VA-Vol-23-No-12-Dec-1995

EDITORIAL STAFF

December 1995

Vol. 23, No. 12

CONTENTS 1 AlC News/H,G, Frautschy 3 Aeromail

4 Editorial/E.E. "Buck" Hilbert

5 From the Archives/

Dennis Parks

9 Mystery Plane/H.G, Frautschy

Page 12

10 What Our Members Are Restoring/ Norm Petersen 12 Bringing Your Project Home/ Don Holloran

EAA ANTIQUE/ CLASSIC DIVISION, INC.

OFFICERS

13 B. Thomas' Staggerwing/ H .G. Frautschy 17 Tom Leaver's Morane Saulnier/Tom Leaver

Page 13

21 1996 Type Club Listing 25 Pass it to Buck/

President

Espie ·Butch· Joyce

P.O. Box 35584

Greensboro, NC 27425

910/393.0344

Vice-President George Doubner

2448 Lough Lone Hartford, WI 53027 414/673-5885

Secretary

Steve Nesse

2009 Highland Ave.

Albert Lea, MN 56007

507/373-1674

Treasurer E.E. 'Buck' Hilbert P.O. Box 424 Union,IL60180 815/923-4591

DIRECTORS

E.E. " Buck" Hilbert

26 Welcome New Members 26 Calendar 28 Vintage Trader 30 Antique/Classic Merchandise

Publisher Tom Poberezny

Vice-President

Marketing & Communications

Dick Matt

Ed iior-in-Chief

Jackeox

Editor

Henry G. Frautschy

Managing Editor

Golda Cox

Art Director

Mike Drucks Assistant Art Director

Sara A. Otto

Computer Graphic Specialists

Olivia L. Phillip Jennifer Larsen

Advertising

Mary Jones

Associate Editor

Norm Petersen

Feature Writers

George Hardie, Jr. Dennis Parks

Staff Photographers

Jim Koepnick Mike Steineke

Carl Schuppel Donna Bushman

Editorial Assistant

Isabelle Wiske

Page 17

FRONT COVER . . The Beechcraft D-I7R of Brad Thomas, as restored by Doc's Air Service of Sandwich, IL was the EAA OSHKOSH '94 Bronze Age Antique Runner-up. EAA photo by Jim Koepnick. shot with a Canon EOS-l equipped with an 80-200mm lens. 1/250 sec. at flO Kodak Ektachrome Lumiere 100 film.

Cessna 210 photo plane flown by Bruce Moore.

BACK COVER ... "Running for Home" is the title of this oil painting by Michael Boze. 2155 E. Pierceton Rd #1. Warsaw. IN 46580. Commissioned by Anson Mount. the painting is not for sale. but Michael is interested in painting commissions and limited edition prints. "Running for Home" was awarded an Honorable Mention ribbon during the 1995 Sport Aviation Art Competition.

Copyright © 1995 by the EAA Antique/Classic Division Inc. All rights reserved.

VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by the EM Antique/Classic Division. Inc. of the Experimental Aircraft Association and is published monthly at EM Aviation Center, 3000 Poberezny Rd., P.O. Box 3086, Oshkosh. Wisconsin 54903-3086.

Second Class Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. The membership rate for EM Antique/Classic Division, Inc. is $27.00 for current EM members for 12 month period of which $15.00 is for the publication of VINTAGE AIRPLANE. Membership is open to all who are interested in aviation.

POSTMASTER: Send address changes to EM Antique/Classic Division, Inc.. P.O. Box 3086, Oshkosh, WI 54903-3086. FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via suriace mail.

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

EDITORIAL POLICY: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. No renumeration is made.

Material should be sent to: Editor, VINTAGE AIRPLANE, P.O. Box 3086, Oshkosh, WI 54903-3086. Phone 414/426-4800.

The words EAA, ULTRALIGHT, FLY WtTH THE FIRST TEAM , SPORT AVIATtON and the logos of EAA, EAA INTERNATIONAL CONVENTION, EAA ANTIQUE/CLASSIC DIVISION, INTERNATtONAL AEROBATIC CLUB, WARBIRDS OF AMERICA are ® registered trademarks. THE EM SKY SHOPPE and logos of the EM AVIATION FOUNDATION and EAA ULTRALIGHT CONVENTION are trademarks of the above associations and their use by any person other than the above association is strictly prohibited.

John Berendt

Robert C. "Bob" Brauer

7645 Echo Point Rd.

Cannon Falls, MN 55009

507/263-2414

Gene Chase

2159 Carlton Rd.

Oshkosh, WI 54904

414/231-5002

9345 S. Hoyne Chicago, IL 60620 312/779-2105 John S. Copeland

28-3 Williamsbur8 Ct.

Shrewsbury, MA 1545

508/842-7867

Phil Coulson

28415 Springbrook Dr.

Lawton, MI 49065

616/624-6490

Stan Gomoll

1042 90th Lane, NE

Minneapolis, MN 55434

612/784-1172

Charles Harris

7215 East 46th St.

Tulsa, OK 74145

918/622-8400

Jeannie Hill

P.O. Box 328

Harvord, IL 60033

815/943-7205

Robert D. "Bob' Lumley 1265 South 124th St. Brookfield, WI 53005 414/782-2633

Dale A. Gustafson

7724 Shady Hill Dr.

Indianapolis, IN 46278

317/293-4430

Robert Lickteig

1708 Bay Oaks Dr.

Albert Lea, MN 56007

507/373-2922

Geoff Robison

1521 E. MacGregor Dr.

New Haven, IN 46774

219/493-4724

Gene Morris

115C Steve Court, R.R. 2

Roanoke, 1)( 76262

817/491-9110

George York

181 Sloboda Av.

Mansfield, OH 44906

419/529-4378

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

DIRECTOR EMERITUS S.J. WiHman

1904-1995

ADVISORS Joe Dickey 55 Oakey Av. Lawrenceburg. IN 47025 812/537-9354

Dean Richardson 6701 Colony Dr. Madison, WI 53717 608/833-1291

Ale

work, a major portion of which was do­ nated to the Division.

Other news concerning the Fall board meeting will be detailed in president Butch Joyce 's column, Straight & Level, next month.

Later that evening, the board and its in­ vited guests attended the EAA Hall of Fame dinner, where 3 individuals who had contributed to the the advancement of An­ tiquelClassic aviation were inducted into the AIC Hall of Fame. Their contributions are detailed on the next page.

information packages and specific bidding instructions.

In addition , three jet aircraft are also available for sale (no time deadline) . The aircraft (and their asking price) are an F-86 Sabre ($225 ,000); a CF-104D Starfighter ($165,000); and a Hawker Hunter ($75,000).

All aircraft will be sold on an " as-is , where-is" basis. Each airplane is available for inspection by contacting Daryl Lenz, EAA Director of Aircraft Maintenance and Restoration, at 414/426-4843.

EAA ON THE INTERNET

Robert Van Ausdell

An ever increasing number of EAAer's have been asking about an official EAA presence on the Internet. We' re pleased to announce that effective immediately, the EAA Ultimate Flights Web Pag e (http://www .eaa. org/ultimateflights) is up and running, ready for net surfers to ac­ cess. Information on the segments and special features of current, future and past episodes of EAA 's Ultimate Flights series on ESPN2 is presented.

Future EAA web sites will include pages on the EAA Aviation Foundation's Young Eagles Program and EAA OSHKOSH '96.

Bob Van Ausdell (EAA 13104, AIC 4151) , Santa Paula, CA and one of the trustees of the Staggerwing Museum, was tragically killed in a landing accident at Youngstown, OH while attempting to land the newly restored Travel Air Mystery Ship just prior to its scheduled appearance at the Staggerwing Convention.

One of the Museum Foundation 's most active founding members , Bob and his beautiful yellow and black Beechcraft D­ 17S have been well known up and down the west coast and all over the U.S . .

Our condole nces to his family and his many friends .

AIRCRAFT FOR SALE

Howard Funk

The EAA Aviation Foundation has a number of duplicate or otherwise excess aircraft in its collection available for sale.

Two aircraft will be sold to the person(s) submitting the best offer above a minimum bid by 5 P.M. (CST) on Monday, Decem­ ber 18.

The aircraft (and their minimum bid value) include a Piper J-4 Cub Coupe ($13,000); and an Ercoupe ($9,500).

The term "bid value" is used to provide for a cash purchase, an aircraft exchange (or trade) or a combination of both that meets or exceeds the minimum bid value.

Bids that do not reach or exceed the stated amount will not be considered. Bidders who would like EAA to consider a particu­ lar trade should contact Chuck Parnall in the EAA Flight Department at 414/426­ 4886 (FAX: 414/426-4881) to determine a level of interest. Chuck can also provide

Howard Funk, Coffeyville, KS passed away at the age of 85 on October 18, 1995.

Howard and his brother Joe created and produced the Funk airplane. A short his­ tory of their efforts was published in the October issue of Vintage Airplane. After ending lightplane production, Howard and his brother went into the production of transmissions that improved the usefulness of many farmer's tractors by providing a durable power take-off that could be used to drive other implements. The company they started in now a division of John Deere, Inc. Howard was acknowledged as an out­ standing engineer , and was the driving force behind the design of the products built and sold by the company.

Our condolences to Joe Funk, the Funk family and the many friends and acquain­ tances of Howard Funk.

NEWS

compiled by H.G. Frautschy AjC BOARD NOTES At the 1995 Fall AntiquelCiassic Board of Directors meeting, a number of events took place that are of note: First, the Board of directors, in accor­ dance with the Division Bylaws, appointed Director George Daubner to serve out the remainder of the vice-presidential term of the late Art Morgan, who passed away this past July. George expressed his thanks to the board for their vote of confidence, and expressed his desire to serve the Division to the best of his ability. George is the chairman of the AIC Parking Committee, and also volunteers much of his free time to EAA's Pioneer Airport.

To fiIl the director's position vacated by George, the Board appointed AIC Advisor Geoff Robison to complete that term. Ge­ off also works during the convention as one of the organizers of the AIC parking committee, and is the Chairman of security for the AIC parking area during the evening hours.

1996 will mark the 25th anniversary of the Division, and plans are being made to celebrate this significant milestone throughout the year in the Pages of Vin­ tage Airplane, and especially during spe­ cial events during EAA OSHKOSH '96 .

The Board was briefed on the many activi­ ties planned by Dobbie Lickteig, who is chairing the effort to put the celebration together. Look for more news starting next month in the pages of Vintage Air­ plane.

