy had their one of a kind Waco CRG at the fly-in for the first time after an extensive restoration (what's a Waco CRG, you ask? - More about that later). Also, I had flown our Waco INF to the reunion for the first time , so it just seemed natural that we would get together at the hotel and later at the banquet. As the years passed, we looked forward to seeing each other at these fly-ins and other activities .

Through these meetings, Ed's past slowly came out. Here are some of his flying adventures.

Ed, a native of Jackson, Michigan, joined the Army Air Corps in 1940 after graduation from Jackson Junior College, where he was a member of the first civilian pilot training program held at the college, soloing in a Piper J-3. Primary was at Parks Air College, flying PT-19s and PT-13s. Basic Training was at Randolph Field, Texas, flying BT-9s and BT-14s while there.

Then, on to Kelly Field for advanced training, graduating in the class of

Edna and Ed Heins.

24 JUNE 1988

Ed Heins in the cockpit of "Bird III".

1941 E. Later, while stationed at Self­ ridge Field with the 40th Pursuit Squadron of the 31 st Pursuit Group fly­ ing P-39s, Ed felt he had made the wrong choice of the services, as by now he felt if you were going to fly it should be behind a radial engine. At the time, only the Navy had modem radial-engine fighters. Later he was able to transfer to the 60th Transport Group and received his multi-engine training in a Martin B-IO. The group then transferred to Westover, Mas­ sachusetts. There they were to receive their C-47s-then off to England .

While in this theater, Ed participated in the longest, massed, unescorted, non-stop troop carrier flight ever suc­ cessfully performed. The flight trans­ ported paratroopers from the United Kingdom to North Africa on the night of November 7-8, 1942. After drop­ ping the troops they had to find a place to land. As there were no friendly air­ fields, this was the job of the men they had just dropped. Ed found a sandy field to set his C-47 down and found a shady spot to sleep until that afternoon when an airfield was captured and they could return to it. After this, Ed partici­ pated in the invasions of Sicily, Italy and France. During this time he served for three months as General Mark Clark's personal pilot on the general's tours of the 5th Army front in Italy, Ed described Clark as a swell guy, a real soldier and close to his men. After re­ turning to England, Ed participated in

the invasion of France by dropping paratroopers and towing gliders. Ed also served as personal pilot to General Paul L. Williams, commander of the troop carrier command. In this capac­ ity Ed said he was more of an onlooker than anything else as the General was most anxious to see how things were going. His C-47 "The Bird III" had a special compartment from which the general directed troop carrier opera­ tions in the air in these invasions. In early 1947, Ed resigned from the Air Corps at the rank of Lt. Col. After that he got away from flying as many mil­ itary pilots would do. But by 1957 the urge to fly again became too strong and Ed, along with a couple of friends, bought a Ryan PT-22. Later they would sell the Ryan and buy the Waco UPF-7 mentioned in the beginning of this article . In 1962 Ray Brandley (President of the National Waco Club) got together with Ed and his sons and they started restoring the one and only Waco CRG, as mentioned earlier.

Now, what is the Waco CRG you ask?

Well, let's go back to 1925.

During that year, Henry Ford set about to stimulate interest in aviation in a unique manner. The Ford Motor Company established the Edsel Ford Trophy for a commercial airplane re­ liability tour. Under terms laid down

by Ford, only bona fide aircraft man­ ufacturers could compete . Planes had to have speeds greater than 80 mph .

Each plane was required to carry , in

The Heins' sole remaining Waco eRG.

addition to the pilot, a payload of .5 pounds per cubic inch of their engine displacement. This payload could con­ sist of passengers or ballast. The course was divided into IO legs, De­ troit to Fort Wayne; then to Chicago; to Omaha via Iowa City; to St. Joseph; to Kansas City, to St. Louis; to In­ dianapolis; to Columbus; to Cleveland; and to Detroit-nearly 1,900 miles. As the years passed, the scoring formula would change each year, more to dis­ favor small airplanes such as Waco, Travel Air, etc . A drastic change of this kind made the 1930 formula look hopeless to anything but a multi-engine transport, however, since Waco airplanes had won the tour in 1928 and 1929, the Waco Company designed and engineered two special straight­ wing Wacos using the NACA M-18 airfoil. These were designed specifi­ cally to win the sixth National Air Tour which would give Waco permanent possession of the Trophy. The two air­ craft NC600Y and NC660Y were de­ signated as CRG. As fate would have it, John H. Livingston and Arthur J. Davis placed second and third respectively in these Wacos powered with Wright J6-7, 240-horsepower engines. They were narrowly beaten, by what else? None other than a Ford 7-AT Trimotor. By now the tour was 4,828 miles overall.

