VA-Vol-19-No-6-June-1991

STRAIGHT & LEVEL

aircraft to be recognized by the An­ tique/Classic Division of EAA. The description of the Contemporary category is contained inside this issue of ~ VINTAGE AIRPLANE. (See the Ale 'c g. NEWS column for more information. ­ ~ HGF)

We are not prepared to park

~ these aircraft in the show plane area for the 1991 Convention and will not be parking these planes in the show planes area this year. Our plans are to have an area available for the 1992 convention.

by Espie "Butch" Joyce Before the new Category was voted upon and approved, most of the cor­ respondence I received from members concerning this category was positive.

I would like to report to the member­ Norma Johnson, President of AVA, ship some of the actions that were taken Inc. and our insurance program agent, at your Board of Directors meeting held gave a report on the insurance program. during this past May. The meeting was I have been monitoring this program as very well attended. During the meeting, well. So far, everyone participating is George York, who is the Division really pleased with the results. I en­ Secretary and an Officer of the courage members to contact AVA, Inc. Division, now wishes to resign as As I said before, the more people we secretary and continue as a Director. have participating in this program, the George has been with the Antique/Clas­ stronger it will be. Their ad is in the sic Division since its beginning, serving magazine. on the original Board of Directors when Saturday, May 10, was the EAA the Division was formed . Steve Nesse, Board meeting, which I also attended. who is a Director of the Division, was Saturday was a beautiful day, with light appointed to serve out George's term as winds and blue skies. This was the big Secretary. George was elected to fill opening weekend for Pioneer Airport.

Steve's term of Director. Steve has What a distraction! They were flying been a Director for several years and has great aircraft like the Ford Trimotor and been a very active member during that Meyers OTW. It was really hard for me period of time. to keep my attention on the Board meet­ The Membership Report was given ing! Every time one of the airplanes and our membership stands close to the would fly by, I would be tempted to tum 7000 mark at this time. We have 17 around and take a look. There was an active Antique/Classic Chapters. Your excellent turnout for opening day of Division is, at this time, on a financially Pioneer Airport. We'll have an article sound basis. The Board of Directors on the activities of opening weekend in voted to financially support Pioneer the July issue of VINTAGE Airport with a donation from the Division's treasury this year, which was AIRPLANE. If anyone has a free done. Also, the Directors voted unani­ weekend, they should try to visit this mously to include the new category of airport while the activity is going on.

2 JUNE 1991

They will be very proud of what they see.

There is an article in this issue of VINTAGE AIRPLANE that I think everyone will really enjoy . Written by John Baker, it's the story of Pat Cargile making a dream come true for his Dad. Let's just say the dream has something to do with a Piper Cub. You'll enjoy it too.

We'll soon be at Oshkosh at our an­ nual convention. I am already becom­ ing excited about being there this year.

There is a lot of activity planned for this convention . We are enlarging our An­ tique/Classic Headquarters building and will also have a larger Type Club tent this year. We anticipat e , as reported by Julia and Joe Dickey, Type Club Tent Chairfolks, a total of21 Type Clubs will be present this year. Also at this time, we are installing an asphalt pad for this tent to give these people a more level area to display their clubs.

Type Clubs area are a most welcome addition to our area. The service they perform for the membership is invalu­ able. Speaking of Type Clubs, I in­ tended to visit the Swift Association Fly-In which was held in Athens, Ten­ nessee, but duty called and I was not able to attend. A gentleman stopped in Shiloh Airport with his Swift on his way back to Norfolk. He had been in atten­ dance there and reported that they had about 98 Swifts at this fly-in. Charlie Nelson certainly has an active group of people!

On a personal note, I have really been enjoying my Cub this spring. I don't even mind cleaning the bugs off. I hope everyone is having as good a time with their aircraft. Let's all remember that we should all pull in the same direction for the good of aviation. Join us and have it all! .

PUBLICATION STAFF PUBLISHER

Tom Poberezny

VICE-PRESIDENT

MARKETING & COMMUNICATIONS

Dick Matt

EDITOR

Henry G. Frautsc hy

MANAGING EDITOR

Golda Cox

ART DIRECTOR

Mike Drucks

ADVERTISING

Mary Jones

ASSOCIATE EDITORS

Norman Petersen Dick Cavin

FEATURE WRITERS

George A. Hardie, Jr. Dennis Parks

EDITORIAL ASSISTANT Isabelle Wiske STAFF PHOTOGRAPHERS

Jim Koepnick Carl Schuppel

Mike Steineke

EAA ANTIQUE/CLASSIC

DIVISION , INC.

OFFICERS

President Espie " Butch " Joyce 604 Highway St. Madison, NC 27025 919/427-0216

Vice-President Arthur R. Morgan 3744 North 51st Blvd.

Milwaukee, WI 53216 414/442-3631

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

Treasurer

E. E. " Buck " Hilber!

P.O. Box 424

Union, IL 60 180

815/923-4591

June 1991 •

Vol. 19, No.6

Copyright © 1991 by the EAA Antique/Classic Division, Inc. All rights reserved.

Contents 2 Straight & Level

by Espie "Butch" Joyce

4 Aer omail 5 A/C News/compiled by H.G. Frautschy

6 Sun ' n Fun 1991 Award Winner s

8 Vintage Liter ature/by Dennis Parks

11 Pretty Lady/by Marty Engler 14 Papa Gets His C ub/by John Baker

17 Vintage Seapla nesjby Norm Petersen 18 Hints for Homebuilder s

DIRECTORS Rober! C . " Bob" Brauer John Berendt 9345 S. Hoyne 7645 Echo Point Rd. Cannon Falls, MN 5E:fXfi Chicago. IL 60620 312/779-2105 507/263-2414 Gene Chase 2159 Carlton Rd. Oshkosh, WI 54904 414/231-5002

John S. Copeland 9 Joanne Drive Westborough, MA 01581 508/366-7245 George Daubner

Philip Coulson 2448 Lough Lane

28415 Springbrook Dr. Hartford. WI 53027

Lawton, MI 49065 414/673-5885

616/624-6490 Stan Gomoll

Charles Harris 1042 90th Lane, NE

3933 South Peoria Minneapolis, MN 55434 P.O. Box 904038 612/784-1172 Tulsa, OK 74105 918/742-7311 Jeannie Hill

Dale A . Gustafson P.O. Box 328

7724 Shady Hill Drive Harvard, IL 60033

Indianapolis, IN 46278 815/943-7205

317/293-4430 Rober! D. " Bob" Lumley Robert Lic kteig 1265 South 124th St. 1708 Bay Oaks Drive Brookfield, WI 53005 Albert Lea, MN 56007 414/782-2633 507/373-2922 Sleven C. Nesse Gene Morris 115C Steve Court, R.R.2 2009 Highland Ave. Albert Lea, MN 56007 Roanoke, TX 76262 507/373-1674 817/491-9110

Page 14

22 The National W aco Club/ A Biography/by Ray Brandly 24 Notice of Annual Meeting 27 Pass It To Buck/by E.E. "Buck" Hilbert 30 Calendar 31 Vintage T r ader

Page 22

34 M yster y Pla ne/by George Hardie Jr.

FRONT COVER ... A bit of Stinson heaven for all those who love the marque. John Lawrence and his Lycoming powered 108-3, holding formation with the Great Grand Champion of Sun 'n Fun '91, Bob and Anne Lindley's 1936 Stinson SR-8E. Photo by Jim Koepnick, photo plane flown by Bruce Moore.

BACK COVER ... Papa Cargile's Cub taxis in after an evening flight - what more can we say? Photo by John Baker.

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

DIRECTOR EMERITUS S.J. Wittman

7200 S.E. 85th Lane

Ocala. FL 32672

904/245-7768

ADVISORS John A. Fogerty 479 Highway 65 Roberts. WI 54023 715/425-2455

Jimmy Rolliso n 823 Carrion Circle Winters, CA 95694-1665 916/795-4334

Dean Richardson 6701 Colony Drive Madison, W 53717 608/833-1291

Geoff Robison 1521 E. MacGregor Dr. New Haven, IN 46774 219/493-4724

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

Editori" Policy: Readers are encouraged to submit stories and photographs. Policy o!>nions expressed in anieles are solely those of the authors.

Responsibility for accuracy in reponing rests entirely with the contributor. Material should be sent to: Editor, The VINTAGE AIRPLANE, P.O. Box 3086, Oshkosh, WI 54903·3086. Phone: 4t4/426·48OO. The VINTAGE AIRPLANE (SSN 0091-6943) is published and owned exclusively by EM Antique/Classic ~vision, Inc. of the Experiment" Aircraft Association, Inc. and is published monthly at EM Aviation Center, P.O. Box 3086, Oshkosh, WI 549<J3.3086. Second Class Postage paid at Oshkosh, WI 54901 and addition" mailing offices.The membership rate for EM Antique/Classic ~vision, Inc. is $20.00 10r current EM members 10r 12 month period of which $t 2.00 is for the publication of The VINTAGE AIRPLANE. Membership is open to all who are interested in aviation.

ADVERTISING· Antique/Classic ~vision does not guarantee or endorse any product offered through our advenising. We invite constructive criticism and welcome any report of interior merchandise obtained through our advertising so that corrective measures can be taken.

POSTMASTER: Send address changes to EM Antique/ClasSIC~vision, Inc. P.O. Box 3086, Oshkosh, WI 54903·3086.

VINTAGE AIRPLANE 3

COUPE NOTE Dear Sirs, R ef.: Dec. 1990 VINTAGE AIRPLANE, By Father Tom Roland on NC 28961 currently in museum. Page 12 - the caption at the top of the page "Father Tom and his 'Coupe cue up to join the Antique/Classic Parade of Flight during EAA Oshkosh 83". The man in the right seat is Fred Weick. Mr Fred rode with Father Tom in the Parade. In case you hadn't noticed in the picture, you might want to know.

Thanks, Mark Harden EAA 144314, A/C Thanksfor pointing that out Mark - I didn't know, but knowing makes the pic­ ture that much better! I'm glad I got to meet "Mr. Fred" during Sun 'n Fun this past spring. He's quite a gentleman, and it was obvious why so many people hoth in and out of the Ercoupe com­ munity feel so strongly about the man and his accomplishments - he has done

a lot of great things for aviation in a long and distinguished career. Here he is at Sun 'n Fun with John Wright, Jr. Ale 12734 and John 's pretty 1946 Er­ coupe 41S-C.

Rowland Hall with Ray Plote's J-3 on Rowland's 50th anniversary.

4 JUNE 1991

John Wright, Jr. and Ercoupe designer (among other aircraft) Fred Weick at Sun 'n Fun '91 .

YOUR OTHER ANNIVERSARY Dear Henry, On 10 May 1941, as a 24 year old Marine lieutenant home on leave, I made my first solo flight in a J-3 Cub, NC 32811 after 8 hours of dual in 9 days . On 10 May 1991, to com­ memorate the 50th anniversary of this flight my friend , Ray Plote, generously loaned me his beautifully restored 1941 J-3, N 41001 for a few turns around the patch . The original event was not recorded on film but the enclosed shows the latter. It was a most nostalgic ex­ perience.

Sincerely, Rowland L. Hall EAA 146593, A/C 12951 I too count the years that I've been fortunate to be an aviator. Many mile­ stones occur during our lives, but few match the feeling ofaccomplishment of your first solo or the day you get your private ticket. Whatafeeling! - HGFe

compiled by H.G. Frautschy

EAA ANTIQUE/CLASSIC DIVISION ADDS NEW AIRCRAFT CLASSIFICATION The EAA Antique/Classic Board of Directors voted during their spring meeting to expand the Antique/Clas­ sic Division of EAA to recognize aircraft manufactured between January 1, 1956 and December 31, 1960. This new aircraft classification will be known as the Contemporary class, and will be in addition to the two classes that currently exist within the Division. This addition will welcome the wide range of aircraft manufac­ tured between those years that are now being lovingly restored to showplane quality by their owners.

Contemporary Aircraft activities will conform to the following schedule: 1991 - Effective immediately, ar­ ticles and photos of Contemporary Aircraft can be submited for considera­ tion to be used in the Division publica­ tion, VINTAGE AIRPLANE. There will be NO parking available for Contemporary aircraft during the 1991 Convention.

1992 - For the first time, parking will be available for showplane quality Con­ temporary aircraft. During the 1992 Convention, jUdging standards for the new classification will be finalized .

1993 - Parking and judging of Con­ temporary showplanes will be done during the Convention.