During the general Membership meeting called to order during the Board of Directors meeting, a presentation was made by attorney and EAA Legal Coun­ cil Chairman Jack Harrington regarding the revision of the tax status of the Divi­ sion . By becoming a non-profit organi­ zation under IRS code 501c3, the Divi­ sion will realize some savings during the coming years, particularly when it comes to the cost of postage. The motion to proceed with the proposal was voted on and approved. Mr. Harrington stated that the application would be filed with the IRS during the week of November 13, and that the Division could expect fi­ nal approval from the IRS around Feb­ ruary of 1996. The Board expressed their appreciation for Mr. Harrington's

EAA ADULT AIR ACADEMY The EAA Adult Air Academy will present its annual session from February 19­ 23, 1996 at the EAA Aviation Center in Oshkosh. Basic aircraft maintenance, build­ ing and restoration skills will be the subjects of classroom and workshop activities plus participants will have the opportunity to meet Headquarters staff and learn more about the wide range of EAA activities.

The EAA IZENAIR Aircraft Building Academy is scheduled for February 24­ March 3, 1996. This workshop is the first of its kind presented by the EAA Air Academy, with a goal of constructing an all metal ZENAIR Zodiac CH 601. The $800 registration fee for each of these programs provide for accommodations, meals, local transportation, necessary supplies and materials.

For further information and registration materials, contact the EAA Education Office by calling 414/426-4888 or writing P.O. Box 3065, Oshkosh, WI 54903-3065.

Participation is limited to 25 people per session.

VINTAGE AIRPLANE 1

1995

Antique/Classic Hall of Fame Inductees

Our congratulations to the three inductees installed in the fAA Antique/Classic Division's Hall of Fame, November 10, 1995. They are:

Joseph P. Juptner Joseph has been an airplane afi­ cionado since he was a small child.

He finally got his chance to see an airp lane , a J-l Standard, when he was twelve years old. As a young­ ster, he washed and cleaned as many old biplanes as he could to earn rides, and hung around the pi­ lots listening to their imaginative stories about their adventures.

As he grew up he trained to be a private pilot, mechanic, amateur airplane designer and airplane builder. During WW II he served as a crew chief in a fighter squadron and upon leaving the service, he Joe Juptner (left) was unable to owned and ran a hobby shop for attend the festivities in Oshkosh, four years. Later, he was a partner but his friend Buck Hilbert, shown in a flying school and then had a ca­ here with Joe in California during reer with Douglas Aircraft as a 1993, accepted the award on his behalf. wind tunnel model builder.

During his en tire life, Joe has gathered a vast collection of historical data, books, magazines, and photos on civilian aircraft. As he delved into aviation history, it be­ came obvious that a complete factual record of the history of civilian aircraft in the United States was sorely needed.

Over a number of years he wrote several volumes of what would be published as "U.S. Civil Aircraft," a history of each of the aircraft type certificated in the U.S. from 1927 into 1957. Joe Juptner's painstaking effort over the years to create his nine volume set put into the hands of historians and enthusiasts a nine volume aeronauti­ cal encyclopedia that has proven to be an essential part of many avia­ tion libraries.

Aviation ent husiasts everywhere owe a continuing debt to Joe Juptner for his lifelong, diligent work on what is considered the most ambitious venture in aerona utical book publishing.

Cole Palen From his early days as a youth , Cole Palen reveled in the stories of the Great War and the iron men who flew the fabric covered fighters of that time. In 1952, a few years after graduating with an A&E cer­ tificate from the Roosevelt Me­ chanics School on Roosevelt Field, he learned that the re­ maining six WW I era airplanes of a collection based at the old airfield were to be auctioned 2 DECEMBER 1995

Rita Palen accepts the AlC Hall of Fame award on behalf of her late hsuband, Cole Palen as EAA Founder and Chairman Paul Poberezny looks on.

off by sealed bid. Putting his entire life savings into the bid, he won out over the otber bidders, and after nine round trips to Long Is­ land by car and trailer to retrieve his " new" treasures, he started a collection that would grow to ove r 70 aircraft by the time of his death in 1993.

In 1958, he was able to buy a defunct farm near Rhinebeck, NY. Not many would believe it could be the site of an airstrip, but with the help of a small but extremely dedicated gro up of volunteers, the Old Rhinebeck Aerodrome became a reality. By 1960, they were flying one airshow on the first Sunday of each month. As its popu­ larity grew, every weekend would be filled with the sounds of eager crowds and the bark of a rotary engine. The Old Rhinebeck Aero­ drome Foundation continues the traditions set by Cole as the show goes on, teaching a new generation about the early days of aviation.

Cole Palen became one of the pioneers of the vintage airplane hobby and a leader of those involved in the restoration and flying of WW I airplanes. By popularizing the collection and restoration of early aircraft, Cole helped save early aircraft and aviation artifacts that would otherwise have been lost forever.

Kelly Viets Kelly's love of vintage air­ planes has its roots in his child­ hood during the 1920s and '30s, when he spent time at the Kansas City Airport. there he saw many of the great airplanes of the day ­ the first TWA DC-2 , peeking into the hangar to see the Travel Air Mystery Ship (which earned him a removal from the hangar by the seat of his pants!) and Kelly Viets accepts the congratula­ Benny Howard's Ike. Kelly was tions of AlC Division President Butch a voracious model airplane Joyce during the ceremonies held at builder, a hobby he credits with the EAA Aviation Center. helping him on his way to be­ coming a consulting engineer. During WW II, Kelly was busy design­ ing airports and base facilities for the U.S. Government. In 1954 he began his own firm, Viets Consulting Engineers.Kelly received his pi­ lot's license in 1946 on the GI bill. In 1966, with gentle guidance from Edna, his wife, he purchased bis first airplane, an Ercoupe he still owns. (Edna told him he could buy any airplane he wanted, as long as it was one of the cute airplanes he flew at night during his flight train­ ing!) He and Edna fo unded the International Ercoupe Association in the ea rly 1970's. He has also restored a 1940 Bellanca 14-12 and a 1947 Stinson Station Wagon.

Kelly has provided long-term service to both EAA and to the An­ tique/Classic Division. He served as a member of tbe EAA Aviation Foundation Board from 1974-1983, was a Director of the AlC Board starting in 1972 and became Secretary of the Division in 1980. He was also elected to two terms as Vice -President. His dedication and hard work was instrumental in making Antique/Classic the popular Division that it is today.

'*

VINTAGE

Aero Mail

Howdie H.G.!

Even before "Pete," Gordon Israel at­ tempted to break into air racing with a clipped wing Buhl Bull Pup motivated by a 95 hp Menasco. That was one of the pro­ jects he never talked about, and I haven ' t a clue why this was so. Maybe it crashed.

His Stinson Reliant proposals were almost 100% Howard in concept and you would swear, after looking at the preliminary lay­ outs, that they were DGA spinoffs. The interplay betwee n Stinson and Howard during G .1. 's tenure is pretty revealing.

They hired him to put some pep into the Reliant, which was widely thought of as an old man's airplane.

An interesting sidelight of G.!. is the fact he did a lot of his own test flying at Stinson, Howard and Grumman with noth­ ing more than a student permit in his pocket. I'm not sure he ever held a valid private pilot's license. Certainly he didn't before the War. In 1960 or thereabout, while cruising along the banks of Lake Como, a passing floatplane led me to the Como Aero Club 's fleet, which included a Ca.100. I thought it might have been the subject of your article , but it was I-COMA. Hey, I spent half the afternoon in a baking garage trying to find those pictures!

The enclosed reminded me that there was an effort to market the Ca.lOO in this

country. A single example , NC57K , was certificated in the Group 2 category under the auspices of the Curtiss Company, no less. This mayor may not have had some­ thing to do with their (Curtiss- Wright) later involvement with the DH Moth pro­ gram at St. Louis. Nothing came of it, be­ cause the the Ca.lOO's handling character­ istics were reputed to be less than satisfactory. NC57K met its e nd on a cross-country over the Pennsylvania coun­ tryside , having been so ld to a private owner, when the 85 hp Gypsy quit. The pilot tried to spiral into a field , fell into a spin and "bought the farm. " Re th e July Mystery Plane. Years ago, in the late '50s or early '60s, a ge nt by the name of Howard Heindell had a little print shop we used to patronize from time to time, for letterheads and such. On the cus­ tomer side of the counter he kept a stack of ancient and tattered scrap books, one of which detailed the the history of the Arg­ o n aut Pirate , which he had designed.

Howard was an Early Bird who had learned to fly at one of the Curtiss schools, c. 1912, possibly a pupil of Glenn Curtiss himself. Certainly he was a Curtiss em­ ployee early on and was pretty much a self-ta ught engineer.

The Argonaut illustrated is the Model H-20, built in 1933-34, and powered by an experimental 120 hp Curtiss Crusader in­ verted six. The airplane showed a lot of promise and production plans called for an initial batch of ten H-24s, which diffe red ma inly in having the 125 hp Me nasco Pi­ rate. At this point Heindell's backers be­ gan negotiating with Al Menasco for ten more engines at an affordabl e price. Ap-

The bottom two shots of the July Mystery Plane is an earlier model of the Argonaut Pirate, the H-20. The top shot is the final version of the amphibian, the H-24.

The Caproni Ca.1oo was marketed with little success here in the USA by Curtiss. It was powered by a American built 85 hp Gypsy.

parently they had been promised engines for $600 which was about half the going rate, but MenasCO"Teneged. ·This undoubt­ edly contributed to the company's failure to get their Tonawanda, NY factory into production.

The Argonaut company passed into the hands of Donald G. White, whose White Aircraft Corp. in LeRoy, NY also owned the Ben Jones and New Standard corpo­ rate assets. White's money, by the way , came from lello pudding. He enlisted en­ gineer George Gay to do a remake of the Pirate with improved streamlining, the 160 hp Menasco Buccaneer and later the 175 hp Ranger. They didn ' t get beyond the prototype stage either.

Hey, H .G ., I could regale you with anecdotes about Israel and his "Redhead," the Laird on p.age 8, 01' NC55555 and a few more Capronis, but I gotta get back to th e book. That way I ' ll at least make boxboy wages. It's a terrible curse to have a head full of useless trivia, compounded by compulsive letter-writing.

Cheers!

John Underwood Glendale, CA

John 's letter points out that there was a bigger reason for the difference between the three photos used in the answer for the July Mystery Plane, published in October. The first two shots show the airplane with no registration, and a few differences in the Pi­ rate's configuration . The vertical tail is a different shape, and it is painted a darker color. Based on John' s recollection , it does seem likely that the first two shots are of the H-20 , while the la st is of the H-24. - H.G . ...

Frautschy VINTAGE AIRPLANE 3

WHY The Antique/Classic QUESTIONNAIRE

by E.E. "Buck" Hilbert

As you may recall , old ""Bucky" is still working on this aviation rules thing with Charlie Schuck. Well , I've involved some of the EAA staff - H.G. Frautschy, your editor, Ben Owen of Information Services, Bob Mackey of the Chapter Office and Earl Lawrence from EAA Government Affairs. With Tom Poberezny and Executive V.P .