Art Davis, pilot of NC600Y-the Heins CRG-averaged 148.4 mph, Livingston's speed 148.3 mph, the two fastest entries in the tour. NC600Y

manufactured in August , 1930 was re­ tained by the Waco factory until De­ cember, 1931 when it was purchased

by Holland Duell, an attorney in New York . In May of 1932 it was nearly destroyed in a landing accident. It was then shipped back to the Waco Com­ pany for a complete re-manufacture.

In 1934 Andy Stinnis of Long Island, New York acquired the CRG and flew it until 1954 using it as a sky-writer.

Once again it changed ownership and once again it was destroyed in a land­ ing accident in 1956. Incidentally the other CRG, NC660Y was converted to a Crop Duster and totally destroyed in 1938.

Now enter Ray Brandley. Ray ac­ quired the remains and he and Ed, along with sons Pete and Mike, started the restoration. When they started the project all that was left was the fuse­ lage, a crushed tail group, one upper wing panel and the opposite lower wing panel. As Ed is fond of saying, "it's a ground up restoration." During the process Ed and his sons bought out Ray's interest. The project started in 1964 and was completed nine years later. The test flight was made by Harold Johnson, a well known pilot in the Dayton, Ohio area.

Due to medical problems, Ed doesn't fly solo anymore, but still en­ joys the right seat with sons Pete and Mike; Andy, a student pilot, will have to finish up his private license before he can take Ed for a ride. Ed and Edna are regulars at the Waco reunion and

other fly-ins in the Dayton area .

Three years ago at the Waco reun­ ion, a fellow Waco owner and ex-DC-3 pilot, Jack Greiner, arranged to take his biennial flight review in one of the Hogan's DC-3s. Later he was telling Ed about it and suggested that Ed also get reacquainted with the good old C­ 47. At first Ed refused but at the urging of his family and friends, Ed, Jack and Hogan's check pilot were once again airborne in the DC-3. After a pass over the field, the plane was soon out of sight. About an hour later it returned with Ed in the left seat. There was a slight crosswind from the left of the active runway . As the old DC rounded out the left wing slightly low the left main wheel squeaked on, then the right-a real greaser. After 38 years, Ed's 6,000 hours in C-47s all flooded back and he proved he still has the right touch.

To close this article I would like to recall a breakfast conversation I had with Ed, Edna and their youngest son Andy down at the Mount Vernon, Ohio annual fall fly-in sponsored by the Ohio chapter of the Antique Aircraft Association. I asked Ed what were some of the airplanes he had flown over the years. Here are some of them: P-39, Martin B-IO, C-33, C-46, C-47, A-26 , B-17G, B-24. The list goes on­ Cubs, Wacos, etc . But as Ed says, airplanes are just part of it. It's more like family and friends. Airplane people have a special air about them.

I agree. Don ' t you?

VINTAGE AIRPLANE 25

WELCOME NEW MEMBERS

The following is a listing of new members who have joined the EAA Antique/Classic Division (through December 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.