An announcement concerning the parking arrangements for Contem­ porary Aircraft at the 1992 Convention will be made following the Convention this summer. The Antique and Classic classifications will not change as a result of this action by the board. Anti­ ques remain those aircraft manufac­ tured prior to January 1, 1946, with the exceptions currently in force. Classic aircraft will remain those aircraft manufactured between January 1, 1946 and December 31, 1955.

I'm certain that there are a number of questions that members of the division have concerning this major change in the direction of the Antique/Classic di vision. Please feel free to send in your questions and comments here to Head­ quarters and to your Board of Directors.

The time between now and the 1992 Convention can be used to polish up all those showplane quality straight-tail Cessnas, early model Mooneys, Com­ anches and even later model Piper Tri­ Pacers we expect to be looking so good for their debut in the EAA An ­ tique/Classic Division.

OSHKOSH NOTES The clock is ticking and EAA Osh­ kosh '91 is fast approaching. Here are a couple of items from Bob and Phyllis Brauer.

Chapter Membership and Informa­ tion Booth: The Antique/Classic Membership and Information booth will be operating every day during EAA OSHKOSH '91 under the chairmanship of Bob Brauer, Chicago, Illinois and Dave Bennett, Columbia City, Indiana. The booth will open on Thursday, the day before the convention begins, and continue to operate daily throughout the week from 8:00 a.m. until the air show begins.

Volunteers will be on hand enrolling new Antique/Classic members or renewing current members, handing out issues of AEROGRAMS - An­ tique/Classic's daily convention news sheets, - providing starter kits for new chapters and taking reservations for the chapter lunch on July 27th. Familiar faces volunteering at the booth in the past have been: Jim Colburn, Plant City, Florida; John Lachendro, Butler, Pennsylvania; Anna Osborne, North Barrington, Illinois; Bill Marcy, Lit­ tleton, Colordado; and Lloyd Gates, Norway, Maine.

On the next page you'll meet some of the volunteers of your Antique/Classic Membership and Information booth.

CHAPTER LUNCH Antique/Classic Chapter officers and newsletter editors will be getting their just desserts at the chapter lunch July 31st at 11 :00 a.m. at the Nature Center Pavilion. The cost of the lunch is $6.00 for chapter members but free for officers, newsletter editors and their spouses. This event provides an opportunity for the Division to say thank you for providing the leadership necessary to maintain an An­ t i que/Classic chapter and for attend­ ing EAA OSHKOSH '91.

RESERVATION FORM FOR ANTIQUE/CLASSIC CHAPTER LUNCH Name (s)_ _ _ _ _ _ _ _ _ _ _ __ AIC No.,_ _ _ __

Chapter No._ _ _based at_ _ _ _ _ __ Signature VINTAGE AIRPLANE 5

%e

Reservations are required and may be made by completing the form on page 5 and bringing it to the Chapter Member­ ship and Information booth at the con­ vention no later than July 29. More forms will be available at the conven­ tion, but when making reservations in person, be sure to present evidence of chapter membership such as a member­ ship card, dues receipt, club number newsletter or stationery, badge, etc.

,..[W5

continued

Dave Bennett, Co-Chairman of Member­ ship and Information Booth.

Bill Marcy, Volunteer.

Bob Brauer, AIC Director and Chairman.

Jim Colburn and John lachendro man the booth during Oshkosh '90.

6 JUNE 1991

ANTIQUE PARKING Art Morgan, A/C Vice President and Parking Chairman for the EAA Con­ vention would like to invite Antiquers to come to EAA Oshkosh '91. This year, the north half of what has in the past been Showplane Camping will be used for Antique parking. NO camping will be allowed in this half of the area, and extra security will be provided in the evening. This will be a permanent change to the parking and camping areas. Antique aircraft owners are en­ couraged to "rope off' their aircraft, (nose to wingtip to tail to wingtip to nose) for an added level of security.

SECRETARY CHANGE At the spring Board of Directors meeting of the Antique/Classic Division of EAA, George York resigned his position of Secretary. A/C Director Steve Nesse was elected by the board to serve out the remainder of Georges term. George was then elected to Steve's Board of Directors position.

Confused? Don't be. George is deter­ mined to get "just one more Stagger­ wing done!", and feels he just cannot devote the additional time needed to serve as an officer. Best of luck on your project, George. We all know it will be spectacular! •

VI~TA(3~ LIT~l2ATUl2~

b y Uennis Var-ks~

IAA Libr-ar-y/ Ar-chives

Uir-ect()r-

Cirrus powered Wittman Chief Oshkosh , sweepstakes winner in Los Angeles ond third place in the Chicago sweepstakes.

THE NATIONAL AIR RACES THE GOLDEN AGE (Pt. 5) 1933

Labor Day period. These races were sanctioned by the NAA.

The 1932 National Air Races at Cleveland proved a classic of air racing with many new aircraft appearing and many records broken, many which would last the course of half a decade.

The winning Bendix Trophy speed of 245 mph, set by Jimmy Hazlip, would not be broken until 1937. Similarly, Jimmy Doolittle's Thompson Trophy speed, a closed course of 253 mph, would hold until 1936.

The air racing scene for 1933 was one of confusion. The National Air Races normally over Labor Day would be held in Los Angeles on the 4th of July weekend. Chicago, which also had ap­ plied for the same July dates to the Na­ tional Aeronautic Association (NAA) for the same period but hadn't received sanctioning, held its own maverick races, named the American Air Races, on that same weekend, sponsored by the Chicago Tribune. To make matters even more confusing, Chicago was also the site of the International Air Races as part of the Century of Progress Ex­ position and held over the traditional

The June 1933 issue of AERO DIGEST reported the discontent over the NAA decision not to sanction the July Chicago races, a decision which also in­ cluded a three year ban on pilots for taking part in unsanctioned meets. "The con­ tempt in which the NAA is held by the majority of pilots is due solely to the policies of Hiram Bingham (president of NAA) whose latest intolerable ruling vio­ lates every consideration of justice. The governors and members of the NAA should oust the old politician from the presidency of their association which, through his mal-administration, has fallen into disrepute."

For the 1933 races there were two conflicting groups of air race promoters: Corpening and Schroder group in Chicago who applied for July dates, and the Henderson Brothers of Cleveland who asked for both July and September dates. Lack of impartiality was leveled against the Contest Committee as Clif­ ford Henderson, one of the competing

NAA

race promoters, was a member of the Contest Committee and in the words of AERO DIGEST "was placed in the peculiar position of being able to sanc­ tion his own air races and to condem his competitor's races!"

NATIONAL AIR RACES The 1933 races held July 1-4 at the Los Angeles Municipal Airport were a shortened version of the normal meet and were restricted to free-for-all races for purely racing aircraft. These races were organized into groups by cubic­ inch displacement except for the Bendix and Thompson which were unlimited events. Derbies and races for type cer­ tificated aircraft were elmininated.

There were still air show and aerobatic displays. Among the crowd favorites were Ernst Udet, the German war ace performing three dead-stick loops in his Flamingo and Lt. Tito Fal­ coni of Italy performing inverted aerobatics in his Caproni biplane. From Hollywood came the "Hollywood Trio," consisting of Frank Clarke, Paul Mantz and Jack Rand who put on an amazing display of aerobatics.

VINTAGE AIRPLANE 7

Though there were few new aircraft, there were new racing pilots; two who did consistently well were George Hague flying the Keith Rider Special and Roy Minor in the Howard "Mike."

Hague flew and placed in every free­ for-all event from the daily 375 cubic inch events up to the unlimited Thompson Trophy classic. Roy Minor was sent to race in the Natioinals while Harold Neumann was racing "Ike" in Chicago at the American Air Races.

Minor and "Mike" were very successful at Los Angles, winning four firsts, two seconds, two thirds and one fourth.

Los Angles also saw a Sweepstakes Award for the best overall performance in the 550 cubic inch and the 375 cubic inch class. Minor took the 550 class sweepstakes with three wins and Steve Wittman in Chief Oshkosh took the 375 inch award with two seconds and two thirds.

BENDIX TROPHY The only major speed record to be broken in the 1933 Nationals was in the Bendix transcontinnental race from New York to Los Angeles which opened the 1933 event. Roscoe Turner flying a Wasp Senior powered Wedell­ Williams racer set a new coast to coast record of 11 hours and 30 minutes.

Jimmy Wedell finished second in his Wasp Junior powered Model 44.

Turner and Wedell were the only two finishers out of five starters in New York. Amelia Earhart flew in a Lock­ heed Vega but put down in Wichita.

The Gee Bee Super Sportsters suffered a worse fate. Russ Thaw ground looped his racer at the first fuel stop in In­ dianapolis and damaged a wing. Rus­ sell Boardmen half-rolled into the ground on takeoff at Indianpolis and was fatally injured. The last entrant, Lee Gehlbach, experienced a fuel prob­ lem in his Wedell-Williams and was forced down in Indiana.

T HOMPSON TROPHY The July 4th Thompson free-for-all drew six aircraft, all of which had flown in the 1932 Nationals and three in the 1932 Thompson. The pilots were: Ros­ coe Turner, Lee Gehlbach and Jimmy Wedell in the Wedell-Williams racers; Roy Minor in "Mike;" Granny Gran­ ville in a Gee Bee Model Y and George Hague in the Keith Rider "Bumble Bee." This was quite a mix of aircraft running from the 650 hp in Turner's Wedell-Williams to the 125 hp in the Rider "Bumble Bee." 8 JUNE 1991

The race consisted of six laps around the 10 mile course, shortened from the cus­ tomary 10 laps. After a racehorse start, Turner took the lead but lost it after cutting a pylon, which he had to circle again. He regained his lead from Jimmy Wedell and finished first. However, Turner was dis­ qualified for not reflying the skipped pylon while on the same lap as when he cut it, thus making Jimmy Wedell the winner at a speed of 224.9 mph.

Lee Gehlbach was second in another Wedell- Williams and Roy Minor finished third at 199.9 mph in the 225 hp "Mike." Hague was next in the Rider "Bumble Bee" and Granville fifth in the Gee Bee Y. Even after reflying the pylon, Turner, in his fourth attempt at the Thompson, had averaged 241 mph which would have been good for third place in 1932.

AMERICAN AIR RACES The American Air Race held 10 Chicago at the same time as the Nation­ als in Los Angeles, July 1-4, were ad­ vertised as "The Only Air Events This Summer Featuring ATC Races." In ad­ dition to the races for the type certifi­ cated aircraft, there were also free-for-all races organized by engine displacement. There were a total of 10 races for a purse of $20,000 all under the direction of the Chicago Air Race Corp., the same group that conducted the 1930 air races in Chicago.

In the face of possible suspension from air racing by NAA, there was a good turnout of pilots . These courageous pilots included John Livingston, Art Davis, Art Carnahan, Harold Neuman, Doug Davis and Roger Don Rae. Aircraft flown included the Cessna CR-3A, Tilbury-Fundy Flash, Heath Center-wing, the Howard "Ike" and the Folkerts SK-l.

JOHNNY LIVI NGSTON The Operations Manager for the show and races was Johnny Livingston.

He was also very active in the races being one of the star pilots. In a speed dash on the closing day he beat the world's speed record for aircraft with less than 500 cubic inches in displace­ ment, making an average speed of237.4 mph in his small Cessna racer powered by a 145 hp Warner engine.

Livingston also won both $5,000 fea­ ture events of the American Air Races, the Baby Ruth trophy race and the AERO DIGEST trophy race, collecting total first prize money of $4,500.

AMERICAN

AIR RACES

MUNICIPAL AIRPORT CHICAGO, JULY 1-2- 3-4 • Under Milnilcemenl of

CHICAGO AIR RACE CORPORATION M. M • . Corp.nlne. P....ld.nt II. W. Schro.der. Director of I:vonta

SPONSORED BY THE

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THE ONLY AIR EVENTS

THIS SUMMER

FEATURING ATC RACES

ALSO

NUMEROUS FREE -FOR -ALL RACES Thousands of dollar~ In prize money will be placed In escrow for protection of pilots and complete proiram announced on June 1 Enida. wiD b. .d.d upon by the cont•• t com­ mitt••• 1 thj .r. received. 0.t8' of evenn will b. announce on June lat. Writ. or wire for fun (nf9rm.tion and entry bl.nh to execi.rlive H..d­ "u.rt.n, Chicago AIr R.,. Corpor.tion, Hotel Sh.rmen, Chkago, III

Note: Pilot end Mecheni, G,.",e, will b. honored 4, ·pa"., on any day.