Bob Warner giving the O.K., we are putting together the data we need to approach the FAA for some easing of the maintenance and certification rules for the aircraft over thirty years old.

That is the basic reason for the ques­ tionnaire.

What are we going to do with the information? First, we really need to get a handle on the actual ways people are maintaining their airplanes. Build­ ing your own parts for use on your air­ plane is perfectly legal per FAR 21.303, and if a lot of us need to do that to keep our airplanes flying safely, then we need the statistics to prove our point to the FAA. We also need to know what types of airplanes are being maintained in cer­ tain ways - in other words, are most of the Antique/Classic airplanes owner maintained, with AI assisted annuals?

Or is that done mostly on lighter air­ planes, or across the board? And what part do Type Clubs play in all of this?

If we are able to show the FAA that much of the technical information is with the type clubs, we can show how we, as a group, can safely maintain our airplanes.

The format is set up so that our data processing department can easily input your answers, without getting too "wordy." I wasn't too pleased with the format at first , until I called Earl

Lawrence and he patiently explained how the computer understands multi­ ple choice questions far better than a "fill in the blank ." It seems that using this format, the computer will classify and sort all the information . That way we can pull out any statistic we need and help the FAA by supplying fact ­ based information that isn't ge nerated from hearsay.

EAA's willingness to help us on this survey highlights why it's such a good idea to belong to the Antique/Classic Division. EAA has the credibility and access to the FAA that we need to help gain visibility for our problems, and with EAA's upgrading of their com­ puter and data processing capabilities, they can help consolidate the informa­ tion into useful conclusions. That's why it's important that the Division is

a part of EAA - they have worked closely with the FAA for over 40 years, and we can benefit from this long term cooperative relationship .

These questions should help us get a better handle on what we all are doing to keep our airplanes in the air. So get a good grip on your writing stick, grit your teeth and check off the boxes to the best of yo ur ability. We need the data to build our case and maybe we'll get some consideration for our older airplanes. Meanwhile, I think I'd bet­ ter see about hitchin g a rid e on the new information Superhighway and learn something about computers.

Over to you,

To make it clear to all of our new members, I think it's appro­ priate to state that fAA and the Antique/Classic Division does not sell "mailing lists" or "sell your name" to anybody who asks for it.

This particular survey will be used to help us with our work directed at lessening the maintenance burden on our older airplanes. We do not plan to release the names and addresses related to each survey to any outside parties.

Information you send us when you join or renew your member­ ship is used in conjunction with materials sent on fAA's behalf about our various insurance programs, fAA Aviation Foundation fundraising and other fAA programs. - H.C. Frautschy

U.S.A

CHICAGO

from the

Archives • • •

by Dennis Parks

SCALI: I

I t.l C H · 775 '1'1.

SEE- PLATf: 3 FO R

S YM ~O L S .

CHICAGO MUNICIPAL AIRPORT Chicago Municipal Airport was one of more than a dozen airports established in Chicago by 1926 . Now known as Midway, it would grow to become the busiest airport in the world. Officially opened May 8, 1926, the airport was not completed until two years later.

The airport originally consisted of a 300 acre tract site, of which only the east side was developed. When com­ pleted in 1928, the field had nearly two miles of "modern" cinder runways, the longest 3,600 feet in length and 186 feet wide.

On the southeast portion of the fi e ld , National Air Transport, Robertson Aircraft, Aviation Serve and Trans­

The following photos, donated by jane Lentzner, were taken by George Lentzner and joe Hadky when the y were teenagers at the Chicago Municipal airport. The photos appear to date in the late 1930s. The DC-4E had been in Chicago in 1939. joe reported that they "walked around and poked into anything they wanted and no one questioned us." The photos reproduced re­ flect the variety of passenger planes being used, from the an­ cient Ford Trimotor to the four-engine wonder of its day, the Douglas DC-4E.

port Company , and the 33rd Division of the Illinois Na­ tional Guard maintained hangars and offices. On the south side, Unive rsal Air Lines and Northwest Airways shared a hangar. Grey Goose, Embry-Riddle and Standard Oil shared another. Thompson Aeronautical Corporation and Interstate Air Lines were also located on the field .

The appearance of large, heavier airliners such as the Boeing 247's, Douglas DC-2's and DC-3's, which ap­ peared in the middle 1930's , required long, paved run­ ways. In 1934 the railway line which marked the northern end of the field was relocated, clearing the way for the ex­ tension of runways and construct ion of additiona l facili­ ties, making possible the development of the fie ld as th e world 's busiest airport.

DOUGLAS DC-2. NC-13789. Transcontinental & Western Air Jack Frye of TWA is credited with being the inspiration behind the Douglas series of twin-engined transports. Fokker transports fell into disrepute after the crash in March 1931 that killed Notra Dame coach Knute Rockne. Grave doubts about the wooden wings forced frequent and expensive inspections of Fokker wings.

With over a dozen Fokkers in their fleet, the inspection requirements about put TWA out of business. Frye turned to Boeing for copies of the 247. With Boeing's output controlled by United, Frye had to look elsewhere and submitted specifications to five manufacturers. Douglas responded with the proposal for the DC-1 (Douglas Commercial One).

The improved production version of the DC-1, the DC-2 started a new era when it went into service in 1934. Soon TWA was run­ ning the ships coast to coast, cutting seven hours out of earlier schedules.

VINTAGE AIRPLANE 5

(Left and below) LOCKHEED Model10-A Elec­ tra NC-14938. Braniff Airways.

After seven years of producing wooden aircraft, the Electra was the first all-metal Lockheed to be produced at the Burbank facility. The air­ craft was designed as an economical, high speed, small transport. A cruising speed of 190 miles per hour made the Electra the fastest of the mUlti-engined transports of the time.

Northwest was the first operator of the air­ planes in 1934, flying the Minneapolis - Seattle route in nine hours. The popularity of the plane with Northwest prompted Braniff to use them on their Chicago to the Gulf Coast routes.

(Right) DOUGLAS DC-2. NC-14969. Eastern Air Lines. In 1933/34 Easter ordered 11 DC-2s. By 1941 Eastern was the fourth largest user of DC­ 3s, operating 39 of them. Note the spinners.

(Right) BOEING 247 Possibly NC-13311. Penn­

sylvania Airlines.

Firstflown in 1933, the Boeing 247 began a new

era in passenger air travel. Not only was it of

all-metal construction, it was 50 miles per hour

faster than it predecessor, the Boeing 80 Tri­

Motor. Billed as the "three miles a minute"

transport, its success led to the development of

the Douglas DC-2s and DC-3s. Note Townend

Ring and two speed variable pitch propeller of

the earlier models.

(Below) DOUGLAS DC-3. NC-16063. United Air Lines.

Development of the DC-3 was undertaken by Douglas at the request of American Airlines. Using Curtiss Condor biplanes, Ameri­

can had found itself at a great disadvantage compared to the DC-2 used on the coast to coast flights by TWA. American's longer

southern route also required overnight sleepers. Thus, the first product was the 14 berth DST, Douglas Sleeper Transport.

American introduced the DST as a day plane on the New York - Chicago route in June of 1936. This set new standards with non­

stop flights in both directions, surpassing the DC-2s service which was non-stop in only the Eastbound direction. The day version

of the DST, called the DC-3, was equipped with 21 seats, exceeding the DC-2s capacity by a third.

Within ten months of its introduction, all major transcontinental operators were using the DST on coast-to-coast sleeper service.

The DC-3 would come to completely dominate US passenger service. Within five and one-half years after its first use, 260 DC-3s

were in domestic service, accounting for 80 per cent of all airliners. The next largest number in use was the Boeing 247 which

numbered 25.

6 DECEMBER 1995

(Right) TRAVEL AIR 6000-A. NC-8704. American(?)

This Travel Air 6000 was owned by Central Airlines of Wichita, Kansas during 1929-30. Southern Transcontinental Airways, later purchased by American, was listed as the owner in 1931.

This aircraft was developed by Travel Air in an­ swer to requests from airlines for a higher perfor­ mance single-engine cabin monoplane. It enabled carriers on shorter routes to offer faster and more frequent service. Operators of the 6000 included Central Air Lines, Overland Airways, Northwest, Soutern Air Transport and Delta. The plane also appealed to personal owners for its performance and lUxury. Actor Wallace Berry and film producer Victor Fleming were owners of 6000's.

(Left) FORD 4-AT-56 NC-9613. Air Tours Inc.(?) (Does anyone recognize the logo on this airplane?)

The 4-AT was the first of the famous Ford Tri-Motors that helped pioneer commercial passenger service in the United States. It was the largest all­ metal aircraft built in the U.S. up to that time and featured corrugated Alclad covering. The design quickly gained ac­ ceptance by the airlines and over 70 of the series were constructed before pro­ duction ended in 1931.

(Right) STINSON Model A Tri-Motor. American Air­ lines. This rag and tube passenger plane was an anomaly in the era of the all metal Boeing 247s and Douglas DC-2s and DC-3s. This model Stinson, certificated in 1934, had the tri-motor transport market all to itself. The Model A was designed as a fast, short haul transport for the feeder market and at half the price of its all metal competition, the Stinson did well. In 1935 American used the planes in its milk-run on the Detroit - Chicago route which included stops in Ann Arbor, Jackson, Battle Creek, Kalamazoo and South Bend. The longest scheduled hop on the route was the 38 minutes between South Bend and Chicago.

VINTAGE AIRPLANE 7

DOUGLAS DC-4E. NX-18100. United Air Lines This aircraft, the first of the large four-engine tricycle landing gear transports, cost one million dollars in 1938. First flown during June of 1938, the triple-tailed DC-4E was the world's largest landplane. The well know racer plane designer and race pilot, Benny Howard, was one of the aircraft's test pilots. In November of 1939, the DC-4E was used by United Air Lines on an extended tour of most of the United States. Though impressive, United felt that the transport needed modification to become a satisfactory air足 liner. United had ordered 6 of the type for delivery in early 1941. Although five major airlines had shown interest, no one but United wanted to order the aircraft. The DC-4E prototype was sold to Japan late in 1939. (That's a whole story in itself!) Douglas redesigned the entire concept and 60 orders for the smaller single-tailed DC-4 came forth from United, Eastern, American, Transworld, and Pan American airlines. Because of the war, the production of these aircraft were taken over by the Army as the C-54, with first deliveries in May of 1942.

8 DECEMBER 1995

by H.G. Frautschy From the collection of W. Hendon we have this month's Mystery Plane, designed and flown in the high plains. The an­ swer will be published in the March, 1996 issue of Vintage Air­ plane. Answers for that issue must be recieved no later than January 25, 1996.