Adams, John R. Jr. Buckeye, Arizona

Flanagan, Marc Houston, Texas

Larlbee, Stephen F. Ypsilanti, Michigan

Rex, Robert L. Montello, Wisconsin

Almquist, Brian Snohomish , Washington

Fox, Oliver Okeechobee, Florida

Laue,Doug Lebanon, Tennessee

Roe, Michael W. Lothian, Maryland

Alsperger, Ronald C. Round Lake Park, Illinois

Galbari, Geff C. Miami, Florida

Lee, John Lilburn, Georgia

Roode, Edward J. Hyde Park, Massachusetts

Beretta, Frank Prairieville, Louisiana

Garland, J.A. Naples, Florida

Lee, Kevin P. Beulah, North Dakota

Berryhill, Robert B. St. Petersburg, Florida

George, John Hudson, Wisconsin

Logan, Ian London, England

Bill, Richard L. Allegon, Michigan

Gibson, Billy L. Farmingdale, New Jersey

Longarettl, Geronimo Fortaleza-Ceara, Brazil

Blndl, George Waunakee, Wisconsin

Gonzales, Lawrence Fremont, California

Love, Ken Dunedin, Florida

Bless, Horst Offenburg, West Germany

Gossner, Louis M. Los Osos, California

Lutter, Jeffrey L. Watertown, Wisconsin

Block, Harlan Fresno, California

Hall, Bernt Skovde, Sweden

Macy, Robert F. Cherryvale, Kansas

Bonner, Carl L. Umatilla, Oregon

Hampton III, James William Huntsville, Alabama

Miller, Eric J. Oshkosh, Wisconsin

Boudreau, Tommy Tyler, Texas

Hanson, Lanny Glasgow, Montana

Mitchell, Dave Mountain View, California

Brown, Jerry A. Franklin, Indiana

Hartl, Stephen J. Neosho, Wisconsin

Money, Henry Panama City, Florida

Capouch, Michael Medaryville, Indiana

Hawley, Steve Cayman Island, British West Indies

Moore, Chester M. Wenatchee, Washington

Carson, J. Hilton Greenville, North Carolina

Higgins, Carl W. Eau Claire, Wisconsin

Moore, Patrick Columbus, Ohio

Chanal, Pierre-Yves Genas, France

Hinchcliffe, Joseph Menomonee Falls, Wisconsin

Morols, Howard J. New Franken, Wisconsin

Colanero, Danna A. Paulsboro, New Jersey

Hinterberg, John C. West Bend, Wisconsin

Morton, Charles G. Lebanon, Missouri

Cottrell, Steve Lake Worth, Florida

Huber, James P. Wichita, Kansas

Olmstead, J. Steel Tampa, Florida

Damron, Jim Barrington, Illinois

Jerviss, Stanley L. Rochester, Minnesota

Park, Seung Flushing, New York

Denlinger, John R. Rancho Santa Fe, California

Johnston, Donald W. Prior Lake, Minnesota

Penny, Donald Arlington, Wisconsin

Drake, C. G. London, OntariO, Canada

Jones, Robert F. Clearwater, Florida

Pryde, Thomas R. Philipsburg, Pennsylvania

Van Alstine, E. J. Los Angeles, California

Durham, Jay Drexel, Missouri

Kenessey, Frank L. Port St. Lucie, Florida

Randall, Richard Nottingham, England

Van S S Lochner, Jasper Rustenburg, South Africa

Fagre, Ray Jr. Coeur D'Alene, Idaho

Knight, Charles B. Bessemer, Alabama

Redlich, Paul M. Farmingdale, New York

Watson, Davis R. Columbus, Georgia

Fischer, Wayne R. Littleton, Colorado

Laperal, Desiderio Manila, Philippines

Resse, Fred L. Penn Valley, California

Weidlich, Thomas Scottsdale, Arizona.

26 JUNE 1988

Rossiter, Bryn Berkshire, England Rousseau, Dean Burlington, Vermont Sears, Ronald C. Pontiac, Michigan Seely, Richard L. Olympia, Washington Sell, Terri Oshkosh, Wisconsin Sharkey, John P. Tampa, Florida Sherk, Ronald Plymouth, Indiana Smith, T. Gunter Mobile, Alabama Snyder, Robert L. Piqua, Ohio Solomon, T. G. Sussex, England Stenger, Michael Bartow, Flordia Sullivan, Michael C. Nekoosa, Wisconsin Thomas, Richard E. Brooksville, Florida Toblson, Norman M. Aurora, Colorado Torgerhagen, Bernt Brumunddal, Norway Trice, Dick Miami, Florida Turso, William T. Miami, Florida

by George A. Hardie, Jr.