Memben of the 4yiation Industry wiU be furnished paua. on ,."ipt of nqu"t on DUline" at.tionery or bLisineu ,.rd.

Another winner was Harold Neuman winning all three 350 cu. in. races using two different aircraft - a Lambert powered Monocoupe and a Cirrus powered Folkets.

CHICAGO INTERNATIONAL AIR RACES This air show and competition was held under the auspices of the Century of Progress Exposition and sponsored by the Chicago Daily News and sanc­ tioned by the NAA . It was held at the Curtiss-Reynolds airport, also site of the 1930 National Air Races, on September 1-4,1933.

There were 17 events at Chicago which were organized by engine dis­ placement except for the Frank Phillips Trophy Race which was for unlimited racers. Displacement limits ranged from 200 cubic inches to 1,000 cubic inches. There were three 200 cu. in.

Art Chester with his Chester Special won all four of the 375 cubic inch events at the Chicago international Air Races.

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John Livingston with the Cessna CR-3 prior to the American Air Races in Chicago.

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Florence Klingensmith's Gee Bee Model Y fitted with a 450hp Whirlwind engine.

VINTAGE AIRPLAN E 9

,

Hansen Baby Bullet flown by Art Davis to first and second place in the 115 cubic inch events at the American Air Races in Chicago.

The Caproni biplane flown in aerobatic displays by Italian pilot Lt. Tito Falconi.

Jimmy Wedell in number "44" set a speed record of 305.33 mph at the International Air Races in Chicago.

10JUNE 1991

Lee Miles in the Miles and Atwood Spe­ cial.

events, all of which were won by Steve Wittman in the Pobjoy Special. All four 375 cu. in. races (Menasco and Cirrus engines) were won by Art Chester in the Chester Special, and Roy Minor who did so well in Los Angeles, won all four of the 550 cu. in. events in the Howard "Ike." Minor also took a third with "Ike" in the unlimited race.

The big race was the unlimited race for the Frank Phillips Trophy and $10,000. This race was very similar to the Thompson Trophy race held in July.

It was run over 12 laps of an 8 1/3 mile course for a total of 100 miles. Jimmy Wedell won the Phillips Trophy just as he had the earlier Thompson Trophy and at a faster speed, this time at nearly 246 mph versus 238 at Los Angeles.

With both Gee Bee Super Sportsters missing, it was a Wedell-Williams benefit with all three Model 44s starting the race. On the eighth lap Roscoe Turner's engine gave him problems and he landed leaving second place to Lee Gehlbach in the third Model 44. Third place went to Roy Minor in the Menasco powered "Ike" at a credible speed of215 mph, just a few miles per hour short of Lee Gehlbach.

Unfortunately it was this event that saw the fatal accident of Florence Klin­ gensmith. She was flying a Gee Bee Model Y in which an uprated Whirlwind of some 450 hp had been installed, when the fabric covering on the wing tore away and the craft crashed. After the race, Jimmy Wedell in his Model 44 set a new world speed record at an average speed of 305.98 mph. Before the Chicago races Wedell had installed an 800 hp Wasp Senior engme.

There were complaints in both AERO DIGEST and AVIATION about the dependence upon large engines for performance. The August 1933 issue of AVIATION stated that "The only noticeable trend in the design of racing planes is the increase of speed by brute force," and that "most racing plane designers have concentrated their ef­ forts on getting additional power and have left credit for improvement in per­ formance to the engine manufacturers."

This would change in 1934 with the creation of the Greve Trophy. This competition was limited to aircraft with engines of 550 cubic inches or less.

With this engine limit, the emphasis was on total design and a new series of mid-powered racers would emerge in the last half of the decade . •

PRETTYLADY

by Marty Engler

(EAA 246952, Ale 12582)

Ever have the "itch" to do something really special? Well, I did - and I did.

As long as I can remember I have wanted to have a Fairchild type aircraft.

I used to draw pictures of airplanes during those hundreds of boring busi足 ness meetings I attended during my working career, and the pictures were always of the same aircraft. I thought I was drawing a Stinson Reliant, but as I look back on them I now realize they were of a Fairchild. I had a Fairchild in the back of my mind and heart for a long time.

Finally the day came to hang up the spurs and I entered the marvelous world of retirement. I had always wanted to get an A&P license, for like so many I had worked on my own airplanes for many years - so I did. Then I attended the Smithsonian's Antique Airplane Restoration Seminar to learn about restoring old flying machines. It was a lot

Upon closer inspection, the wings needed a bit more than just a couple of coats of new varnish.

VINTAGE AIRPLANE 11

The left wing is prepared for its new spar.

of fun and most educational. I learned that even if you didn't have all the mar­ velous facilities they have, with a little ingenuity and a lot of patience the amateur could also duplicate a lot of the things the early airplane builders did to make their airplanes the works of art which they were. At the Smithsonian I learned the three key words to aircraft restoration - patience - patience ­ patience.

I then began my search for a Fairchild in earnest. I read Trade-A -Plane religiously, joined the Fairchild clubs and did everything else you are sup­ posed to do to carry out such a search.

Most importantly, I contacted some of the leading people in the Fairchild group like Charlie Bell, Ed Wegner and John Berendt. All were most generous with their time and suggestions. It was Char­ lie Bell who directed me to the Fairchild of my dreams and I am much indebted to him for that and the other many help­ ful things he has contributed to my airplane's rebirth .

I looked at several Fairchilds around the country and finally decided that if I wanted an airplane I felt comfortable in and I knew was going to be safe to fly for the rest of my career, I had better find one which was way down and rebuild it as I wanted it to be rebuilt. It wasn't that I am anything special as a builder, but I at least wanted to know what the spars looked like, what the longerons were like and those kinds of things. Looking at several of the machines on the market left doubts in my mind as to their long­ 12 JUNE 1991

term longevity and soundness. Too many had the good old "Du Point over­ haul" where the outside paint job looked fine but little, if anything, had been done to the underpinnings. That's where Charlie Bell came into the picture.

I had found a prospective purchase down in Malden, Missouri and before going down there to look at the airplane, I called Charlie Bell to ask if he knew anything about that particular bird.

Charlie said he thought he knew the airplane and told me of several things to pay particular attention to. I checked it over and decided not to buy it. I called Charlie to thank him for the help and advised him I had not purchased that particular machine. Charlie said he didn't think I would buy it but then asked if! was interested in a "project."

I said I really was and he told me of a Fairchild C8C in Green Bay, Wiscon­ sin. Charlie went on to say he had been interested in buying that airplane from the owner for the last several years but was unsuccessful. Charlie had just bought a Fairchild F-22 to restore and no sooner had he bought the F-22 than the owner of the C8C called and asked ifhe was still interested. Happily, I was talking to Charlie at this point in time and he directed me to Gary Athey, the C8C owner.

Gary had purchased the C8C in 1981 and had worked on it for about three years. He had done a beautiful job of restoring the fuselage and had over­ hauled the Warner Super Scarab engine.

Gary is a professional mechanic by

trade, and spends many a wintry hour overhauling aircraft engines when he isn't rebuilding someone's automobile engine or transmission. For one reason or another Gary decided to sell the Fair­ child and I was lucky enough to be in the right place at the right time. I talked to Gary on the phone and we made a date for me to visit Green Bay and look at the bird. I fell in love with the Fair­ child when I saw it and Gary and I both knew I was destined to become the next owner. We concluded our business transactions in short order and the Fair­ child was mine - all mine!

A couple of weeks later I arrived in Green Bay with a Hertz-Penske truck and Gary, Graham Abbott (a young friend of mine from EI Paso) and I spent a day and a half loading all of the bits and pieces into the truck. Following a delightful lunch, prepared by Ginny, Gary's wife, Graham and I boarded the truck and were off for Texas. It was a fun two and a half day trip and I sweated out every bump in the road, fearful something might damage my new found treasure.

Upon arrival in EI Paso we meticulously unloaded the treasure and inspected things very carefully. This was the first chance I had had to really see the wings and they were not in too hot a condition. Cursory inspection had led several of us to believe they only needed a coat of varnish and then recovering - not true. The wings were

With the new spar slipped in place, the left wing ribs are reattached with new gussets.

With the new bulkheads and stringers installed, the fuselage is ready for the next step ...

badly rotted from the rear spar to the trailing edge. The right wing had a cracked spar right at the wing brace attach fitting and the root ribs were out of the picture. It was obvious the place to start was on the rebuild of the wings and that is what I did.

Lots of splicing, replacing of gussets and rebuilding of aileron and flap sup­ ports was in order. I was lucky for I had one wing to look at while I tore the other apart for rebuild. Several local ex­ perienced mechanics with inspection authorizations examined the structure and counseled that if I rebuilt from the rear spar back, I would be in good shape.

The wing with the damanged spar was another story. The spar had to be replaced in its entirety and such a

project was more than a walk in the park. To find a piece of aircraft spruce one and a half inches by seven inches by sixteen feet was unbelievably compli­ cated. I tried every source any of us has ever heard of, but they all said there was no such animal in existence today. I finally made contact with Harrison Bemis of Air Repair in Santa Paula and Harrison found me a spar. Not only did he find the spar blank but he told me he could rout it out to factory dimensions as he had access to a set of C8C spars there at Santa Paula.

I was delighted and in about two weeks I had a beautiful spar with every drilled hole and routed section done per­ fectly . I slipped the old spar out of the wing and inserted the new one - regus­

.. . The Stits covering finished up to Poly-Brush, with the tapes in place.

setted the ribs and reinstalled the plywood leading edge. Sounds so simple as I write about it now, but believe me it was a challenging task for a first time rebuilder - even with that beautiful spar in hand.

I will always be grateful to Ray Stits for producing the wonderful video he made of recovering an airplane. I must have looked at it 20 times but it was time well spent. I also visited Ray's tent at EAA OSHKOSH '88 to observe the covering process before I undertook my task. Everything Ray claimed and demonstrated in the video was accurate and the covering went on as advertised.

I really enjoyed the covering operation.

It took me a week to rib stitch each wing but Ray demonstrated the rib stitching so well in the video that what I had anticipated as being a most onerous task was really quite fun .

I was unable to find an envelope for my Fairchild so I bought a commercial sewing machine and sewed it myself.

After a lot of practicing I finally got up enough nerve to actually sew on that pretty Stits fabric and, surprisingly, it came out pretty darn well. There are a lot of people in this city who could have sewn my fabric for me, but I really tried to do everything I could myself. I will be the first to admit, however, I had help from many friends during all phases of the project since there are just so many things you can't do all by yourself.

Friends and willing workers are a wonderful asset and I was blessed to have lots of help when it was needed.

After covering the bird it was time to paint. I was not allowed to do any spray painting in my aircraft hangar so I moved the airplane over to a large han­ gar belonging to the company I used to work for, El Paso Gas and Electric.

They have a great painting area in the hangar and gave me full access; it's great to have worked for a fine company and I certainly did!

Now that I had the airplane in the" com­ pany hangar," I also had access to five of the fmest mechanics I have known. The "AI" that inspected my work throughout the project was one of those mechanics and it was really great to have him so close by during the fmal phases of the project.

I selected the paint scheme from a model of a C8C residing in a model case at the San Diego Aerospace Museum. I con­ tacted the model builder and he graciously sent me several photographs of his model and some information about the paint job.

(Continued on Page 21) VINTAGE AIRPLANE 13

Every child wants to do something special for their Mom or Dad 足 Here's how to make a Dad's lifelong dream come true...

- - by John T. Baker - 足 (EAA 244915, Ale 10233) When you see Gordon "Papa" Car足 gile of Columbia, South Carolina these days, it will often be at the airport, and he will be wearing this really big grin .

Why? Because after many, many years of waiting, he finally has the Cub of his dreams. But to get to the rest of the story (as Paul Harvey would say), we need to go back a few years, say 50 or so.

The place was Thorsby, Alabama; the year was 1941. Being located within a mile of the exact center of the state, Gordon's home town was surrounded by military training fields; Gunter and Maxwell at Montgomery, Craig in Selma and, of course, Tuskegee. And like a lot of us 15 year olds, Gordon loved anything to do with aviation and would stop and look skyward whenever an airplane flew over. And believe me, 14JUNE 1991

there were tons of aluminum passing overhead in the early war years. 1943 came and Gordon was able to join the Navy and learn to direct artillery as a "fire controlman." Then, after the war he learned to fly, thanks to the G.I. Bill, in J-3 Cubs. These could be rented for $6.00 an hour or you could rent the 50 hp Franklin powered Cub for $4.00 and hour, but it was for solo only. To keep the cost down, you'd get a buddy to split the cost and fly for $3.00. This sounds wonderful today, but remember that the average pay back then was around $28.00 a week.