The September Mystery Plane was an unknown for most, but a pair of longtime readers were able to pin it down. Both Charley Hayes, New Lenox, IL and Remo Galeazzi, Petaluma , CA came up with the right answer. Here's Charley's answer: "The Mystery Plane on page 6, September 1995 Vintage Airplane is the Tiffany Sport. It was under­

Jack McRae supplied us with a copy of the photo, which is originally credited to the U.S. Air Force. Jack wrote that the Tiffany Sport was one of the airplanes entered in the Light Airplane events at the 1925 National Air Races held at Mitchel Field, Long Island , NY in October 1925, and included a copy of an account of the Dayton Daily News Trophy race published in the October 19, 1925 edition of Aviation, The Tiffany had engine trouble and was merely taxiied across the start line so that Sarter Tiffany could get his entrance fee re­ turned. In that same race, Ed Heath also had trouble with his converted Harley Davidson powered machine , the " Hum­ mingbird," and was also unable to actually fly in the race.

Both racers did fly in the Light Place Efficiency event, but the Tiffany experienced a loss of engine lower and was forced to land on the Salisbury Club golf course. According to the arti­ cle " He (Tiffany) gave the spectators quite a thrill at the start as he had great difficulty getting off the ground and bumped along for a half mile before his sputtering motor gave him suf­ ficient lifting power. " Both Remo and Charley used "Experimental Light Aircraft and Midget Racers" by John Underwood and John Caler (Aero Publishers, 1958) as their source of information. ...

1924 Tiffany Sport

powered by a converted Harley Davidson motorcycle engine. Sarter Tiffany designed and built this about 1924."

And from Remo we have this:

"The Sept. issue Mystery Plane is the Tiffany Sport. It was designed and built in 1924 by Sarter Tiffany and was powered by an 18 h.p. converted Harley Davidson cycle engine. The caption states that the craft had an extremely short wing span and required plenty of space for take-off!"

VINTAGE AIRPLANE 9

WHAT OUR MEMBERS ARE RESTORING

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - by

Norm Petersen

Dave Tyndall's Luscombe 8A This very pretty 1946 Luscombe 8A, NC71373, SIN 2800, was restored by David Tyndall (EAA 116326, AIC 7288) and his father, Jim Tyndall, of Mechanicsville, VA . Sadly, Jim Tyndall didn't live to see the first flight of the 8A on Septem­ ber 7,1995, having passed away prior to the airplane's com­ pletion. The Luscombe was completely disassembled with every nut and bolt replaced . In addition, the Continental A65-8 was majored along with all accessories. A new lower cowl from Univair was used to clean up the nose area. A Sensenich 76KCK44 wooden prop was installed. The wings

were stripped, cleaned and primed and new leading edges, cables and pulleys installed. Covering was done in Ceconite 102 using the Air-Tech process. The Luscombe was painted with Air-Tech polyurethane white and DuPont Centari Boston maroon was used for the trim. A new interior was installed along with gray flock coating on the metal panels.

Complete with wheel pants, the neat Luscombe cuts a pretty picture. Congratulations to you, David, and best wishes on your next project, a big cabin Waco EGC-8, NC2329, SIN 5062.

Brazilian Stinson 108-3 This photo of a Stinson 108-3 under rebuild was sent in by Moyses Gomes Da Silva of Recife Pernambuco, Brazil. The workmanship appears to be excellent with everything well primed for long term corrosion control. Note the outside bag­ gage door, common to the dash three, and the Scott 3200 tail­ wheel. In the foreground is a Cub fuselage and between the 108-3 landing gear is a wheel pant from a Piper Pacer or Clip­ per. What a fascinating hangar to browse through! Perhaps Moyses will send us a photo of the Stinson 108-3 when it takes to the air. Until then, best wishes on the project.

Dolf Battifarano's Piper Cub Coupe Posing in its fresh coat of paint is a 1939 Piper J-4A Cub Coupe, N22966, SIN 4-522, that just came out of a 1­ 112 year restoration by its owner, Adolf Battifarano (EAA 443983 , A/C 21693) of Oakland, NJ . Dolf wants to especially thank his veteran lA, Bill Shatt (EAA 19706, A/C 3381), of Matamoras, PA , who rigged, licensed and test flew the J-4A. (Bill Shatt is also an EAA Technical Counselor.) Powered with a Continental A-65, the wood­ spar J-4A makes a dandy two-place airplane and looks es­ pecially nice with the large wing numbers , the correct stripe and a shiny new wooden propeller. There are 192 J-4A Coupes remaining on the FAA register. Congratu­ lations to Dolf on a really nice looking airplane . We would love to see it at Oshkosh in '96.

10 DECEMBER 1995

Andrew King's Ryan M-l replica The big square fuselage in the photo is the substantial begin­ ning of Andrew King's replica Ryan M-1 cabin job. As Andy says, "The project started in March of this year and as of now, the fuselage is welded up and the various accoutrements are going in - seat mounts, cowling attach tubes, and so forth ."

Apparently, information on the Ryan M-1 is difficult to come by, however, Andy discovered that Bob Buck, living just 30 miles away, had an original Ryan M-1 fuselage hanging in his hangar - and he agreed to loan Andy the fuse lage to copy.

Perhaps the readers of VINTAGE AIRPLANE could help in tracing the history of Bob Buck 's fuselage . It came from southern California and was apparently at Tallmantz Aviation during the time of the filming of the movie, "The Spirit of St. Louis." It must have flown into the late 1930's as there are fiber stop nuts in evidence. The following clues might help ­ the front cockpit has been closed in but not the back, wheel brakes have been added and the fuselage sheet metal has been exten ded down the fuselage sides several feet aft of the fire­ wall. If anybody has a picture of such an airplane, we would like to see it. In addition, Andy would like any information on Homer Roy Webber, who ran Webber Airport in Inglewood, California, in the late 1920's and owned an M-l.

The second picture is a Jenny fuselage that Andy and Ken Hyde are building at Ken Hyde's shop for the Army Aviation Museum at Fort Sill, OK. Note on the wall in the background, a Ryan rib, a Jenny rib and a Wright Model B rib.

(Andrew's phone number is 703-830-0376 in Centreville, V A)

Ken West's Beech Bonanza Photographed at Munsil Williams ' farm strip near Pickett, WI, is a 1958135 Beechcraft Bonanza , N58KW , SIN D-5690 , that is the pride and joy of Ken West (EAA 211828, AlC 24715) of Clintonville, WI. With a 260 hp Continental IO-470N engine and long range tip tanks , the 135 Bonanza is a d andy cross­ country machine with a good cruise of 165 kts. and about a six hour range. Ken has flown the pretty Contemporary class bird all over the U.S.

With full-length ailerons and complete ball bearing controls, the "22" is a delightful airplane to fly and if Charlie Bell has his way, it will be a trophy airplane. Charlie and Donna Bell's yellow and green Fairchild 24W was EAA Oshkosh Grand Champion Antique just a few years back.

Charlie Bell's Fairchild 22 GO These photos of a 1933 Fairchild 22 C7D, NC9479, SIN 909, under restoration were sent in by owner-rebuilder Char­ lie Bell of Ocklawaha, Florida. The cute tandem parasol will be powered with the original Wright-Gypsy 90 hp engine (up­ right four-banger) and will be finished in original colors.

VINTAGE AIRPLANE 11

Getting Your Project

Home

by Dan Halloran

Because Travel

Can Get A Little Tricky ___

My " mighty" 1983 Honda Civic Wagon has prove n to be a re li able tug in two in­ stances, and I thought these photos may be interesting if you contemplate transporting your project to your home shop.

After deciding to recover the wings of a Cessna 140 (NC 89429) I u sed th e Honda to transport th e wings and th e n later to two the fuselage some 5 miles to my home for dead storage for th e dura­ tion of the project. An early morning trip on a Sunday avoided the inquiring eyes of the police and saved mo ney. The fuse­ lage then spent a cool winter wrapped in plastic, but it is now being reassembled .

T he hangar rental ac tu a ll y paid for th e

(Top) In Marshall, TX, Dan is ready to head back to Marshfield, WI with his next pro­ ject. Since the wings needed a lot of work, Dan wasn't too worried about the leading edges. Look closely, and you 'll see a lot of duct tape used to hold the wings to the fuselage, and the entire unit is tied to the car top carrier.

(Above) He made it! Only a nose rib or two were lost along the way. Every part of the Vagabond is either in or on the car.

(Right) A pretty winters day set the scene for an early Sunday morning move home using a Honda Civic wagon as a tug.

12 DECEMBER 1995

wing recovering materials from Stits.

Having a soft spot in my hea rt for the Pipe r Vagabond (PA-17) prevented me from pa ssing up a n ad in EAA ' s Sport Aviation about a few years ago. I bought it sight unseen from Jeff H erring of Mar­ shall, TX. The next problem was transportation of th e airplane back to Wisconsi n. Knowing the size and weight, and being basically an adventuresome sort I decided to drive my H o nda Civic wagon (a 1983 model with 150,000 miles) to Texas, tie the Vagabond on my car-top carrier, stiff the tail surfaces, engine , cowling, e tc. inside and head for Wisconsin . Seemed st raight e no ugh for me! And it was.

The entire airpla ne, includ­ ing the engine, is either on or in the Honda. r did remove all but th e driver's seat prior to the trip .. Fully loaded I still had rear visibility and road stability.

There was nothing adverse to report, although my gas mileage did drop to 18 mpg . (Your mileage may vary.)

In Okl a hom a a police patrol car fol­ lowed me a mile or so, flashing his lights up to get a look at th e curious structure, and then passed without further questioning.

At rest stops and gas stations I got tired of ex pl a inin g what r was carrying , so I st art e d ma kin g up names. " Oh , that 's a Texas TV tower!" "Oh, that? It's an an­ tique oil ri g." "Yup, that's an airboat."

The sig n on the si d e window r eads: "SOME ASSEMBLY REQUIRED. " If anyone travels th e route from Texas to Wisconsin , keep and eye out for my miss­ ing nose rib s. It seems a few d epa rted company wi th the wing that did not have a leading edge installed.

* * * * Editor's note: The old saw that "Necessity is the mother of invention" sure applies here!

If I would be concerned about making such a trip, it would only be worrisome if the airplane still had covering on it - all of the additional side area above the CG of the car could be a problem in a crosswind. But with the covering off, as in Dan's case, about all it did was add a bunch of drag. ....

Brad Thomas'

D 17 R Beechcraft

Staggerwing

by H.G. Frautschy

How would you define fortunate? In monetary terms perhaps, or do you measure it with regard to accomplish­ ments? Or perhaps a compilation of many things. Good friends and a sense that you have contributed to the causes and values you hold dear would cer­ tainly make you feel fortunate.

Walter "Brad" Thomas (EAA 82476, A/C 2014) of Pilot Mountain, NC proba­ bly feels he is a fortunate man . A past President of the Division , Brad has also had a successful professional life, estab­ lishing a hosiery manufacturing business in Pilot Mountain which he has watched grow over the years. Like so many

youngsters of the 1930's, he was an avowed airplane nut, and was able to solo a Cub in 1938 at the age of sixteen.