The modem lines of this cabin monoplane indicate it is of a late vin­ tage , but it doesn ' t resemble any par­ ticular design and thus is a mystery .

The photo was submitted by Gerard Pahl of Kalamazoo, Michigan who writes that it was flown by his father in the Tiffin , Ohio area . Answers will be published in the September 1988 issue of THE VINTAGE AIRPLANE. Deadline for that issue is July 10, 1988.

No answers were received for the Mystery Plane in the March issue. Be­ fore I'm accused of presenting a "sleeper" to you faithful readers, let

me once again emphasize the three­ fold purpose of this column . Besides the entertainment of "trying to stump the experts" and the obvious value of reviewing the many and varied aircraft designs which have appeared over the years, it is also intended to identify obscure and unknown designs to ex­ pand the historical record . The un­ known homebuilt featured in the March issue is a good example of the many forgotten pioneers whose iden­ tity is lost to history. We value your interest and enthusiastic participation , so keep the answers coming! •

VINTAGE AIRPLANE 27

---

,-~~~.

~ .~ ~

Rezich Aircraft w"'94

t)"" S~

Flymg " R" Ranch P.O. Box 860

San Miguel , CA 93451

Frank J . Rezich

805·46 7·3669

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.

LIMITED EDITION POSTER

Oil by CHARLES H. HUBBELL; Doolittle's '31 Bendix­ winning Laird SUPER SOLUTION commemorating OSHKOSH '87 and Ihe replica displayed in the museum.

A beautiful piece of history for your den for $10.

AERONAUTICA GIFT SHOP or direcl from:

LEONARD M. PETERSON 309 Robert Ave.

Rockford, IL 61107

AIRCRAFT

OWNERS

SAVE MONEY ...

FLY AUTOGAS

AIRCRAFT: Collectors - Antique/Classic 1940 Stinson Model 10, TIAF 2202,05, TSOH 1327,55, Fabric Aviatex Endura, Estate sale, Very good condition, $12,000, Canadian OBO. Slim Sherk 604/392-2185. (6-2) Collectors Dream - 1941 DH82A British Tiger Moth. Rare and exceptional condition, For informa­ tion , call George Leacock, 613/392-8422 or write to 111 Prospect Hill, Trenton, Ontario, Canada K8V 2V5, 1929 Golden Eagle Monoplane - 7G Ken Royce 120 hp, 665 TIAF, 305 SMOH. Restored 1976, Dacron cover. March annual. 206/284-7035, (7-2) SWIFT - Good for pattems, Make your own kitplane. $1 ,200, 409/835-5589, (6-1)

If you use 80 octane avgas now, you could be using less expen­ sive autogas with an EAA-STC. Get your STC from EAA - the organization that pioneered the first FAA approval for an alterna­ tive to expensive avgas.

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 3V2 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, ACRO SPORT - Single place biplane capable of unlimited aerobatics, 23 sheets of clear, easy to 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 5313Q, 414/529-2609,

ENGINES & ACCESSORIES: NEW W-670 Continental 220 hp Cylinders.

Brand new aircraft cylinders, Never been on an engine, These are not tank engine cylinders, $130.00 each outright. Ready for shipment. Call 813/355-3991 , (6-3)

MISCELLANEOUS: Have We Got A Part for Youl 20 years accumula­ tion of parts for all types of aircraft - antiques, classics, homebuilts, warbirds, Everything from the spinner to the tail wheel. Air Salvage of Arkansas, Rt. 1, Box 8020, Mena, AR 71953, phone 501 /394­ 1022 or 501 /394-2342, (3-215791 11) CUSTOM EMBROIDERED PATCHES. Made to suit your deSign, any size, shape, colors, Five patch minimum, Free random sample and brochure. Hein Specialties, 4202P North Drake, Chicago, IL 60618-1113, (c-2I89)

CALL TODAY FOR MORE INFORMATION 414-426-4800 Or write: EAA-STC, Wittman Airfield, Oshkosh, WI 54903-3065 For faster service, have your airplane's "N" number and serial number; your engine's make, model and serial number; and your credit card number ready.

28 JUNE 1988

VINTAGE TRADER AD fORM

Send check or money order with copy to Vintage Trader - EAA, Willman Ai rfield , Oshkosh, WI 54903·3086.