Time progressed, with Gordon flying Cubs most of the time, but also an Aeronca or two and a 75 hp Funk. Then in July 1948, Gordon decided that his growing family needed his time and

resources more than his flying did, so he closed his logbook and hung up his wings, and did not solo again for the next 42 years. Don't get me wrong; the love was still there and he shared it with his boys, Jeff and Pat, by taking them to the airport to watch planes come and go, to air shows, even getting them ac足 quainted with the legendary Bevo Howard. Many visits were made to the Wings & Wheels Museum at Santee, South Carolina in the late 1960s.

The seed that Gordon planted sprouted and grew until Pat decided that aviation was the field for him and went off to A&P school in Florence, South Carolina. While studying to become a mechanic, some of the guys decided to get their private so that they could have a better chance at getting a job. This

Looking just the way Papa Cargile remembered it.

Tony Brunson applies the final Cub Yellow to the Fuselage.

sounded good to Pat, so he went along with it. After working at local FBOs in Florence and Columbia, Pat got a flying job and worked his way up to twins and then kerosene burners. Today he flys left seat in Saberliner jets, owns half interest in a Pitts S2-A and is recovering his 1949 Piper Clipper.

Now I know you are wondering what all this is leading. Well, here it is. For the past 30 years, the top item on Gor足 don Cargile's wish list had been "Piper Cub." And we all know that you don't

give Cubs as gifts. But this didn't keep Pat from looking around for a good deal, and if you have been watching Cub prices lately, you realize that even ratty Cubs go for over $10,000. In January 1990, Pat had narrowed the field down to a couple, and in February he bought a local Cub and started a "cleanup" for presentation on March 23rd. Like a lot of fabric airplanes, this one had a few spots of hangar rash, chipped enamel on the cowl, etc., along with a set of wings that were covered at a different time than the fuselage. This, and a right aileron that had been recovered at yet another time, made for an airplane with four or five different colors of "Cub" yellow.

A decision was made to repaint the cowl and try rejuvinating the fuselage,

Pat Cargile finishing up the Continental A-65 installation.

hoping to bring it up to the newer color of the wings. No dice. We tried for a color match of the wings - the fuselage was sprayed and it looked OK when we left for the night, but when it was dry the next morning, we still had different color wings. The final fix to the problem came about when the entire plane got a fresh coat of paint. And wouldn't 24 inch numbers look good on the wings?

How about we take all the instruments out to be refurbished and the faces redone? The "quick cleanup" snow-

Pat, John and Tony VINTAGE AIRPLANE 15

balled until we had people of all sorts roped into helping get this thing finished in about 30 days! An artist friend painted the "cub caps" for the wheels, a local auto trim shop made vinyl N-num­ bers for the tail along with lettering for the baggage compartment and "no step" signs for the struts. Thanks are due to a lot of folks who were assigned large and small tasks that makes Papa's Cub one of the best looking ones around.

Well, the last job was finished 30 minutes before sundown two days before the 23rd, so the main crew - Pat, Tony Brunson and myself - had just enough time for a couple of trips around the pattern before dark. Then the next day was spent giving rides to all the rest of the helpers and a photo shoot at a grass strip located in a peach orchard that was in full bloom at the time. Then on Friday, the 23rd, Pat flew the Cub up to Columbia and placed it into a bor­ rowed hangar for the surprise party. It's not unusual for Pat to fly in to Columbia and have Papa pick him up for a weekend visit, so when Pat called and said to be there at 7:30 p.m., that didn't arouse any suspicion, but the instruc­ tions were to bring Mom along . Then when Jeff, his wife Ann and daughter Claudia also showed up to "pick up Pat," Papa thought something might be up. As soon as they got to the airport, Pat jumped into the drivers seat and instead of driving back home, he drove them around to a hangar that had two lawn chairs sitting facing the hangar door. Papa and Helen were invited to have a seat and the music began ­ 2001, A Space Odyssey. Then the door

16JUNE 1991

started to rise slowly.

Inside was a smoke machine churn­ ing out clouds of smoke, a strobe light flashing, spotlights shining from the rear of the hangar onto the sides of the Cub and balloons rising from the wing tips. Because there was nothing close enough to judge scale by, Papa told me he couldn't tell if it was a real big scale model radio control plane or the real thing. When the reality sunk in, Papa was just speechless. By this time quite a crowd of friends had gathered and there was your typical aviation party with all the southern fixin's. All the while Papa just kept muttering, "I can't believe it!" So when Pat showed him that it was registered to Gordon Cargile, Papa wanted to know what he needed to do. Pat told him to find a tail wheel instructor, get current, find somewhere

to keep it, it's yours, enjoy.

So that's what transpired, and in the past year Papa has put over 100 hours on the Cub, has acquired one of the new hangars built at Owens Field in Colum­ bia and has furnished it with a couple of chairs, a fridge and another gift, from son Jeff - this time a brand new Huffy bike with balloon tires that was disas­ sembled, painted with the same Cub paint as the cowl, along with a black lightning bolt on the chain guard. Gor­ don now has the time to enjoy his Cub having retired from the Telephone Company. He hasn't just been sitting around though - he had a big hand in Hurricane Hugo relief, using his pick­ up truck to make runs to disaster areas with food, water and supplies.

All in all, this story has been about an out-of-the-ordinary man and his out-of­ the-ordinary son. But the Cub that Papa flys is also out of the ordinary. Cub NC29043 was built 7 January 1941 and was flown little, if any, until 1943.

Then it was flown until July 1946 when it was put into long-term storage. Long term? How about/aurty years long! It's almost like these two were waiting for each other, don't you think? •

by Norm Petersen Antique/Classic member W. R. Helverson of Sparks, Nevada, has been using his trusty camera on a trip across Canada in the fall of 1990 and shot these two Beech 18 seaplanes. The first one is registered C-FNKL and was photographed at Inter­ national Falls, Minnesota. Mounted on Edo 7850 floats, the Beech has the words "Northwestern Flying" on the side of the fuselage.

The second photo was taken at Thunder Bay, Ontario where the twin Beech was sitting on solid ground. No registration was obtained, but the nose of the "18" carries the name, "Bashful Bob". Note the three­ bladed props and neat spinners on the P & W R-985's.

This photo of a Curtis Wright Travel Air 16E, NC 12380, SIN 3520, mounted on Edo 2425 floats were sent in by owner Weldon "Wil_ lie" Ropp (EAA 12331, A/C 787) of Delray Beach, Florida. Willie reports the 16E per­ forms very nicely on floats, getting off the water quickly. The Wright R-540, J6-5, is equipped with an electric starter that is operated from a charged battery. Willie says he has made up to seven starts from one charge.

This particular Travel Air 16E, was donated to the EAA Aviation Foundation in 1975 by Willie Ropp and it was on display in the old Hales Corners museum for a numbers of years. In 1985, Willie purchased the 16E back from the Foundation for a consider­ able outlay and then restored the aircraft in its present colors. With a little good luck, Willie hopes to have the Travel Air at Brennand's Seaplane Base during Osh­ kosh '91.

VINTAGE AIRPLANE 17

by Cy Galley

(EAA 71015, AIC 11805)

As an added bonus, we are happy to present this "Hints For Hom­ builders ", normally a regular feature in SPORT A VIA TlON and EM EXPERIMENTER. This article still qualifies for the normal prizes awarded by Snap-On Tools each month for a published entry, as well as qualifying for the Grand Prize to be awarded at the 1991 EM Convention.

Aircraft restorers are a pretty clever bunch, so send in your ideas ­ remember, it does not have to just be for a homebuilder!

LOW COST JACK STANDS 'With my Bellanca 14-13-2, I needed a set for the gear check. I also needed them just to fill the oleos. $99.00 each plus shipping seemed a little high. So I made a pair for $8 - for both. Of course I dug into "all that junk." (When are you ever going to clean up the garage and throw "all that junk" away?

Sound familiar?) Well, I had a bumper jack from my 1968 Dodge. I thought I had another, but I couldn't find it in "all that junk." So I went to the real junk yard and bought a newer one from a 1976 Aspen SW. These were both the semi-tube type. I also bought a section of used pipe that is a sliding fit on the jack columns.

You will notice from the drawing that I did not put vertical or over-all dimen­ sions. The total size depends on the minimum clearance with the gear col­ lapsed. I made one stand about 21 in­ ches high and the other about 24 inches.

The short one will pick up the plane if I have a flat. The ratchet tube of each jack was cut off flush with the top of the stand. Because of clearance problems, the ratchet column and jacking mechanism has to be placed in the stand before the base is screwed on. I know, as I had to take the plywood base back off on the first attempt. The pipe tele­ scopes on the ratchet tube and just rests 18 JUNE 1991

on the jacking mechanism. The pipe was cut so it stuck above the stand about an inch with the jack at its lowest posi­ tion . There is a small second plywood pad on the center of the base. A hole was drilled through center of this pad the same size as the ratchet tube. This holds the bottom of the ratchet tube centered. The lift of the jack depends on its over-all height. The taller you can make it up, the greater the lift range.

Even so, my smaller jack will lift better than 10 inches. The interference of the braces keeps the pipe-ratchet tube over­ lap to a minimum of seven inches. I could get an inch or two more lift by removing the bottom stop on the ratchet tube.

My original idea was to use the cheap hydraulic jacks on a braced stand. But they only had a lift range of 6 inches, and I needed about 7.5 inches, plus a little for clearance when placing them under the wings.

To cut the four braces of2 by 4, I used a table saw. I used 60 degrees as the brace angle as that is the maximum angle that I can set on my miter gage.

The second cut on the top must be com­ plimentary to make a right angle to the first. Being cut at 60 degrees makes the stand a little less stable than 45 degrees, but the base of my small stand is still

almost 26 inches across the diagonal. I made a full size layout for the brace which is very similar to a roof rafter.

Instead of subtracting half the thickness of the ridge, I added half the diameter of the pipe O.D. (7/8 inch) to provide the "wrap" for the pipe hole. To increase the height of the stand, leave the top dimensions alone, lengthen the braces and increase the size of the square base.

The length of a brace is approximately 1.15 times the height desired. Small increases in height can also be obtained by using a longer pipe but the farther the pipe sticks out, the overlap between the pipe and the jack column becomes more critical and should be increased.

Three inch drywall screws were used to fasten the top which should be plenty.

If you nail or are worried about the side loads, glue and nail a plywood piece on the top with a round hole to fit the O.D. of the pipe. The outside of this top piece can be round or square, as long as it gives enough coverage of the top of the braces. This would be a good idea for a high wing airplane.

Finally, cross-drill the pipe, in its ex­ tended position, for insertion of a 3/8 inch bolt, just above the top of the stand.

This will act as a safety stop after lifting the plane. If the up-down lever gets bumped, the jack won't collapse.•

2" x4" Legs

2" x4" Block 3/8" Deep Hole In Bottom To Fit Pipe 3/4" Plywood Disc Drywall

screws~,

1 3/4" 0.0. Pipe

<t:(:lX=~

Bumper Jack

Jack Foot Block TOP VIEW

3/4" Plywood Base

Readers are invited to submit entries to EAA, Hints For Homebuilders, Att: Golda Cox, EM Aviation Center, P.O. Box 3086, Oshkosh, WI 54903-3086.

Entries will be reviewed by a panel of EAA judges. Readers whose hints are published in any EM magazine will be awarded one of three monthly prizes 足 a 3/8" Drive Socket Wrench Set, a 1/4" Drive Socket Wrench Set or a Nine足 piece Long-Handle Combination Wrench Set. The contest will run from August through July of each year with a Grand Prize of a Snap-on Tools KR657 Roll Cab and KR637 Top Chest being awarded the best entry for the year.

This award will be presented during the EM Convention. Our thanks go to Snap-on Tools for providing the awards.

VINTAGE AIRPLANE 19

by John Young (EAA 18004, AIC 4516) We have all heard the stories many times: a desirable old airplane found in a bam where it had been stored for years. I always had a dream that some day I would stumble on an old airplane forgotten in an old bam or hangar. But as the stories were heard less and less in recent years, I began to think all the old forgotten airplanes had been found or scrapped, and I gave up hope of ever finding my own. Then it happened, just like all the other stories.