Previous to that, he was an avid model airplane builder. After prep school at McCallie School in Chattanooga, TN and a year of college, he volunteered for the Army Air Corps cadet program, and was shipped out to Maxwell Field in Al­ abama. A transfer to the British Flying Training School No.5 in Clewiston, FL had him training to earn both RAF and Air Corps wings. In what must have been a rude change of climates, he left Florida and was assigned to the 7th Ferry Group, Great Falls, MT. He served dur­ ing the War years as a ferry pilot flying everything you can imagine - fighters, twins, and multi-engine airplanes were ferried by Brad to their various bases.

After he returned from the War, he married his girlfriend Ferne and went back to school to complete his college degree (he attended both MIT in Cam­ bridge, MA and High Point College). Es­ tablishing the ho siery business came next. Airplanes were never far away - he still maintained a keen interest in avia­ tion, and it would become a lifelong hobby. Brad holds a commercial pilots certificate with single and multi-engine land ratings, and an instrument rating.

He is one of the early members of An­ tique/Classic Chapter 3, serving as its president during the late 1970's-early 1980's and as a member of its executive committee. Even with all that work, his contributions to sport aviation and an­ tique/classic aviation were not yet com­ plete by any stretch of the imagination.

VINTAGE AIRPLANE 13

He had served as the Chief Classic judge at EAA O shk os h , a nd he al so was th e Secre ta ry of the A ntiqu e/Class ic Divi­ sio n until 1979, whe n he was appointed by th e A/C Board of Directors to co m­ pl e te th e pr es identi a l te rm o f J .R. Ni e la nd e r , who h ad to r es ig n as A /C Pres ide nt wh e n P a n Am decid ed th ey n ee d e d mo re of hi s tim e . Br a d was elected by the Me mbe rship to be presi­ de nt in 1980, a nd continued in th a t ca­ pacity until 1983 . Since the n, he's been busy in othe r face ts of flyin g and rebuild­ ing old airplanes and homebuilts.

On e o f th e ai rpl a nes that had lo ng held Brad in its spell was the Beechcraft Model 17. Invited to join his friend Dick A ustin at the Staggerwing Convention at Tullahoma, T N in the early 1970s, he de­ cided that he wo uld have one someday.

Ty pe Clubs can ofte n mean the diffe r­ 14 DECEMBER 1995

e nce be twee n findin g yo ur dream ai r­ p la ne o r spe ndin g wh a t see ms like a n e ndl ess am o unt o f tim e c has in g a ft e r leads that never seem to pa n o ut. H e let it be known within the Stagge rwing Club th at he was inte rested in buyin g o ne of th e n ega tiv e -st agge r Beech cr a ft s. In 1978, G eorge York , who se rves as th e secre ta ry of the St agge rwin g Club a nd has a massed a tre me nd o us a mo unt of pe rsonal knowledge about th e airpla ne, gave Brad a call to tell him that he knew of an airplane that Brad might be inte r­ ested in buying.

Tomm y Witc hey , o f B e lm o nt , OH , had one of the rarest Model 17's in exis­ te nce. A D17R, the " R " designa ted the use of a 420 hp Wright R-975 -E3 . Only 26 we re built , a nd o f th ose, most ha ve been conve rted to the D17S co nfigura­ tion. At the beginning of the summer of

1995, o nl y two of the Wri ght powe red " R " mo de ls st ill ex iste d a nd o nl y o ne was fl ying.

Th e 1937 refine me nt of the Stagge r­ wing saw the first majo r changes of the design since the B1 7L was built in 1934.

The distinctive " pinched fu selage" was a cce ntu a te d wh e n th e fu se lage was lengthened 13-5/16" to give the airpla ne be tte r e le va to r res ponse, particul a rl y durin g la nding. Other structural diffe r­ e nce s we re th e e ngin ee rin g of a full y cantileve red tail group, with no struts or brace wires. The wings saw changes too - the ailerons we re moved from the lower to th e upp e r win g, a nd th e fl a ps we re moved to th e lowe r wing. At the sa me tim e th e Wri gh t p owe r e d m o d e l was built, the factory was beginning to build the same airfra me with a Pratt & Whit­ ney R-985 of 450 hp installed. The D17S

would be one of the most popular of the Staggerwings, with over 68 civilian mod­ els built before WW II out of the 781 vario us models constructed. (Many more were built as Navy GB-2 or Army UC-43 models during the War.) Before Tommy bought the airplane, there were thirteen previous owners, in­ cluding the U.S. Government, who im­ pressed the airplane into service during the war years.

When Brad first saw the airplane, it hadn't been flown very often, and a num­ ber of bird nests had to be removed dur­ ing the process of making the airplane ready to fly again. To Brad, it was obvi­ ous that he was buying a flying restora­ tion project - the metal and fabric both needed help, and the engine wasn't feel­ ing too well either. It had been through a "rebuild " earlier in the decade after a gear-up landing and, while most of the repairs were adeq uate, it was not a show plane by any means.

Brad continued to fly the airplane for a short while. It was then decided a rebuild was in order. Since the covering was grade A cotton with a dope finish, rejuvenation was an option, and so it was done, along with some new dope. Still it just didn't progress the way Brad wanted, and so he decided to call in one of the experts.

Bern "Doc" Yocke is a name that should be familiar to many of our mem­ bers - he and his craftsmen at Doc's Air Service in Sandwich, IL did the restora­ tion of a number of Staggerwings fea­ tured in the pages of Vintage Airplane over the years. The most recent of them was Jim Porter 's D-17S , winner of the EAA OSHKOSH '92 Grand Champion

Super clean describes the outstanding workmanship that was put into this Staggerwing by Bern " Doc" Vocke and his crew at Doc's Air Service, Sandwich, IL. The landing gear on the Staggerwing is retracted by an electric motor driving a set of bicycle chains. A full set of gear doors completely encloses the gear in flight.

VINTAGE AIRPLANE 15

A very original panel was what Brad wanted, and Doc gave him just that, with a short radio stack built up and installed on the floor below the center of the panel. All of the instruments are original, except for the airspeed indicator. The tach is unusual in that the pointer rotates one complete revolution for every 1,000 rpm. The small number on the left half of the dial indicates the number of times the pointer has gone around the dial.

Antique award. Doc was one of the first Antique/Classic members and was one of its first directors, helping get the Division off the ground as member No. 60. Doc earned his nickname through dental school - before he became a full time re­ storer, he was a D.D.S., earning his living as a dentist. But as his skills and reputa­ tion grew over the years (an A&P in 1967, an IA in 1970), he found he had less time for dentistry than airplanes, and so Doc's Air Service was born.

Doc Yocke is also a Ham radio opera­ tor, and one of his contacts over the air­ waves was none other than Brad Thomas!

Sharing their love of airplanes and Stag­ gerwings in particular was how they first met, and when Doc had a slot open in his shop for a Staggerwing restoration, Brad made the decision to have the airplane done . Doc and two of his employees headed down to pick up the airplane and bring it back to Sandwich in July of 1992.

Brad was a good boy during all of the time Doc needed to completely go over all of the airframe. He would stop by and visit on his way up to the Convention in Oshkosh, and during the first year, he only saw the airplane twice. But the sec­ ond year, as the big cabin biplane came to­ gether, he was fascinated. "Every time I would look my eyes would get bigger!"

Brad recalled.

All sorts of rework and reconstruction went into this particular Staggerwing. A major portion of the work that had to be 16 DECEMBER 1995

done related to the wing spars (they needed a couple of splices to get them shipshape) and some of the fuselage needed work as well. Brad was intrigued by the outstanding woodwork done by the craftsmen at Doc's, along with the restora­ tion of most of the sheet metal.

The Wright engine was in pretty tough shape, and the R-975 is not a common en­ gine any longer. Brad had the powerplant shipped to Mike Connors who lived in Florida at the time. Mike did a true major overhaul, replacing the crankshaft, rods, pistons, rings, and supercharger bearings with factory new parts.

Even the 2D30 Hamilton Standard prop was new. Well, almost brand new - it only had a couple of flights on it. Dub Yarbrough, past president of the Stagger­ wing Foundation, had a 2D30 prop that he had loaned once to a fellow who had flipped his Staggerwing over on landing, and needed a new prop to get it back home. After he returned the prop, Dub put it on the shelf until it was needed by Brad, who was able to purchase it for his Staggerwing. After a complete overhaul, it was mounted on the newly-majored Wright.

Most of the instruments were the origi­ nals, and could be reused, with the excep­ tion of the airspeed indicator, which couldn't get through an overhaul. The tachometer was unusual, in that the pointer rotates once around every 1,000 revolutions, and a number for every thou­ sand is shown in a window on the dial.

This D17R also came equipped from the factory with dual controls and a "T" yoke, instead of the throw-over yoke found on many other Staggerwings (and Bonanzas, for that matter) . Since he didn't plan on flying the airplane IFR, a Nav/Comm, Lo­ ran and transponder with encoder filled out the avionics department. In the inter­ est of safety, the old fusebox was replaced with a circuit breaker panel.

Like so many of us, Brad has relied for

years on the enthusiasm of his wife Ferne for support and when it came to the Stag­ gerwing, he wanted to be sure and do a lit­ tle something for her, so a leather interior, just like the one you could order from Beechcraft in 1937, was created and in­ stalled. Brad kidded that he did them to make brownie points with Ferne, but talk­ ing to him, it was pretty obvious that he valued his wife's opinion highly, and wanted to please her in some way when it came to the Staggerwing's restoration.

In June of 1994, Doc made the call to Brad to tell him that his Staggerwing was ready. A hop on a commercial flight to Midway Airport in Chicago had him on his way , and he says that when he first walked into the hangar, he couldn't be­ lieve his eyes.

"I had never seen it totally finished with all the sheet metal on it and all the other stuff. It was so darn pretty I couldn't even talk!" Covered in Ceconite and fin­ ished in Dupont Imron , it positively glowed.

A few glitches, easily remedied, were encountered, and Brad was thrilled with his new Staggerwing. He was honored that his airplane was the first airplane housed overnight in Staggerwing Club president Jim Gorman 's new hangar.

EAA OSHKOSH '94 was a wonderful time for Brad. After so many years of ef­ fort and desire went into the project, the award presented as the Bronze Age An­ tique Runner-up was simply a little icing on the cake. It was a dream come true.