Total Words----.Number of Issues to Run _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Total $_ _ _ Signature _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Address _ _ _ _ _ _ _ _ _ _ _ __ _ __ _ _ _ _ _ _ _ _ _ __

AERONCA 7AC CHAMPION

SlearJl1Clll l1y-lll

THE UPCOMING r.1I. DOCUMENTARY . . .

NOW AVAILABLE IN HOME VIDEO! Capture the breathtaking beauty of the fifteenth annual national gathering of Stearman biplanes featuring the U.S. military's famous World War II primary trainer.

STEARMAN FLY-IN is packed with specially-shot fl ight scenes that vividly convey the enchanted spirit of flyi ng in an open cockpit biplane. In full color, with engine sounds recorded in stereo, th is 29 minute television documentary powerfully projects the thunderous excitement of the many flying events at the Fly-In. An historical perspective of the venerable Stearman trainer augments the visual feast. Included are interviews with many knowledgeable Fly-In participants whose topics range from competition aerobatics to pilot comradeship.

Narrated by Col. Walter J. Boyne (USAF-Ret.), former Director of the Smithsonian Institution's National Air and -.:...-=:­ Space Museum. Col. Boyne is a pilot with over 5,000 flight hours in various aircraft

including the B-47 and B-52.

AERONCA H AC

HANDLEMAN FILMWORKS-P.O. Box 166, Birmingham, MI 48012

Please charge my: VISA 0 MasterCard

o

_ _ _ _ _ _ _ _ _ _•

CHIEF

CLASSIC LIMITED EDITION ART PRINTS

----_......

Send me _ _ cassette(s) of STEARMAN FLY-IN @ $29.95 per cassette, plus $3.00 shipping and handling for each cassette ordered . Available in VHS only. Enclosed is my check for $ _ _ _ _ _ _ _ _ _ _ __

~

AERONCA's popular post-war classics, beautifully detailed full color lithographs, numbered and signed. 20" x 24" overall, ideat for den, office or hangar.

~ ,20.00".0' $35 ".~,

~ -

-.

Acc!. No. _ _ _ _ _ _ _ Exp. _ _

Signature _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __

re<',,"

(Calif. pl"~ ,dO 6%) Plus $3.00 Postage & Handhng Satisfaction Guaranteed

CCIL&~~

TI CC

AEROGRAPHICS

Ship To: Name _ _ _ __ __ _ _ _ _ _ _ _ __

1764 MONTECITO CIRCLE LIVERMORE. CALIFORNIA 94550

Address _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ ch:<:i= g.nc:::'esiden:::: " 'O:- 's:c:"' pl••cc:'""dd;-:c se a"' 4';;,-V,= s."'I.s:-O,.=x.} City/State/Zip - - - - -("'M""i

• CLEAN • SHINE • PROTECT :EC,~C:EI

Gl-L~Z:EI

po\l/O'

!

po\\sh& ~ ..-leo~ seo\Oot .,-­

For the discriminating Pilot and F.B.O. who demand excellence in performance products. RACE GLAZE® Polish and Sealant is EAA's choice.

11 ·... ' .... · _ ~

,

• •'GI.Ic:I .... .......

I~ I

t

The EAA Aviation Center's staff uses RACE GLAZE to preserve and protect the museum's price­ less collection of aircraft.

__

CAUTION

"""'flfUI Of I.t., II - - - ­ ~ Oo.>to>t ...achof ___ '-'e laa'IKm.I ~'"

~.-.

• • • • • • • •

Easy To Use Reduces Drag Removes Exhaust Stai ns Protect Leading Edge Removes Oxidation Resists UV Fad ing Cannot Yellow Unbelievable " G loss"

List: $12.00 per bottle EM Price: $9.95 per bottle EM Case Price (12): $72.00 Above prices include shipping for Continental U.S.A. Only.