It was the first week of December, 1989, a cold and windy winter day in Rhode Island where nearly a foot of snow had fallen overnight. As an ac­ cident investigator with the National Transportation Safety Board, I was looking for a relatively secure storage area for an airplane wreckage we hoped to recover from Block Island Sound. The Rhode Island State Air­ ports Department had offered space at Quonset State Airport, the old Quon­ set Point Naval Air Station, and I was to meet Tom McDonald, the airport manager, that Saturday morning at eight o'clock.

When I arrived, Tom and his main­ tenance crew were just completing their snow removal operations. After warming up with a cup of coffee, Tom took me around to an old Navy hangar partially occupied by an FBO and some privately owned airplanes, but it did not quite suit our purposes for wreckage storage. Next was a large, seldom used, old metal storage build­ ing. Plodding through the snow, all I expected to see was an empty build­ ing, but when I stepped through the door I saw two large snowplows par­ tially disassembled, a collection of old office furniture, miscellaneous aircraft service stands and jacks, and there, behind one of the snowplows, a Stinson Voyager 108-I. 20 JUNE 1991

The wings were off and stacked aginst the other snowplow, the lift struts shoved back in the fuselage along with a flap and one door. Both tires were flat and cracked; missing were cowling, elevator, rudder and propeller, and it was covered with several years accumulation of dust and grime. The cat paw prints across the windshield and fuselage only added to the derelict image. I took only ten minutes to assess the space for wreckage storage, and over an hour to assess the Stinson.

I had owned a Stinson 108 briefly in 1960 and had fond memories of flying it from the old grass airport at Troy, New York. So when I saw N8303K deteriorating in Rhode Island, I knew I had to save it. Tom McDonald men­ tioned it had been abandoned on the airport for several years and a few years earlier was moved by his people into the storage building to get it out of the worst of the weather. The State Police were after it to sink in Naragansett Bay for use in their scuba team training, but the Airports Department could not just give it away without at least an attempt to find the owner. Rumor had it that the owner was deceased, yet no one had made an attempt to track down sur­ vivors or heirs.

From the hotel that night I called home to tell my wife Diane what I had found. Her first remark was "Well, we can get car covers, park the cars in the driveway, and make room for it in the garage." That was all the push I needed,

and when I returned to the office I began a search for the owner. First to the FAA aircraft registry microfiche , which yielded the name of the last registered owner, with an address in California which was no longer valid. Drawing a blank on that lead, I tried the FAA airman's records section in Oklahoma City. Since the name was somewhat uncommon there were only six on the register, and one matched the name on the registration, with an address in Rhode Island. Not only that, the file also included a death certificate which named a brother on the west coast as next of kin. The owner had died in an airplane accident nearly eight years ear­ lier and the Stinson languished ever since.

When I finally contacted the owner's brother, he was quite surprised to hear from someone about the airplane. He admitted he had just never gotten around to doing anything about it, and I sensed a certain saddness at being reminded of it and a certain reluctance to let it go. He was the administrator of his late brother's estate, so after a few phone calls, two letters, and some care­ ful negotiating, he agreed to sell the airplane.

With a bill of sale and the registration "pink sheet" in hand, I contacted Tom McDonald to arrange retrieval of the airplane. On the first weekend in May, Diane and I drove to Rhode Island from our home in northern Virginia, loaded down with tools, ropes and padding.

Continued on Page 30

Pretty Lady

(Continued from Page 13)

The Fairchild's panel has a large right side glove box ...

It is basically a "factory paint scheme" with some added trim. I am advised the Fairchild factory would paint your airplane any way you wanted it, in the good old days, but this paint scheme is a modification of the original.

I like it and therefore I used it. I had some great help with the painting. One of those five mechanics I mentioned earlier, Henry Daranque, is an excellent painter and he asked me if I would like him to put on the first coat. I was delighted and when it went on so well Henry and I struck up a deal - I would mask the airplane, mix the paint and he would use his magic with the gun. I think it came out well.

The original fairings on the airplane were badly distressed and I had new landing gear fairings made. They did not fit worth a dam and again Henry came to my aid and performed some "sheet metal magic" as he pounded them into shape. The same situation prevailed with the wheel pants and they, too, came out beautifully.

A local upholsterer did the interior for me. He had no patterns - he just told me where he wanted something to tack or glue to and I installed it. We upholstered in leather and cloth and I was pleased at how well everything fit.

The airplane has a communications radio, a navigation radio, a transponder/encoder and intercom. have an ELT, strobe light, landing light and navigation lights. To power this electrical apparatus I installed a 35 amp alternator on the Warner engine in lieu of the original generator.

. .. Just right for hiding all the modern conveniences.

Marty Engler stops for just a moment before taking his "PreHy Lady" out for a flight.

Instrumentation is very basic. I have installed an altimeter, airspeed, rate of climb and electric tum and bank in­ dicator. There is a tachometer, a cylinder head temperature, oil pressure and oil temperature gauge as well as an ammeter in the panel. All of the avionics, the fuses and the "modem device" switches are located in the panel glove compartment. When dis­ played on the ground that gear does not

show, but when flying the compartment door is removed and the pilot has full access to the now necessary "modem apparatus. " How does she fly? On November 2, 1990 the "Pretty Lady" took to the air for the first time since the late 1970s.

To say it was an exciting and thrilling day would the understatement of the year. I did a high speed taxi run down the runway at El Paso International Airport, then turned around and went down the runway about 10 feet off the ground. It felt wonderful so on the next pass down the runway I lifted her off and flew around the pattern for our first landing. It was a greaser - not because I am such a hot pilot, but because it was such a lovely airplane to fly! I shot two more landings and then brought her in to check things over. Had a little oil leak here and there, but what round engine doesn't.

Incidentally, the engine in this bird is the original, a Warner Super Scarab Model 50, and the propeller is a ground adjustable Hamilton Standard.

I wish everyone could have as much fun and enjoyment as I have had rebuilding this airplane. As a result of the project I have met so many great people all over the country - antiquing seems to attract great folks. I have to conclude this piece by saying I could not have undertaken this project without the support of two people - Mary, my wife, and Casey Bourland, my mentor and "AI." I am really lucky to have Mary for a wife, Casey for a friend and the "Pretty Lady" for an airplane .â&#x20AC;˘ VINTAGE AIRPLANE 21

The National Waco Club ­ A Biography

by Ray Brandly, President

Now that the National Waco Club has completed 32 years of interesting Waco activities, it may be interesting to reflect back to how it all began.

Late in the summer of 1957, I was told that the Waco Aircraft Company in Troy, Ohio was contemplating the dis­ posal of all replacement parts for Waco airplanes. This sounded very exciting, and after wondering for several days just what this would involve, I decided to go to Troy to investigate this interest­ ing offer.

I was introduced to Charles M. Mof­ fitt, Parts and Service Manager, whose office was still in the final assembly area at that time. Mr. Moffitt conducted me on a tour of the Waco factory, pointing out to me the many parts still in stock for the many different models of Waco airplanes . The factory, in many respects, still had the appearance of just recently having ceased aircraft produc­ tion. It was an experience I will never forget. I began wondering how much this huge inventory of parts would cost and where would a person store so many parts? I was then told that this one­ hundred fifty thousand dollar inventory was available at four cents on the dollar, or $7,500.00.

There were 77 beautiful new wing panels, 32 complete landing gear legs with many associated parts for these gears, 14 new bump engine cowls; there were 93 fuel tanks of various sizes, 35 oil tanks, many rudders, fins, elevators, stabilizers, ailerons, interplane struts, landing gear struts, wheels, complete brake units, flying wires, spars and spar patterns, etc. It involved 35 truckloads by the time I had moved it all to two barns and three garages.

The entire purchase also involved manuals, brochures, photos & nega­ tives, sales records of each airplane sold, etc. Many hours were spent with Charlie Moffitt during the ensuing years identifying and inventorying these parts.

The following summer of 1958, at Ottumwa, Iowa, a group of Waco 22 JUNE 1991

December 1939 - Duke Krantz admires the beautiful ARE Custom Waco on Waco Airport prior to delivery to the New York Daily News.

February 1940 - "Travel-Air" Brown and Wally Holbrook take delivery of two ZKS-7 Waco's for Socony-Vacuum Oil Company of New York.

April 1938 - (left to right) Test Pilot "Slim" Campell and Monty Chumbley, Waco Sales Representative, in front of an armed WHD purchased by the government of Nicaragua.

Mr. Chumbley is expected to attend the National Waco Reunion .

May 1933 - British aviatrix, Lady Grace Hay, spent many days witnessing the completion of her new Waco UIC at the Waco Aircraft Company of Troy, Ohio.

owners and myself held a meeting.

They decided that I should head up a National Waco Club and be the central clearing-house for the purpose of dis­ tributing parts and information in order to properly restore the many Wacos that were badly in need. As a result, there are now more than 300 Wacos flying

that have benefited from this parts supp­ ly. Wing panels were sold at $160.00 each, ailerons at $20.00 each, a rudder went for $25.00, a new wing spar for $7.00, etc. Many photos, rigging infor­ mation and maintenance information were supplied to Waco owners at no cost.

The Waco factory as it appeared in 1934 and the runway where such notable persons as Freddie Lund, Johnny Livingston, Art Davis, Joe Mackey, Gladys O'Donnell, Tex Rankin and many more flew Wacos off the grass in Troy, Ohio.

We are still supplying history of each individual Waco airplane, including the name of the original owner, the original colors and equipment, at no cost to the present owners. We have kept a fairly accurate record of all existing Wacos as to proper maintenance and restoration and will assist anyone who may desire to purchase a Waco.

I continued to meet occasionally with Charlie Moffitt and sometime later I received a letter from Clayton J. Brukner. He wanted me to meet with him at his home and during this meeting he asked me to record the history of WACO. He stated that he could not trust most writers to write what he told them. I spent many interesting meet­ ings with Mr. Brukner during those last 20 years of his life. As a result, five books have since been published · thoroughly covering Waco airplanes and Waco history.

Yes, just 33 years ago I was fortunate to have the opportunity and an ex­ perience that probably could only hap­ pen once in a person's lifetime.

Don't forget the 32nd Annual Nation­ al Waco Reunion Fly-In, June 27 - 30 in Mt. Vernon, Ohio. (See the listing in the Calendar section on page 30) .• VINTAGE AIRPLANE 23

NOTICE OF

ANNUAL

BUSINESS MEETING

Notice is hereby given that an annual business meeting of the members of the EAA Antique/ Classic Division will be held on Thursday, August 1, 1991 at 9:30 a.m. (Central Daylight Time) at the 39th Annual Convention of the Experimental Aircraft Associ­ ation, Inc., Wittman Regional Air­ port, Oshkosh, Wisconsin.

Notice is hereby further given that the annual election of officers and directors of the EAA Antique/ Classic Division will be conducted by ballot distributed to the mem­ bers along with this June issue of VINTAGE AIRPLANE. Said ballot must be returned properly marked to the Ballot Tally Committee, EAA Antique/Classic Division, P.O. Box 3086, Oshkosh, WI 54903-3086, and received no later than July 28, 1991.

The Nominating Committee submits the following list of candi­ dates.

Arthur R. Morgan, Vice-President E.E. "Buck" Hilbert, Treasurer John S. "Jack" Copeland, Director Philip Coulson, Director Stan Gomoll, Director Dale A. Gustafson, Director Robert S. Lickteig, Director

24 JUNE 1991

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, pur­ chased 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.

E. E. "BUCK" HILBERT

Union, Illinois "Buck" is a native of Chicago and a graduate of Lewis College . He began learning the "pilot's point of view" while working as a line boy at the old Elmhurst Airport near Chicago in 1938. The pay wasn't much, but it was "flying" time and he soloed an Aeronca 65LA Chief in October, 1941.

He enlisted in the Air Force shortly thereafter, into the Training Com­ mand, where he flew and instructed in many of the training aircraft of that era.

He flew gunnery training at Las Vegas Arrny Air Field in B-17s and finished up teaching Chinese Nationalist Pilots twin engine transition .

Recalled for the Korean war, "Buck" qualified as an Army Aviator and flew with the HQ. Company Air Section of the 24th Infantry Division .

"A most rewarding and memorable ex­ perience," he reports.

"Buck" and Dorothy and their four children are at home at "Hilbert's

Funny Farm" where he has an airstrip and keeps a stable of interesting and flyable "old" airplanes. Buck is a re­ tired United Airlines captain .

Buck is no stranger to the Antique/ Classic Division. He is past president, having served from 1971 through 1975. He currently is Treasurer of the Division and is also a member of the EAA Aviation Foundation Board of Trustees.