To be honest, this paragraph is the toughest I've ever had to write. Words can't express the pain felt by Brad when his beloved Staggerwing was lost due to fire on the return trip from the Conven­ tion. A gear up landing exposed one of the the few flaws that exists on the air­ plane. During a gear up landing on a paved surface, the belly fuel tank drains can contact the pavement, and be ground off, spilling fuel everywhere. One spark can set off the entire spill, engulfing the airplane. The airplane was completely de­ stroyed on landing at the Sandwich air­ port, and Brad was fortunate to escape with his life. Understandably, Brad was disconsolate over the airplane's loss, but over the next year, with the help of his many friends throughout the antique com­ munity and particularly in EAA A/C Chapter 3, he was able to climb into the cockpit of his Cessna 170 again and enjoy flying for all the same reasons that he had started with as a sixteen-year-old in 1938.

Still, it must have been tough for him, and we have to commend him for "climbing into the saddle again." ...

Sometimes the best seem to be here only for an instant, and then they're gone, leav­ ing us with snapshots and smiles. It's im­ portant to remember the smiles, for they re­ mind us about the times that really matter.

Tom Leaver's

Morane-Saulnier MS.230

"PARASOL"

by Tom Leaver

(EAA 482978, Ale 25044), London, England

An Instance Where Perseverance Pays Off.. .

I

ring and timing gearing were in need of specialist remanufacture as no spares ex­ ist. This, together wi th a fa ulty starter magneto, kept the aircraft on the ground more often than I like to recall. Nonethe­ less, perseverance and my check book prevailed such that by 1993, I began to fly her with reasonable confidence and relia­ bility. We had a spectacular and unchar­ acteristic English summer for 1994 and consequently flew almost 50 hours, which is a lot for this type of aircraft. Total to date is just over 100 hours.

The airplane is completely original, in­ cluding the instruments , though I have had a Comms radio (VHF communica­ tion) and battery installed for practicality.

The airframe including all the ribs, stri ngers and longerons are original , al­ though they were stripped and recondi­ tioned during restoration and Irish Linen used for recovering.

As far as history is concerned , the MS.230 came out of the French Air Force on July 27,1949; was sent back to the fac­ tory for overhaul and placed into storage on December 14, 1949. She then came out of storage in February of the follow­ ing year, though I have no further record until August 28,1952, when she was placed on the French civil register in Paris as F-8GJT. Thereafter, she flew for vari­ ous French Aeroclubs (some MS .230's were used as glider tugs) and eventually purchased by the Hon. Patrick Lindsay in 1967, and flown to England by Bert Good­ child later that same year. She was then registered G-A VE8 with the CAA as Patrick's first airplane (the first of sev­ eral) until his death in 1985. When I ac­ quired her, she had not been flown since 1982.

T he late Manx Kelly flew her in aero­ batic competition in the UK in the early 1970's and she was the "back up" aircraft for the movie, "The Blue Max ." The ac­ tua l MS.230 flown in the movie now re­ sides in the San Diego Aviation Museum.

She is a delight to fly and a challenge to land and taxi, being of an unforgiving nature in this respect.

po"h",d the Mo"ne-S,u'ni"

MS.230 parasol in a sound but derelict condition in May of 1990 from the Honor­ able Patrick Lindsay's estate (the Lindsay collection was substantial in number.)

The project was turned over to the crew at Personal Plane Services (PPS) who really went to work and by November of '90, the aircraft was ready.

However, there were several unfore­ seen problems, most notably the exhaust VINTAGE AIRPLANE 17

Morane-Saulnier MS.230

TheEARLY DAYS by

Norm Petersen

18 DECEMBER 1995

C on,eiVOd by. F<en,h .i""ft company noted for parasol type air足 planes, the Morane-Saulnier MS.230 was first noted in the 1930 edition of J ane's All the World's Aircraft. The number came from the 230 horsepower developed by the nine-cylinder Salmson 9Ab radial engine of the early 1930's.

A far larger engine than one would guess , when looking at the extremely fine photos by Richard Paver - the Salmson 230 had a bore of 4.94 in. and a long stroke of 6.7 in . resulting in a dis足 placement of 1146 cu. in. - nearly halfway between a P & W R-985 and an

R-1340. The 230 hp was developed at 1,700 rpm with later models cranking out 260 hp at 1,780 rpm. With a net weight (minus accessories) of 584Ibs., it is easy to see why the MS.230 has a short nose to keep the CG within bounds on a rather small airplane.

Construction of the MS.230 is best described as "robust" or to put it in the vernacular, "hell-for-stout." A two seat, tandem trainer, it was built to accom­ modate ham-fisted students and literally unrestricted aerobatics including o ut­ side loops and snap-rolls at nearly any speed. With an empty weight listed at

1835 Ib s. and a gross of 2658 Ib s., it is easy to see how the determined French eng in eers packed a hu ge amount of strength into this particular parasol de­ sign.

The MS .230 was the mainstay of the training cadre in France for over twenty years, from 1930 to about 1949 or 1950 with over 1100 being constructed by the time production ended in the late 1940's.

Besides student training, many MS.230 parasols were used for years as glider tugs, the big radial e ngine being a nat­ ural to pull a glider aloft with absolute authority at minimum speed.

Richard Paver catches the MS.230 over the English countryside and we get a good look at the airplane. Note the ab­ sence of brake cables, etc. as there are no brakes on the airplane. The large "belly" fuel tank is held on with two sub­ stantial straps and can be dropped in an emergency. The workmanship done by PPS looks to be outstanding.

Probably the best exposure of the MS.230 to the aviation world was in the movie, "The Blue Max," when the hero (played by George Peppard) flew the Morane in some exciting scenes. That particular MS .230 now resides in the VINTAGE AIRPLANE 19

Cr uising over the lush green English countryside , the Morane-Sauln i er MS.230 presents a pretty picture for Richard Paver' s camera. That's owner, Tom Leaver, in the rear cockpit w ith the helmet and goggles. Note the close spacing of the wing ribs, so typical of an aerobatic aircraft along with the massive wing struts. The engine t urns the prop counter clockwis e, oppos ite t o the American engines.

San Diego Aviation Museum . The sub­ ject of this story, MS .230, registered G­ A VEB in Great Britain, was the backup aircraft for the movi e, but was not needed.

There are presently only three air­ worthy examples of the MS.230 still fly­ ing. Tom Lea ver 's G-A VES , Kermit Weeks' example in Florida and one in the Jean Salis collection in France, so these photos are of a rare airplane!

Tom Leaver's paint job is an authen­ tic 1930's Fre nch Air Force sche me of th e Premie r Escadri ll e Lege re de D e ­ fence based at Le Bourget in 1937-1938.

The co lors depict an obse rvation air­ craft with white bars across the wings and tai l surfaces denoting tha t it was a squadron observation hack and not a fighter.

In the MS.230, the pilot occupies the rear cockpit and the airplane rests at a

rathe r steep ground angle, making the forward visibility nil. In addition, it has no brakes, so th e directional stability ge ts a bit tricky at times and a real test for the pilot , espec ia lly with a tailskid in s tead of the traditional tailwheel.

Crosswi nd landings increase the pucker factor by several points. Upon comple­ ti o n of the r eb uild , Tom Leaver was carefully coached by instructor Jo­ nathon Whaley, who has obviously done a superb job as Tom now admits to just over a hundred hours on the MS.230 to date and everything working fine.

A most hearty " thank you" to Tom Leave r for sharing his treasure with our readership and to author and photogra­ pher, Richard Paver, for an outstanding job of aerial photography on a very rare airplane.

PLU NO. 21-37444

20 DECEMBER 1995

Type Club

LISTING

Once again, as a service to our members, we present the Antique/Classic Division's most current list of type clubs and related organizations.

If your group is not listed, please provide us with information which can be included in a future issue of VINTAGE AIRPLANE and it will be

added to our follow-up for next year (We'll also list you immediately in NC NEWS). If you have changes related to your listing, please drop

a postcard in the mail with the new listing exactly as you would like it to appear. Send it to: Antique/Classic Type Clubs, EAA Aviation Cen足 ter, P.G. Box 3086, Oshkosh, WI 54903-3086.

A new list category has been added to compile the clubs that may not be specific to one particular aircraft make, ie., The National Biplane

Association. You'll find this new listing before the Organizations list on page 24.

Aeronca Aviator's Club Julie and Joe Dickey 55 Oakey Ave. Lawrenceburg, IN 47025 812/537-9354 Newsletter: 4 issues per subscription Dues: None - $16 subscription

Bird Airplane Club Jeannie Hill P. O. Box 328 Harvard, IL 60033 815/943-7205 Newsletter: 2-3 annually Dues: Postage Donation

International Aeronca Ass'n "Aeronca Lover's Club" Buzz Wagner Box 3, 401 1st St. East Clark, SD 57225 605/532-3862 Newsletter: Quarterly Dues: $20 per year

American Bonanza Society Ken Johnson, Administrator P. O. Box 12888 Wichita, KS 67277 316/945-6913 FAA 316/945-6990 Newsletter: Monthly Dues: $45 per year

National Aeronca Association Jim Thompson, President 806 Lockport Road P. O. Box 2219 Terre Haute, IN 47802-0219 812/232-1491 Newsletter: 4 per year .

Dues: $25 U.S. , $35 Canada, $45 Foreign

Staggerwing Club (Beechcraft) Jim Gorman, President P. O. Box 2599 Mansfield, OH 44906 419/529-3822 (H), 755-1011 0NJ Newsletter: Quarterly Dues: $20 per year

Aeronca Sedan Club Robert Haley 475 Rincon Ave. Livermore, CA 94550 510/447-5615 Newsletter: 3 per year Dues: $5 per year

Twin Bonanza Association Richard I. Ward, Director 19684 Lakeshore Drive Three Rivers, MI 49093 Phone/Fax 616/279-2540 Newsletter: Quarterly Dues: $30 per year U.S. and Canada, $40 Foreign

World Beechcraft Society Alden C. Barrios 1436 Muirlands Drive La Jolla, CA 92037 619/459-5901 Magazine Dues: $20 per year

Bucker Club Chris Arvanites 16204 Rosemarie Ln. Lockport, IL 60441 815/436-1011 Newsletter: 6 per year Dues: $20 per year U.S. & Canada, $25 Foreign

Bellanca-Champion Club Lawrence D'Attilio - Founder P.O. Box 708

Brookfield, WI 53008-0708

414/783-6559 -6558 (Fax)

Newsletter: Quarterly "Bellanca Contact!"