Send $9.95 for each 16 oz. bottle or save an extra $3.95 per bottle and send $72.00 for each case of 12 - 16 oz. bottles to:

EAA • Wittman Airfield. Oshkosh, WI 54903-3086 Wisconsin Residents Add 5 % Sales Tax

VINTAGE AIRPLANE 29

STITS POLY-FIBER

COVERING MATERIALS

THE CHOICE OF THE GRAND CHAMPION WINNERS HERE'S WHYI

Fly high with a

quality Classic interior

Developed and Manufactured Under an FAA-PMA especially for Polyester Fabric on Aircraft, Nof Modified Aufomotlve Finishes, Water Borne House Paint, or Tlnfed and Relabled Cellulose Dope Will Nof Support Combustion Lightest Covering Approved Under FAA-STC and PMA Mo.t Economical Covering Materials Considering Years of Trouble Free Service No False or Misleading Advertising Claim.

Custom quality at economical prices.

FABRIC COVERING WITH RA Y STITS Sponsored by EAA Aviation Foundation. Before Making Expensive Mistakes, See.This Tape and Learn How to Do /I Right the First Time. $49.95. Also Direct from EAA (1-800-843-3612), and from Sills Distributors.

......

-~~~

WRITE OR PHONE FOR FREE

*

~

Sample of High Strength, Very Smooth 1.7 oz Patented Polyester Fabric Developed Especially for Aircraft Covering Manual 111 with Detailed Instructions for Fabric Latest Catalog Covering and Painting Aircraft for Corrosion Control and Distributor List.

*

Free catalog of complete product line.

Fabric Selection Guide showing actual sample colors and

styles of materials: $3.00.

I~

ASP

*

VIDEO TAPE AVAILABLE

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

259 Lower Morrisville Rd. , Dept. VA

Fallsington , PA 19054 (215) 295-4115

*

*

*

Complete interior assemblies for do-it-yourself installation.

Qir,exf:RODUCTS. INC.

* Proven Durablllfy on Thousands of Aircraft

* FAA-STC For Over 630 Aircraft Models * Superior Qualify Coating.

STITS POLY·FIBER

Alp~~~~!~I~~~=~2~~S

-- i

i-- i ~

* *

Phone (714) 684-4280

TI~. 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.

Vol. I (no. 21-14452) and Vol. II (no. 21-14451) are sold for $14.95 each, with postage charges of $2.40 for one volume and $3.65 for two volumes.

Send your check or money order to: EAA Aviation Foundation, Attn: Dept. MO, Wittman Airfield, Oshkosh, WI 54903-3086, 414/426-4800. Outside Wisconsin, phone 1-800-843-3612.

30 JUNE 1988

EAA® CLOSE-UP '88 SEE THE WORLD'S LARGEST AND MOST SIGNIFICANT AVIATION EVENT - EAA OSHKOSH - LIKE YOU'VE NEVER SEEN IT BEFORE!

*MORE AIRPLANES

*MORE, MORE, MORE!

From the cockpit, from the ground, cameras mounted on the wing of an air show per­ former, antiques, classics, homebuilts, war­ birds, light planes, ultralights, rotorcraft, the list is endless. Behind-the-scenes looks at the airplanes you've asked to see! Professional video crews from around the country will be covering EAA OSHKOSH '88 for you!

For the first time ever, EAA is going to a 90-minute production! You 'll see it all in this dynamic video - from the arrival of British Airways' supersonic "Concorde" jet to the historic appearance of the U.S. Air Force's B-1 bomber! Why miss out? Order early and re­ ceive more than10% OFF the regular price­ if you order before or during EAA OSHKOSH '88, this powerful video is just

*MORE AIR SHOW When you think of air shows, EAA OSHKOSH has it all. Airplanes of every size, make and description participate every day! The skills of these pilots and the beauty of their routines mesmerize even the veteran observer. Spe­ cial feature on the two performances by the heavy iron - the EAA WARBIRDS OF AMERICA!

$39.00*

ORDER NOW. CALL TOLL FREE 1-800-843·3612 • Plus $3 shipping and handling (Wisconsin residents add 5% sales tax)

ORDER EARLY - USE YOUR EAA MASTERCARD (OR OTHER MAJOR CREDIT CARD)

YOU WON'T BE BILLED UNTIL YOUR EAA OSHKOSH '88 VIDEOTAPE IS SHIPPED!!!