PHILIP COULSON

Lawton, Michigan

JOHN S. "JACK" COPELAND Westborough, Massachusetts Jack received a degree in mechani­ cal engineering from Illinois Institute of Technology in 1954. He served as an Aircraft Maintenance Officer on ac­ tive duty in the U.S. Air Force from 1955-58 , attaining the rank of captain in the USAF reserve.

Jack holds a commercial pilot license with a flight instructor rating.

He joined EAA in 1971 and the An­ tique/Classic Division in 1975 shortly after purchasing his first aircraft, a 1948 Cessna 140. At that time Jack lived in the Chicago area and partici­ pated in pre-Convention weekend work parties .

He has been an active volunteer at the last twelve annual Conventions serv­ ing at various times as Classic Parking Co-Chairman, Manpower Co-Chairman, and Manpower Chairman. He was named an advisor to the Antique!

Classic Board of Directors in 1979 and served in that capacity until 1984 when he was elected to a Directorship .

Jack earns his living as a profes­ sional engineer and in addition to his EAA involvement is active as a Cap­ tain on the Massachusetts Wing Staff of the Civil Air Patrol.

Phil was born on a farm in south­ western Michigan . His first ride in an airplane was at the age of 16 in a Fair­ child PT-23, owned and flown by Horace Sackett, a local pilot and A&P. Twenty-years later Horace would be Phil ' s guiding light in restoring his 1930 Waco INF .

Phil learned to fly off a grass strip in Lawton , Michigan in 1962. His original dual instruction and solo fly­ ing was in a Piper J-5. Throughout the years he has owned several aircraft, in­ cluding a J-3 Cub, Taylorcraft, Tri­ Pacer and Cessna 190. He and his wife, Ruthie, are lovers of Wacos and greatly enjoy flying their Kinner-pow­ ered 1930 INF. They also own a Model G Bonanza .

Phil's military career consisted of four years in the U.S. Air Force during the Korean War .

Phil is a lifetime EAA member and began attending EAA Conventions in Rockford , Illinois . He is a charter member of Antique/Classic Chapter 8 and also a past president. Phil has been chairman of the annual Parade of Flight at Oshkosh for the past nine years. He was appointed advisor to the Antique!

Classic Board in 1985. The Coulsons live in Lawton, Michigan .

STAN GOMOLL Blaine, Minnesota Stan soloed a J-3 Cub on his 16th birthday on 11-30-42 . In 1945 he served in the U.S. Air Force as a ground crewman on B-29s based at Guam. Stan received his A&E license in 1949 at Spartan School of Aeronau­ tics , then returned home to Min­ neapolis where he worked at a small airport. [n 1951 he was hired by Northwest Airlines as a mechanic, progressing to Flight Engineer and Co-pilot. Stan is now retired from Northwest.

Stan's first airplane was a 1939 40 hp Taylorcraft. Currently he owns and flies a 1936 Waco Cabin and a 1946 J-3 Cub. Over the years he has restored many airplanes .

Stan has been active in EAA work­ ing on various committees at the An­ nual Convention. [n 1976 he was named Advisor and elected to the Board of Directors in 1984. He is cur­ rently President of Antique!Classic Chapter 4 in the Minneapolis area.

VINTAGE AIRPLANE 25

WELCOME NEW MEMBERS

NOTICE OF

ANNUAL

BUSINESS MEETING

The following is a partial listing of new members who recently joined the EM Antique/Clas sic Division . We are honored to welcome them into the or­ ganization whose common interest is vintage aircraft. Succeeding issues of VINTAGE AIRPLANE will contain addition­ al listings of new members.

DALE A. GUSTAFSON Indianapolis, Indiana

R.J. "DOBBY" LICKTEIG Albert Lea, Minnesota Dobby is a native of Minnesota and had his first airplane ride at the age of 13 in a Velie Monocoupe. He earned a solo license in a J-2 Cub at the age of 16 working at the local airport for flying time, and has been flying since then . After completing college in Min­ nesota , he entered Air Force pilot train­ ing and graduated in Class 42J and was assigned to a new P-47 fighter group.

His tour of combat was 21f2 years in the European Theater of Operations during World War II. Dobby has owned a various collec­ tion of aircraft, including a Stinson V­ 77, Stearman , L-2M, Aztec, Citabria, BT-13A and AT-6G. In 1985 he com­ pleted the restoration of a KR-21 Kin­ ner-powered biplane and donated it to the EAA Aviation Museum . His airplanes are frequent visitors to all Upper Midwest fly-ins.

He has been active in EAA Antique/ Classic and Warbird activities since the Convention was moved to Oshkosh .

Dobby is retired and he and his wife Jeanne live in Port St. Lucie, Florida.

Their son Scott is a licensed pilot and is active on the Warbirds parking com­ mittee at the Annual EAA Convention.

26 JUNE 1991

Dale has been interested in airplanes since he was a small child and took his first plane ride in 1939 at the age of 10. He started taking flying lessons in 1945 and soloed at 16 . After high school , he worked at the airpol1 in South Bend, Indiana servicing airlin­ ers , handling cargo and doing field maintenance .

Dale attended Spartan School of Aeronautics in 1948 and 1949 to obtain additional pilot ratings . After this he freelanced as a flight instructor and ran a small FBO at South Bend until he was hired as a co-pilot on Turner Air­ lines in Indianapolis in 1950. Through name changes and mergers , the airline is now USAir. He had been with the airline for more than 35 years when he retired. His plans now are to spend his time between Indiana and Florida, where he has property adjoining a pri­ vate airstrip.

Through the years, Dale has owned various aircraft including a Stinson V­ 77 , Piper Colt , Fairchild 24 , Cessna 150 and several modern airplanes . He currently owns a Cessna 195 plus a Stearman PT-17 and Piper 1-4 which are being restored. Recently Dale and his wife operated a small airport north­ west of Indianapolis . He is a member of several organizations interested in antique, classic and homebuilt aircraft.

He has been a member of EAA since 1960 and the Antique/Classic Division since it was organized . He has served as an Advisor to the Division and cur­ rently is serving as a Director. For sev­ eral years, Dale has judged antiques at Oshkosh and served as Program Chair­ man for the Antique/Classic Division awards.

Donaldson, Norman.J. Grosse lie, MI Mathers, .John R. Denton, TX Perreault, Andre.J. Quebec, Canada Louisville, KY Adams, Patrick M. Rikc, Stcvcn.J. Titonka,IA Perscls, Lylc D. Osceola, IA Davcnport Erncst E., North Canton, OH Damm, Fred A. Fort Collins, CO Sizer, Gcorge Saskatchewan, Canada Gay, Georgc M. Cordele, GA Brandon, Lcc Lake Montezuma, AZ Garverick, Thomas.J. Ringgold, GA Hall, Thomas E. Palm Springs, CA Swirc, Gcorgc K Houghton Lake Heights, MI .Johnston, Charles R. Newport Beach, CA O'Kecfe, .John T. Grand Forks, NO Gillaspie, .Jr., Wade Huntsville, TX Brzeski, Diane Dix Hills, NY Caputo, Michael Sterling, PA Wcdell, Larry Ontario, Canada Cox, William C. Taber City, NC Geiger, William G. Campbellsburg, KY Austin, Andrew Santa Cruz, CA Roux, .Joseph E. Gaincsvillc, FL Duglc, .Jr., Roy E. Hoopeston,IL Fink, .Jeffrey William Loves Park, IL Griffin, Fred W. Weatherford, TX McGee, R. C. Kernersville, NC Eicrman, Rosemaric Greenfield, WI Tironc, Christopher J. Albany, NY Hampton, Bill Saint Paul, MN Ruhl, Edwin W. Memphis, TN Stephcnson, .John W. Gilford, NH Bowser, .Joseph Middletown, NY Horton, Charles Buras, LA Root, Franklin L. Staunton, VA Ferrelli, Bruno C .

Pine Island, NY Wink, William.J. Bloomtield Hills, MI Leet, Norman Enon, OH .Jamcs, .John Dallas, TX Farina, Richard H. Washington, DC Maddox, Everett.J. Cinnaminson, NJ Imfcld, Mark A. Frankliln,OH Bryan, Lcs Evansville, IN Kirkhan, .John Del Ray Beach, FL Global Aviation Insurance Service Richardson, TX Ebling, H. Neil Ft. Lauderdal e, FL Fockc, III, John H. WilUlSboro, TX Tonelli, .Jim D. R. Jonesboro, GA Williams, Georgc A. Chipley, FL Schwenksville, PA Maser, Fred Schwab, Gcorgc Fort Worth, TX Balazs, Tom Irvington, NJ Bilck, Arthur P. Norton,OH naylor, Wcsley Ten·an Huntington Beach, CA Sorenson, Glcnn Chicago, IL Lockbaum, .James G. Chippewa Falls, WI Hegy, Thomas R. Hartford, WI Schultz, Charles .J. Diamond Springs, CA Radieux, .Julien FRANCE Devers, Richard E. Gladstone, MO Shorler, Wcndall S. Melbourne, FL Owen, Kerry L. Eureka, MO Ogilvie, Peter K. Milford, OH Wall, ROJ:cr L. Martinsburg, WY Cleary, Patrick T. Brightwaters, NY

PASS IT TO

--rJuck

An information exc hange column with input from readers.

by Buck Hilbert (EAA 21. Ale 5) P. O. Box 424

Union, IL 60180

I can't believe it! I was looking at the EAA Technical Counselor News awhile back - this is the little communications document that Ben Owen from EAA Headquarters uses to keep all his Tech­ nical Counselors in touch - and I remarked to Ben about what a wonder­ ful source of information it presented. I also asked him where he got ALL the information he and Debra Michels, the Assistant Editor, write about. His reply was something to the effect that he reads all the newsletters and publications put out by the Type Clubs, Chapters and whatever. I remarked that it sure would be nice to have those sources of infor­ mation. Well , I now have them!

Ben wrote to all his sources and asked that I be included in their mailings.

MAN '0 MAN, am I getting the mail!

John Bergeson, who puts out a beautiful Reference Guide for SPORT A VIA­ TION and Vintage Airplane, has al ways put me on his list, but what I didn't know was that John also does the Cub Clues, Luscombe Association News and the L-4 "Grasshopper" Wing Newsletter.

John can be reached at his home ad­ dress: 6348 West Millbrook Road, Remus, MI 49340 (517/561-2393). If you ever feel the need to look up a particular article on any subject in SPORT A VIA TION or VINTAGE, then by all means get John's Reference Guide.

Also, Leonard Opdycke is sending me WWI Aero and Skyways again.

Leonard and I go way back and he still continues to amaze me at the wonderful WWI coverage he puts out; it's great!

I'm also on the list for the Cessna Pilots Association , The 170, 120-140, the Super Cub Pilots Association, The Aeronca Club, The International Liaison Pilots Association and several Chapter newsletters as well. With all these sources, I can't lose and neither can you cause now we have almost un­ limited coverages. I'll be including the

names and addresses of all these newsletters and publications as time and space are available.

Boy, the phone has been ringing off the wall the past couple weeks. People with all sorts of needs. Norman Leet from Enen, Ohio was rebuilding a Wob­ ble Pump and needed some seals. He really didn't need help, he just wanted to talk about it. Hope our conversation did some good, Norm; call again! Also, Carmen Perotti, a legend among the early antiquers, came back to life and wrote me about his Fleet experiences. It seems he had a Fleet much the same as my Model 10. Gave me some precedence to fall back on in getting mine licensed in the Standard Category.

I also heard from Mike Vance again; his project is getting well along. I have maybe 20 other notes and references here from calls and letters which I will answer when time permits. With my new job as Chairman of the Contest and R eco rds Board for the National Aeronautics Association, I'm pretty busy. You read about the two Records in the May issue of SPORT AVIA­ TION; maybe you'll see some more later.

Larry Steenstry, a Captain for United Airlines, set a time to climb record in a Boeing 737-300 last month . That was FUN! Well, that's all for now ; I'm going fishing up at Ear Falls, Ontario Canada. See you next month!

Hi Buck, Just a note to thank you for your help in regards to my Fleet magneto switch setup. I think I have it set up correctly now . Bob Van Willer was also a big help.

If the money holds out, I should be flying by the end of summer. I'll also be at the National Biplane Fly-in in June.

Thanks again!

Mike Vance

Dear Buck, I was somewhat surprised to open my December 1990 issue of VINTAGE AIRPLANE to see a photo of a 1917 Sturtevant 5A aircraft en­ gine in the Vintage Literature column.