Dues: $34 per year (2 yrs./$53),

Foreign $40 (2 yrs./ $59 U.S. Funds)

National Bucker ClubAmerican Tiger Club, Inc. (deHaviliand) Frank Price, President Rt. 1, Box 419 Moody, TX 76557 817/853-2008 Newsletter: 12 per year Dues: $25 per year

CaliAir Type Club Dave Decker 3307 Astro Dr., Hereford, AZ 85615 602/378-3688 Cessna Airmaster Club Gar Williams 9 So. 135 Aero Drive, Naperville, IL 60565 708/904-8416 Dues: None International Bird Dog Association (Cessna L-19) Phil Phillips, President 3939 C-8 San Pedro, NE Albuquerque, NM 87110 505/881-7555 Newsletter: Quarterly "Observer" Dues: $25 per year Cessna T-50 "Bambo Bomber" Jim Anderson, Secretary/Treasurer Box 269 Marine on St. Croix, MN 55047 Newsletter: Quarterly Dues: Contact club for info Cessna Owner Organization P.O. Box 5000 lola, WI 54945 715/445-5000 or 800/331-0038 FAA: 715/445-4053 E-Mail: jonespu@mail.atw.fullfeed.com Magazine: Monthly Dues: $42 year Cessna Pilots Association John Frank, Executive Director P.O. Box 5817 Santa Maria, CA 93456 1/800/343-6416 Newsletter: Monthly Dues: $40 annually International Cessna 1201140 Assoc.

Bill Rhoades, Editor Box 830092 Richardson, TX 75083 612/652-2221 Newsletter: Monthly Dues: $15 U.S. per year VINTAGE AIRPLANE 21

West Coast Cessna 120/140 Club Don and Linda Brand 9087 Madrone Way Redding, CA 96002 916/221-3732 Newsletter: Bimonthly Dues: $10 per year

Cessna 150/152 Club Skip Carden, Executive Director P. O. Box 15388 Durham, NC 27704 919/471-9492 Newsletter: Monthly Dues: $20 per year

Int. Cessna 170 Association, Inc. Velvet Fackeldey, Executive Secretary P. O. Box 1667 Lebanon, MO 65536 417/532-4847 Newsletter: Fly Paper (11 per yer) The 170 News (Quarterly) Dues: $25 per year

International Cessna 180/185 Club (Cessna 180-185 Ownership Required) Johnny Miller 3958 Cambridge Rd . # 185 Cameron Park, CA 95682 916/672-2620 Newsletter: 8-9 per year Dues: $20 per year

Eastern 190/195 Association Cliff Crabs 25575 Butternut Ridge Rd. North Olmsted, OH 44070-4505 216/777-4025 after 6 PM Eastern Newsletter: Irregular; Manual on maintenance for members Dues: $15 initiation and as required .

International 195 ClubDwight M. Ewing, President P. O. Box 737 Merced, CA 95344 209/722-6283 FAX 209/722-5124 Newsletter: Quarterly Dues: $25 per year U.S.

Corben Club Robert L. Taylor, Editor P. O. Box 127 Blakesburg, IA 52536 515/938-2773 Newsletter: 3 - 16 pg. Newsletters Dues: $15for3 issues

Culver Club Larry Low, Chairman 60 Skywood Way Woodside, CA 94062 415/851-0204 Newsletter: None Dues: None

Culver Aircraft Association

Great Lakes Club

Dan Nicholson

723 Baker Dr.

Tomball, TX 77375

713/351-0114

For newsletter and dues info,

contact the club.

Robert L. Taylor, Editor P. O. Box 127 Blakesburg , IA 52536 515/938-2773 Newsletter: 3 - 16 pg . Newsletters Dues: $15for3 issues

Dart Club (Culver)

The American Yankee Association

Lloyd Washburn 2656 E. Sand Rd. Pt. Clinton, OH 43452-2741 Newsletter Dues: None

Stew Wilson 3232 Western Drive Cameron Park, CA 95682 916/676-4292 Newsletter Dues: $30 per year U.S. , $30 Foreign

Robin's Nest (Curtiss Robin enthusiasts) Jim Haynes, Editor 21 Sunset Lane Bushnell, IL 61422

deHavilland Moth Club Gerry Schwam, Chairman 1021 Serpentine Lane Wyncote, PA 19095 215/635-7000 or 886-8283 FAX 215/635-0930 Newsletter: Quarterly Dues: $15 US and Canada, $15 Overseas

deHavilland Moth Club of Canada R. deHaviliand Ted Leonard, Founder/Director 305 Old Homestead Road Keswick, Ontarion Canada L4P 1E6 416/476-4225 Newsletter: Periodically Dues: $20 annually

Ercoupe Owners Club Skip Carden , Executive Director P. O. Box 15388 Durham, NC 27704 919/471-9492 Newsletter: Monthly Dues: $20 per year

Fairchild Club John W. Berendt, President 7645 Echo Point Road Cannon Falls, MN 55009 507/263-2414 Newsletter: Quarterly Dues: $10 per year

Fairchild Fan Club Robert L. Taylor, Editor P. O. Box 127 Blakesburg , IA 52536 515/938-2773 Newsletter: 3 - 16 pg. Newsletters Dues: $15for3 issues Fleet Club George G. Gregory, President 4880 Duguid Road Manlius, NY 13104 315/682-6380 Newsletter: Approx. 2-3 per year Dues: Contributions

Culver PQ-14 Association

Funk Aircraft Owners Association

Ted Heineman, Editor 29621 Kensington Drive Laguna Niguel, CA 92677 714/495-4540 Newsletter: Annual Dues: Donation $10

Ruth Ebey, Editor 933 Dennstedt PI. EI Cajon, CA 92020 316/943-6920 Newsletter: 10 per year Dues: $12

22 DECEMBER 1995

Hatz Club Robert L. Taylor, Editor P. O. Box 127 Blakesburg, IA 52536 515/938-2773 Newsletter: 3 - 16 pg. Newsletters Dues: $15for3issues

American Hatz Association Lorin Wilkinson, President 16225 143rd Ave. SE Yelm, WA 98597-9169 Newsletter: Quarterly Dues: $10 U.S., Canada, $15 Foreign

Heath Parasol Club William Schlapman 6431 Paulson Road Winneconne, WI 54986 414/582-4454

Howard ClubBruce Dickenson, President P.O. Box 191 Santa Paula, CA 93060 805/525-5893 Newsletter: Quarterly Dues: $15 per year

The Interstate Club Robert L. Taylor, Editor P. O. Box 127 Blakesburg, IA 52536 515/938-2773 Newsletter: 3 - 16 pg . Newsletters Dues: $15for3 issues

Lake Amphibian Flyers Club Bill Goddard, Editor 815 N. Lake Reedy Blvd.

Frostproof, FL 33843-9659 Newsletter: Bi-monthly Dues $44 per year ($74 the first year, includes 400 page book) Add $10 for overseas mail)

Continental Luscombe Association Loren Bump, Fearless Leader 705 Riggs Emmett, ID 83617 208/365-7780 Newsletter: Bimonthly (6 per year) Dues: $10 U.S. and Canada ($12.50 U.S. Funds), $15 Foreign

Luscombe Association John Bergeson, Chairman 6438 W. Millbrook Road Remus, MI 49340 517/561-2393 FAX 517/561-5101 Newsletter: 6 per year Dues: $15 per year U.S., $20 Canada, $25 Foreign

Meyers Aircraft Owners Association

International Comanche Society

William E. Gaffney, Secretary 26Rt.17K Newburgh, NY 12550 914/565-8005 Newsletter: 5-6 per year Dues: Postage fund donation

Wiley Post Airport Hangar #3 Bethany, OK 73008 Newsletter: Monthly Dues: $35 per year

Monocoupe Club Bob Coolbaugh, Editor 6154 River Forest Drive Manassas, VA 22111 703/590-2375 Newsletter: Monthly Dues: $15 per year

Mooney Aircraft Pilots Assn. 足 Mark Harris 314 Stardust Drive San Antonio, TX 78228 512/434-5959 Newsletter Dues: $30 per year

American Navion Society Jerry Feather, Editor Lodi Municipal Airport 59A Houston Ln. Lodi, CA 95241 -1810 209/339-42 13 Magazine: Bimonthly Dues: $45 per year

Buckeye Pietenpol Association 6364 Franks Road Byrnes Mill, MO 63051-1103 Newsletter: Quarterly Dues: $10 per year U.S., $12 Canada & Mexico, $15 all other countries

International Pietenpol Association Robert L. Taylor, Editor P.O.Box 127 Blakesburg, IA 52536 515/938-2773 Newsletter: 3 - 16 pg. Newsletters Dues: $15for3 issues

Short Wing Piper Club, Inc. Eleanor and Bob Mills, Editors 220 Main Halstead, KS 67056 316/835-3307 (H); 835-2235fY'/) Magazine: Bimonthly Dues: $30 per year

Piper Owner Society P.O. Box 5000 lola, WI 54945 715/445-5000 or 800/331 -0038 FAX: 715/445-4053 Magazine: Monthly Dues: $42 year E-Mail: jonespu@mail.atw.fullfeed.com (24 hours)

Cherokee Pilots Association足 P.O. Box 7927 Tampa, FL 33673 813/935-7492 800/292-6003 FAX 813/238-5889 Magazine: 11 issues per year Dues: $28.00 (US) $30.00 Canada and Mexico $40.00 Foreign

Cub Club John Bergeson, Chairman 6438 W. Millbrook Rd .

Remus, MI 49340 517/561-2393 FAX 517/561-5101 Newsletter: 6 per year Dues: $15 per year U.S., $20 Canada, $25 Foreign L-4 Grasshopper Wing Publisher: John Bergeson, Cub Club 6438 W. Millbrook Rd .

Remus, MI49340 517/561 -2393 FAX 517/561-5101 Newsletter: 6 per year Dues: $10 per year U.S., $15 Canada/US Funds, $20 Foreign Note: Must also be a Cub Club member

Super Cub Pilots AssociationJim Richmond, Founder/ Director P. O. Box 9823 Yakima, WA 98909 509/248-9491 Newsletter: 10 per year Dues: $25 per year U.S., $35 Canada, $40 Foreign

Porterfield Airplane Club Chuck Lebrecht 91 Hickory Loop Ocala, FL 34472 904/687-4859 Newsletter: Quarterly Dues: $5 per year

Rearwin Club Robert L. Taylor, Editor P. O. Box 127 Blakesburg, IA 52536 515/938-2773 Newsletter: 3 - 16 pg. Newsletters Dues: $15for3 issues

National Ryan Club Bill Hodges, Editor and Historian 19 Stoneybrook Ln. Searcy, AR 72143 501/268-2620 Newsletter: Quarterly Dues: $20 per year $25 overseas Airmail and Canada

Seabee Club InternationalCaptain Richard W. Sanders, President 6761 NW 32nd Ave. Ft. Lauderdale, FL 33309-1221 305/979-5470 Newsletter: Quarterly (plus phone consultation), membership directory Dues: $20 U.S.; $22 Canada, $25 Foreign

The Stampe CollectorDon and Bonnie Peterson, Editors 1341 Chestnut Ridge Rd .