A few years ago I was fortunate enough to be able to obtain a model5A engine here in Australia. Since that time I have been taking a keen interest in anything Sturtevant. Not many people seem to even know the name and there is effectively nothing in print on Sturtevant engines.

My model 5A was apparently pur­ chased in the US after W WI and brought to Australia to be put in a speedboat. For this purpose, the geared crankshaft had the last few in­ ches removed but the lack of corrosion seems to indicate that the engine did not get used in a boat. My intention is to restore this unique and historic en­ gine to running condition, It will not be used for flying , The engine is basi­ cally complete but has had the prop shaft cut down and is missing the pair of Splitdorf Dixie model 81 magentos that gave it dual ignit ion, Also miss­ ing is the maker's plate.

Do you know of anyone who might be able to help me with the above items?

I am, of course, well aware that it is some 74 years since the engine rolled off the production line. I would also like to obtain a service, parts and over­ haul manual or similar if such a thing was put out by Sturtevant way back in 1917. Can any Antique/Classic mem­ ber help? I would also like to make contact with other Sturtevant owners and historians with knowledge of the make.

Best regards, Dave Prossor 4 Coram Court Keysborough Victoria 3173 AUSTRALIA VINTAGE AIRPLANE 27

Dear Buck, This may possibly be of assistance to you in getting your Fleet certified.

Bac k in the 1950s, I owned Fleet Model #10 , Serial # 262, N20699.

Th is was m a nufacture d by Fl ee t Aircraft Company Ltd., Ft. Erie, On­ tario Canada as a Fleet I6F, Warner 145 hp, Mfg. date 1938, and sold to Brewster Aero Co. in New Yo rk who removed the 145 Warner, installed a 165 Warner and called it a "Brewster B-1 " and used it to compete for the AAF WWII trainer competition , but lost out to Stearman. It was later cer­ tified as a Fleet 10 by installation of a Kinner B-5 and covering the "gap" between the stabilizer and rudder with fabric (for spin recovery).

I had all the papers on certifica tion and they went with the Fleet when I sold it. The original nameplate was still at­ tached to metal bulkhead at rear and above pilot's seat (front cockpit) and stated Fleet 16F, Warner 145 , N20699 is owned by Frank Delmar, Retired 11 J. Air (Mohawk) Captain, an old friend of mine, a real "gem" of a person. I'm sure your Fleet is identical to Serial #262 and, who knows, if you can prove con-

formity, you just may be able to get "big brother" to certify your #263.

Incidently, Serial #262 still has a detachable motor mount. Could your #263 actually be a " 16F," rather than a " 10FT' I have records of Serial num­ bers of every Fleet manufactured and type of engine when it left the factory in Canada a rare piece of Canadian Fleet hi s t o ry, but i t' s h o m e in N e w Hampshire and I'm " wintering" in Florida. I owned an "F" with 125 Kin­ ner, 16B with 160 Kinner, Model #9 , Model #10 and also owned a model #8, three place Fleet, but only partially res-

tored the model #8 prior to selling it. I a lso fl ew th e m o d e l # 1, W arner powered, on floats. I've had extensive Fleet "fun" in my years.

Sincerely, C. D. Perrotti P.S. Contact Fleet Aircraft Ltd., Canada and see if your Serial #263 was an "F" and if so, you will get it certified with Frank's papers.

P.P.S. I own a Globe GC- I B with 0300B and all mods, including sticks and just sold my L-19 Birddog - FAN­ TASTIC MACHINE . •

The Sturtevant SA owned by Antique/Classic member Dave Prossor in Australia.

Antique Automobiles 1910 Reo Gentleman's Roadster, VIN 16211.

1931 Olds Cabriolet Convertible, VINDCR3471, rumble seat.

1932 Reo Flying Cloud Sedan, four door.

1932 Chevrolet four-door sedan.

Nole: Every one of these cars runs and is in very good condition.

1932 Olds 6-cyl. engine

"32" Olds Rear End and Front Suspension.

Misc. wood spoke wheels.

Antique Aircraft, Cars and Real Estate

Saturday, July 13,1991,10:00 a.m.

Estate of Les Steen

16630 Chandler Road

East Lansing , MI

(Located next to Davis Airport)

Sale Site Phone: Call Starman Bros., 4021592-1933.

Motel Headquarters: Clubhouse Inn, 1-27 & Lake Lansing Rd . Phone: 517/482-0500.

Antique Aircraft

Real Estate The property offered at this auction constitutes 3.20 acres of land with 5,825 square feet of improvements, consisting of three

buildings as follows :

Building 1 is a 30' x 48' (144 sq. ft.) newer (built 1984) metal

hangarlshop type building wlconcrete floor, large hangar door,

100 amp electrical service, bathroom, high ceilings and fluores­

cent lights.

Building 2 is a wood frame building used as a shop, 512 sq. ft.

Concrete floor, insulated side walls, 60 amp electrical service and

an upper level used for storage.

Building 3 is a metal hangar,106'. long x 36' deep. There are two

closed bays in this building which are 45' x 36' and one open bay

16' x 36'. Electrical service and concrete floor. This property

joins Davis Airport to the north. There is an agreement which

gives the owner full access to the airport.

1928 Kreider Reisner KR-31 (Fairchild), NC7247, SIN 199.

Total time 612 hrs., OX-5 engine, 12 SMOH. This aircraft has Hand tools and shop equipment, OX-5 engine parts, Aeronca undergone a total ground-up restoration which was just finished E-113-C engine parts, KR-31 Inventory, Waco parts, Conti­ 1-112 years ago. Aircraft has flown less than 10 hours since. nental engine parts, Curtis-Wright engine parts, Propellers, 1935 Aeronca C-3, NC15252, SIN A-572. Total time 1,509 hrs.

Stinson SM8A parts, AN Hardware, Aircraft Manuals, Aeronca engine, 364 SMOH. Very nice aircraft.

Magazines & Books 1947 Nelson Dragonfly BB-1 Motorglider, N34921 , SIN 505.

Total time 230 hrs. Nelson H-44 engine, 69 SMOH. This is a =~ STARMAN BROS.~ very rare aircraft and is in very good condition. Will include trailer.

AUCTIONS INC. (This aircraft only will sell with a reserve.)

12t.O ROYll On... _ Pl pLiho n , N[ bel28 {4021 S92 1933

,INC.

Aviation Underwriting Agency P.o. Box 35289 • Greensboro, NC 27425

BeCOllle A Metnber Of The BAA

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APPROVED

June 21-23 - Middletown, OH. WACO GATHERING, Hook Field. Forums, ven­ dors and other activities. Chairman, Phil Coulson. For more information, call the IWA office, 812/232-1042, or Phil at 616/624-6490.

June 21-23 - Pauls Valley, OK. Ok­ lahoma City Chapter of AAA Fly-In. All types of aircraft welcome to eat, drink and be merry. Contacts: Doug Andreson, 405/350­ 1420 or D. J. "Bud" Sutton, 405/392-5608.

June 26-30 - Lockhaven, PA Wm. T. Piper Memorial Airport. ERCOUPE OWNERS CLUB 1991 National Convention.

Open to all Ercoupe owners and persons inter­ ested in Ercoupes; public invited. Awards, trophies, special events, tours, seminars, picnic, banquet Saturday night. For convention infor­ mation and reservations, contact Steve Kish, 215/838-9942 evenings.

June 27-30 - Mount Vernon, OH 32nd Annual National Waco Reunion Fly-In. Wynkoop Airport. Make your reservations at the Curtis Motor Hotel 1-800/828-7847 or (in Ohio) 1-800/634-6835. Contact: The National Waco Club, 700 Hill Av., Hamil­ ton, OH 45015 or call 513-868-0084.

June 29-30 - Orange, MA Municipal Airport. 15th Annual New England Regional EAA Fly-In with antique steam and gas en­ gine show, flea market, food. Trophies both days for homebuilts, antiques, classics, war­ birds. Chapter 726. Contact: David White, 508/544-8189.

June 30-July 5 - Jennings, LA. Inter­ national Cessna 170 Association 23rd An­ nual Convention; Holiday Inn on airport. P. O. Box 896, Jennings, OK 70546,318/824­ 5280. Arrival Sat., June 30; Departure Sat., July 6. Contact: Ron Massicot (Conv.

Chrm.),318/332-4597.

July 4-7 - Cottage Grove and Roseburg, OR Airports. Oregon Antique and Classic Aircraft Club "Firecracker Fly-In at Cottage Grove. Fly-out afternoon of July 5 to annual OACAC meeting at Roseburg Airport. July 6 & 7, state EAA meeting at Roseburg Air­ port. Contact: Larry Well, 13721 S.W. Hiteon Drive, Beaverton, OR 97005; 503/224-8125, x650 (Voice Mail).

July 6-7 - Emmetsburg, IA Airport.

Tail Dragger Club 3rd Annual Aeronca Champ Fly-In. Annual Flight Breakfast Sunday, July 7. Camping by airplane & free breakfast to pilot & co-pilot. Contact: Keith Hamden, Box 285, Emmetsburg, IA 50536, 712/852-3810.

July 7 - Michigan City, IN. EAA Chap­ ter 966 lOth Anniversary Pancake breakfast Fly-in/Drive-in. Contact: Mike Fostak, EAA Chapter 966, P.O. Box 2092, Michigan City, IN 46360, 219/872-5248 or 219/872­ 0121 at the airport.

July 12-14 - Williamsport, PA, Willaim T. Piper Memorial Airport. Third Annual Northeast Stearmans Association Fly-In. Con­ tact: Dale Criswell, 717/368-03266(days) ­ 717/323-7779(evenings) or Frank Haas, 215/355-1200(days) - 215/ 593-2675.

30 JUNE 1991

July 13-14 - lola, WI Annual Fly-In, Central County Airport. "Old Car Show" weekend. Midwest's largest car and swap meet. Breakfast and transportation available both days. Info, 414/596-3530.

July 13-14 - Deleware, OH Airport.

10th Annual EAA Chapter 9 Fly-In. War­ birds, Homebuilt aircraft, Antiques/Classics, Camping. Contact: Art TenEyke 614/363­ 6443 or Alan Harding 614/442-0024.

July 27-28 - Schiocton, WI, Airport. An­ nual Fly-In. Food both days, raffle, Skydiving, and band Saturday night. Free camping to EAA members during week of convention. Contact Joyce Baggot 414/986-3547.

July 26-Aug. 1 - Oshkosh, WI 39th Annual EAA Fly-In and Sport Aviation Con­ vention. Wittman Regional Airport. Con­ tact: John Burton, EAA Aviation Center, Oshkosh, WI 54903-3086 414/426-4800.

For housing information, contact Housing Hotline, 414/235-3007.

August 3-4 - Schenectady County, NY Airport. NORTHEAST FLIGHT '91 AIR­ SHOW, sponsored by The Empire State Aerosciences Museum & Schenectady County Chapter of the American Red Cross.

Robert W. Schuhl, Director, Northeast Flight '91, Suite 419, Mohawk Mall, Schenectady, NY 12304-2301 ; 518/382-0041.

August 18 - Pewaukee, WI, Capital Air­ port. Antique/Classic Chapter 11 6th An­ nual Ice Cream Social. All you can eat ice cream sundaes, vintage aircraft display.

Contact: George Meade, President, AlC Chapter 11. 414/962-2428.

August 23-25 - Sussex, NJ Airport (Route 639). 19th Annual SUSSEX AIR­ SHOW '91. Gates open 8am, show starts 1:30pm. Information , contact Paul G. Styger, Sussex Airport Manager, P. O. Box 311, Sussex, NJ 07461, 201/702-9719 or 201/875-7337.

September 7 - Chico, CA Municipal Airport. Chico Airshow and Antique Fly-In commemorating 50th Anniversary of the Flying Tigers. Hospitality package to all registered pilots includes Friday evening BBQ, Dance tickets, Saturday Pancake breakfast. Antiques, homebuilts, military & all others welcome. Chico Airshow and An­ tique Fly-In Committee, 236-A W. East Ave., Box 166, Chico, CA 95926, 916/894­ 3218.

September 13-15 - Jacksonville, IL. Seventh Annual Byron Smith Memorial Stinson Fly-In and Reunion. Seminars on Stinson 108s and Franklin engines, Saturday banquet. Fiy-outs, contests, camping at field . Contact: Loran Nordgren, 4 W. Nebraska, Frankfort, IL 60423, or call 815/469-9100.

September 13-15 - Eagle River, WI. Union Airport. Flying Apache Fly-in and general membership meeting. Contact: Flying Apache Association, 715-479­ 7333.

September 13-15 - Tahlequah, OK Municipal Airport located 50 miles east/southeast of Tulsa. 34th Annual Tulsa Fly-In. Contact Charlie Harris, 3933 South Peoria, Tulsa, OK 74105, 918/742-7311.

ALSO lith Annual National Bucker Fly-In. Contact: Frank Price, Route 1, Box 419, Moody, TX 76557, 817/772-3897 or 817/853-2008.

Continued from Page 20

We picked up a one-way rental 24 foot van and met Tom at the airport at eight o'clock Saturday morning. Because the tires were flat, our first chore was to find a source of air. Tom prevailed on one of his airport tenants, who loaned us a portable air tank.

We had our doubts about the old tires and tubes after being flat in one position for so long with the sidewalls split and cracked. But we got one inflated and it seemed to hold the air. On the other side, the valve stem had disappeard in­ side the wheel. Fortunately, an old yel­ low Navy hand crank axle jack was stored in the building, so we jacked the airplane and removed the wheel. After splitting the wheel, rearranging the tube, and reassembling the wheel, we inflated it. It too held the air! I would have been satisfied if the tires stayed inflated just long enough to get the airplane on the truck, but six months later they were still inflated.

While I removed the stabilizer, Tom used his scrounging talents again and soon we had two oak planks on loan to use as a ramp. Diane, Tom and I managed to get everything loaded and secured by late afternoon. The trip back to Virginia is a story in itself, what with two truck breakdowns, a heavy downpour in Connecticut, and the rush hour traffic in the New York/New Jersey area. By the time we made it home, the unloading seemed an anticlimax.

I am extremely grateful to Tom Mc­ Donald for his cheerful cooperation and assistance in acquiring and load­ ing the Stinson. The restoration has started but at this stage progress is typically slow. We have not seriously targeted a date for Oshkosh, but it wilI be there one day .•

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

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Where The Sellers and Buyers Meet...

25¢ per word, $5.00 minimum charge. Send your ad to

The Vintage Trader, EAA Aviation Center

Oshkosh, WI 54903-2591 .

AIRCRAFT: Mooney Mite - Continental 65, 300 SMOH, good records. $8,800. CT 203/491-2591 . (7-3)

ENGINES Continental E-185-3 - Complete accessories. 1625 n, 850 SMOH. Best offer or will part out accessories. 708/832-2496 . (7-2)

HANGARS: AIRPLANE HANGARS/STEEL ARCH BUILDINGS - made in USA, factory direct. Compare prices and options, then see. some building companies distribute buildings that are made in Canada Or Japan .

Ours is 100% American made. (we will not be undersold .) ATLAS STEEL BUILDINGS CORPORATION 1-800/338-8457.

QUONSET STYLE STEEL BUILDINGS - Ideal for sirplane hangars, equipment and workshops. Easy to erect and disassemble. Buy factory direct and save up to 40%. U.S. ARCH BUILDINGS COR­ PORATION, National 1-800-527-4044. (c-5/91)

CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous "Jenny', as seen on "TREASURES FROM THE PAST". We have posters, postcards, videos, pins, airmail cachets, etc.

We also have RIC documentation exclusive to this historic aircraft.

Sale of these items support operating expense to keep this "Jenny' flying for the aviatio public. We appreciate your help. Write for your free price list. Virginia Aviation Co., PDv-5, Box 294, Warrenton, VA 22186 . (c/11-90) Super Cub PA 18 fuselages repaired or rebuilt - in precision master fixtures . All makes of tube assemblies or fuselages repaired or fabri­ cated new. J.E. Soares Inc., 7093 Dry Creek Road , Belgrade, Montana 59714, 406/338-6069. Repair Station D65-21 . (UFN)

1910-1950 Original Plane and Pilot Items· Gosport System, $40.00, 1930's Lunkenhiemer Primer, N.O.S. $85.00, much more 44-page catalog $5. Jon Aldrich, POB-706, Groveland, CA 95321-209/962­ 6121. (6-4) NOSTALGIC AIRLINE POSTER BOOKS - Colorful publicity of the airlines of the World! FREE DETAILS! Gerard, 3668-VA Hilaire, Seaford, NY 11783-2710. (6-4)

FOR SALE - Two-hundred-year-old partially restored colonial house located adjacent to a paved, lighted instrument runway on two acres of land which includes four tiedowns , and free hangar for two years.

4.9 nm from Pease VOR (NY sectional) . Centrally located to Boston, Manchester, NH and Portland, ME. Easy access to 1-95. 207/439­ 4922 days, 207/439-4052 evenings. Ask for Jack or Jean Hardy.

(7-4)

VINTAGE AIRPLANE 31

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EAA Member - $20.00. Includes one Beta $39 .95, Prepaid. Also Direct from EAA (1-800-843-3612) PAL & year membership in EAA Antique-Clas­ SECAM Available. sic Division. 12 monthly issues of The Vintage Airplane and membership WRITE OR PHONE FOR FREE • Samples of High Strength, Low card. Applicant must be a current EAA Elongation, Smooth, Square Weave Polyester Fabric Styles Custom member and must give EAA member­ Woven Exclusively for Aircraft Covering . N OT C heap B oa t Sa ilclo th ship number.

• Current Poly-Fiber Manual with De­ tailed Instruclions for Fabric Covering and

Non-EAA Member - $28.00. Includes Painting Aircraft for Corrosion Control. one year membership in the EAA Anti­ .. Catalog and Distribulor List. \ que-Classic Division. 12 monthly issues of The Vintage Airplane, one year STITS POLY-FIBER \.''''- ­

membership in the EAA and separate AIRCRAFT COATINGS ~1II:JlI'"

membership cards. Sport Aviation QQ1 P.O. Box 3084-V, Riverside, CA 92519-3084 included.

Phone (714)684-4280, Fax (714)684-0518

lAC Membership in the International Aerobatic Club, Inc. is $30.00 annually which includes 12 issues of Sport Aerobatics. All lAC members are re­ quired to be members of EAA.

WARBIRDS Member ship in the Warbirds of America, Inc. is $30.00 per year, which includes a subscription to Warbirds.

Warbird members are required to be members of EAA.

EAA EXPERIMENTER

AVIA TlON ART

by Robyn Clark Col. Lindbergh's 1934 Monocoupe bears same registrat ion number (NX-2 11 ) as it's famo us predecessor ­

Spirit of St. Louis. $30 (eA residents please add 6%) plus $3.50 shipping.

EAA membership and EAA EX­ "Lindbergh 's :Coupe" Sati sfac tion Guaranteed PERIMENTER magazine is available Lambert 0 -145 Monocoupe for $28.00 per year (Sport Aviation not ~ CLASSIC AERO GRAPHICS included). Current EAA members may '~ 1764 MONTECITO CIRCLE -Write for brochure­ receive EAA EXPERIMENTER for LIVE RMORE. CA 94550 $18.00 per year.

FlOe quality pnnts featunng classIc aircraft of the '30s & '40s.

FOREIGN

MEMBERSHIPS

Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars.

AIRCRAFT OWNERS SAVE MONEY ... FLY AUTOGAS

Make checks payable to EAA or the If you use 80 octane avgas now, you could be using less expensive autogas with an EAA-STC. division in which membership is desired.

Get your STC from EAA - the organization that pioneered the first FAA approval for an alternative Address all letters to EAA or the par­ ticular division at the following address: to expensive avgas.

EAA A VIA TlON CENTER

P.O. BOX 3086

OSHKOSH, WI 54903-3086

PHONE (414) 426-4800

FAX (414) 426-4828

OFFICE HOURS:

8:15-5:00 MON.-FRI.

32 JUNE 199 1

CALL TODAY FOR MORE INFORMATION

414-426·4800

Or write: EAA·STC, EAA Aviation Center, 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.

MYSTERY PLANE

By George Hardie

,-

~- .

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~~- .­ -=­ :-~~?~-~,~:;.~ · ~-~!~-,:~:":':=~:-j,t~~f.;f;c~-·..- ...........

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This month we present a real antique Mystery Plane. The sign on the side of the airplane may help in its identifica­ tion. The photo is from the EAA Ar­ chives and supposedly was taken in the early 1920s.

First to reply to the March Mystery Plane was Charley Hayes of Park Forest, Illinois, followed by Jack McRae of Huntington Station, New York and John Underwood of Glendale, California, who wrote: "The Mystery Plane this month is going to stump 99 percent of the experts, for sure. That has to be the prototype Kentucky Cardinal, possibly in its original form with 80 hp Le Rhone radial, which was a Quick of Tips & Smith conversion of the rotary.

The gent in the cockpit might be Frank P. Sheehan, president of the Kentucky Aircraft Corp. This airplane appeared to have a promising future and produc­ tion was underway in February, 1927 when Sheehan was killed due to the failure of the wing cellule. Six Car­

..

<•

..

dinals had been built up to that time, according to Don Bowyer, Sheehan's partner. The corporate assets included a brand new factory, about two dozen OX-5 engines and enough material to build ten more Cardinals, plus a 30 acre airport which became Owensboro Municipal."

Jim McCormick of Philpot, Ken­ tucky provides a complete answer. He writes: 'The aircraft you have pictured as the "Mystery Airplane" in the March issue of Vintage Airplane is the Ken­ tucky Cardinal, Serial Number 2, manufactured by the Kentucky Aircraft Corporation of Owensboro, Kentucky in June and July of 1926. This is the first "Cardinal" that flew, as Serial Number 1 was a parasol monoplane that proved unsuccessful. Both SIN 1 and 2 were powered with a Super Rhone radial en­ gine, which was a converted La Rhone rotary. The initial test flight occured on August 9, 1926 and the picture shows the test pilot, C. D. "Can Do" Boyer in .

the cockpit. The left wing is being held by another company employee, Jim Ar­ nold (just passed away December 2, 1990 at the age of 86), and the vertical stabilizer is held by Hunter Bell (the farmer and landowner who was also employed by the aircraft company and from whom the 30 acres of land was purchased to build the factory and Owensboro's first airfield). The next three aircraft built incorporated some design change improvements and were powered by Curtiss OX-5s_ The paint scheme on Serial Number 2 was Car­ dinal Red and Dove Gray, while the later airplanes were all solid red. Fran­ cis Peter "Frank" Sheehan, the designer, founder and President of the Corpora­ tion, was killed in the tragic crash of Serial Number 5, February 14, 1927, less than 48 hours after his marriage to his 18 year old secretary, Ruby Beal.

The crash occurred at the intersection of 9th and Frederica Streets in downtown Owensboro.

VINTAGE AIRPLANE 33

MYSTERY PLANE

"The corporate Vice-President, Irvin Friend, is presently 86 years old and is living in Florida, and the Secretary and Treasurer was Kenneth

Continued

Mattingly, Sr., father of astronaut Ken­ neth Mattingly, Jf. Upon Sheehan's demise, the factory was closed and the inventory was sold to Robertson

Aircraft of St. Louis, Missouri who in turn sold these assets to the St. Louis Car Company, the builder of the St. Louis "Cardinal" .â&#x20AC;˘

The two versions of the Kentucky Cardinal. The top photo shows test pilot C.D. Boyer in the cockpit, with company employee Jim Arnold holding the left wing. Hunter Bell, the landowner who sold the 30 acres the factory was built on, stands holding the vertical stabilizer. Besides the difference in engines, the OX-5 powered version shown below sports a change in the landing gear. The first Cardinal had a straight axle type gear.

34 JUNE 1991

Antiques & Classics足

You're Welcome Here!

I s there a pilot among us whose heart doesn't swell when a W ACO, Stearman or a pretty little Jenny flies overhead? On the wings of these airplanes, we all experience the leather helmet days before radios, nose wheels and controlled airspace. We're fortunate your EAA is dedicated to keeping our flying heritage alive.

Keeping antique and classic aircraft flying means investing substantial money as well as time.

AVEMCO's antique and classic air足 craft coverage provides protection of your financial investment at a surprisingly reasonable cost. In ad足 dition to liability and hull coverage, you can be compensated for your labor if you make repairs yourself.

After all, who knows your airplane better than you do?

Stop by and see us at Oshkosh.

Your antique and classic aircraft, as well as your enthusiasm, is welcome here.

CALL DIRECT TOOA Y FOR A N IMMEOIA TE, NO O BLIGA TlON QUOTE.

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AAA04-0 (6/90)