Apalachlin, NY1732 Newsletter: 4 per year Dues: $40 per year, $45 U.S. Overseas

Stearman Restorers Association Brian F. Riggs, President P.O. Box 10663 Rockville, MD 20849-0663 Newsletter: 3 per year Dues: $25 per year

National Stinson Club c/o Jonesy Paul and George Alleman 14418 Skinner Road Cypress, TX 77429 713/373-0418 (JP) 916/622-4004 (GA) Newsletter: Quarterly Dues: $15 per year

National Stinson Club (108 Section) Bill and Debbie Snavley 115 Heinley Road Lake Placid, FL 33852 813/465-6101 Quarterly magazine: Stinson Plane Talk Dues: $25 US, $30 Canada and Foreign

Southwest Stinson Club Tony Wright, Pres.

2264 Los Robles Rd.

Meadow Vista, CA 95722

916/878-0219

Newsletter: SWSC Newsletter (11 per year)

Dues: $20 per year

1-26 Association (Schweizer)

Division of the Soaring Society of America c/o Tom Barkow, Sec. Treas.

1302 South Greenstone Ln. Duncanville, TX 75137 214/296-3858 Newsletter: 8 per year (plus a directory) Dues: $15 to 25 per year (Soaring Society of America membership required for voting privileges)

Swift Association, International Charlie Nelson P. O. Box 644 Athens, TN 37303 615/745-9547 Newsletter: Monthly Dues: $25 per year

West Coast Swift Wing c/o Denis Arbeau 2644 W. Pueblo Ave. Napa, CA 94558-4318 707/258-8120 Newsletter: Monthly Dues: $10 per year

Taylorcraft Owner's Club Bruce Bixler II, President 12809 Greenbower, N.E. Alliance, OH 44601 216/823-9748 Newsletter: Quarterly Dues: $12 per year

Travel Air Restorers Association Jerry Impellezzeri, President 4925 Wilma Way San Jose, CA 95124 408/356-3407 Currently inactive.

Back newsletters available.

VINTAGE AIRPLANE 23

Travel Air Club Robert L. Taylor, Editor P. O. Box 127 Blakesburg , IA 52536 515/938-2773 Newsletter: 3 - 16 pg . Newsletters Dues: $15for3 issues Travel Air Div. of Staggerwing Museum P. O. Box 550 Tullahoma, TN 37388 615/455-1974 Newsletter: 4-5 per year Dues: $35 per year American Waco Club c/o Jerry Brown, Treasurer 3546 Newhouse Place Greenwood , IN 46143 Phil Coulson, President 616/624-6490 Newsletter: Bi-monthly Dues: $25 per year, $30 Foreign International Waco Association­ P.O. Box 665 Destin, FL 32540 904/654-4138 Quarterly magazine Dues: $25.00 per year National Waco Club Ray Brandly, President 700 Hill Ave. Hamilton, OH 45015 513/868-0084 Newsletter: Bimonthly Dues: $10 per year, $14 foreign MULTIPLE AIRCRAFT ORGANIZATIONS Artic Newsletter­ David Neumeister 5630 S. Washington Lansing, MI 48911 -4999 517/882-8433 Quarterly Newsletters for AA1, AA5, Arrow, Baron, 310-320, 336-337, Malibu, Musketeer, Norseman, Skipper, Tomahawk, Varga, Maule Dues: $10 per year per type except Maule which is $20 for 12 issues National Biplane Association Charles W. Harris, Board Chairman P.O. Box 470350 Tulsa, OK 74147-0350 918/622-8400 Dues: $25 Individual; $40 Family,U.S.; add $10 for Foreign North American Trainer Association (T-6 , T-28, NA64, NA50, P-51 , B-25) Kathy and Stoney Stonich 25801 NE Hinness Road Brush Prairie, WA 98606 360/256-0066 FAX 360/896-5398 Newsletter: Quarterly, Texans & Trojans Dues: $40 U.S. and Canada,$50 Foreign Replica Fighters AssociationJim Felbinger, President 2409 Cosmic Dr. Joliet, IL 60435 815/436-6948 Newsletter: Bimonthly Dues: $20 per year 24 DECEMBER 1995

World War I Aeroplanes, Inc. Leonard E. Opdycke Director/Publisher 15 Crescent Road Poughkeepsie, NY 12601 914/473-3679 Journals (4 times annually):WW I Aero (1900-1919); Skyways (1920-1940) Dues: Minimum - $25 each per year; $30 Foreign for both Journals ORGANIZATIONS Society of Air Racing Historians Herman Schaub, Sec.ITreas.

168 Marian Ln. Berea, OH 44017 216/234-2301 Newsletter: Bimonthly "Golden Pylons" Dues: $15 U.S., $18 Other American Aviation Historical Society Timothy Williams, President 2333 Otis Street Santa Ana, CA 92704 714/549-4818 (Tuesday, 7:00-9:00 PM local) Newsletter: Quarterly and Journal Dues: $35 Flying Farmers, International Kathy Marsh , Office Manager 2120 Airport Road P. O. Box 9124 Wichita, KS 67277 316/943-4234 Newsletter: 9 issues per year Dues: $40 per year U.S. Funds, plus Chapter dues Luscombe Foundation P. O. Box 63581 Phoenix, AZ 85082 602/917-0969 FAX 602/917-4719 Newsletter: Quarterly "Luscombe Update" Subscription: $20 per year International Liaison Pilot and Aircraft Association (ILPA) 16518 Ledgestone San Antonio, TX 78232 Bill Stratton, Editor 21 0/490-ILPA (4572) Newsletter: "Liaison Spoken Here" Dues: $29 per year US $35 per year Foreign and Canada Send for Free Copy of "Liaison Spoken Here" Minnesota Seaplane Pilots Association Loren Schiebe 6405 North Shore Dr. Greenfield, MN 55373 612/477-6166 Newsletter: 3-4 per year Dues: $15 per year ($25-2 yrs.)

National Air Racing Group­ Gerald L. Williams, President P. O. Box 423 Shasta, CA 96087 916/241-2130 Newsletter: 10 issues per year, "Professional Air Racing" Dues: $10 per year, domestic

N3N Restorers Association Gerald Miller 3320 Northridge Dr. Grand Junction, CO 81506 303/245-7899 Newsletter Dues: $12 per year The 99s, Inc.­ International Women Pilots Loretta Jean Gragg, Exec. Director Will Rogers Airport P. O. Box 59965 Oklahoma City, OK 73159 405/685-7969 Newsletter: MonthlylThe 99 News Dues: $40 annually OX-5 Aviat ion Pioneers­ Robert F. Lang P. O. Box 201299 Austin, TX 78720 512/331-6239 Newsletter: 6 per year Dues: $10 per year Seaplane Pilots Association Robert A. Richardson, Exec. Director 421 Aviation Way Frederick, MD 21701 301/695-2083 Newsletter: Water Flying (Quarterly); 1996 Water Landing Directory $16 - Members/$35 non-members plus $4 shipping Dues: $36 per year Silver Wings Fraternity P. O. Box 44208 Cincinnati, OH 45244 513/321-5822 Newsletter: Monthly Slipstream Tabloid Dues: $15 per year Open to those who soloed at least 25 yrs. ago.

Spartan School of Aeronautics Alumni Association 8820 E. Pine Street Tulsa, OK 74115 91 8/836-6886 Newsletter: Quarterly Dues: $10 annually Vintage Sailplane Association Jan Scott, Secretary Rt. 1, Box 239 Lovettsville, VA 22080 540/822-5504 Newsletter: Quarterly Dues: $15 per year Waco Historical Society, Inc. Waco Aircraft Museum W. F. Laufer, Treasurer P. O. Box 62 Troy, OH 45373-0062 513/335-WACO 1-5 pm Sat.-Sun. May through November Newsletter: 4 per year Dues: $10 per year, 9/1-8/31

- : Any club or organization with this mark did not update their listing in November, 7995.

You may wish to contact them regarding cur­ rent dues/s ubscription information.

PASSd~

BUCK

by E.E. "Buck" Hilbert EAA #21 Ale #5 P.O . Box 424, Union, IL 60180

Finally, I find some answers to the question of "WHY can't I use automotive oil in my airplane?"

I'm lucky enough to be on the subscribers ' list of Air­ craft Maintenance Technology magazine. How this hap­ pened, I don't really know. Maybe it was because of my involvement with the Aviation Rulemaking Advisory Committee on behalf of you and all the rest of the EAA

01 L • • • automotive versus aviation members. Tell you what, this has been a real learning ses­ sion. The ARAC sessions have taught me a lot and that education is eventually going to trickle down and benefit all the older airplane owners and operators. Look for news in future issues of VINTAGE AIRPLANE. Let's get back to oil. AMT did an article in their Sep­ tember, 1995 issue that deals with every question you've ever had about using automotive oil in your aircraft en­ gine. If there is any possible way you can get a copy and read it, do it!

The article explains the basic differences in the opera­ tion of auto vs. aircraft engines, and that, fellow aviators, is the key to the answer I was looking for.

Auto engines don't run at maximum power for takeoff and then, after a climb out at a slightly lesser power set­ ting, cruise at 75% power for sometimes several hours, and in the frigid atmosphere we sometimes operate in.

They also aren't subject to the "shock cooling" we read about, or the extreme heat-cold regimes we consider nor­ mal.

Years ago, before the advent of the high compression, hi-tech auto engines of today, the manufacturing standards were much the same for both types of engines. Not so to­ day. The automotive engines are now precision mecha­ nisms that give us a hundred thousand miles or more, and aside from oil and filter changes, require very little mainte­ nance. The oils they use are compounded specifically for the operating regimes of these engines. They have a bunch of additives in them that preclude sludge formation, ensure proper circulation and lubrication when they're both hot and cold, and have corrosion preventative quali­ ties as well.

I admit to using the single grade name brand oils in my airplane in the past. They worked just fine. I changed oil every 25 hours, and I even used the oil I drained out of the airplane in my car because it was too clean to throwaway.

That's not the case today. I tried it and it doesn't work.

I used the fancy new multigrade racing oil in my A-65 and when the consumption was unacceptable, I went to the sin­ gle grade . The results with that type of automotive oil were less than satisfactory results too. I went back to avia­ tion multigrade and my oil consumption went back to nor­ mal, the blood pressure (oil) is steadier, and despite the expense, the engine and I are happier.

Get yourself a copy of the September issue of Aviation Maintenance Technology from Johnson Hill Press.

They're right here in Wisconsin at 1233 Janesville Avenue, P. O. Box 803, Fort Atkinson, WI 53538-2604 (414/563­ 6388, FAX 414/563-1702); Compuserve for you computer hacks 75662,2604. Maybe they'll allow us to reprint the ar­ ticle at some later date.

Hey, be sure and read my editorial and send in a copy of the survey form included on page 2 and 3 - it 's impor­ tant!

Over to you!

VINTAGE AIRPLANE 25

New

Members

Arpajon, France Remi Albagnac Elgin, IL Christopher T. Anderson Irvine, CA Woodrow Anselen Santa Barbara, CA Stephen A. Bartlett Mulberry, FL Jack R. Beasley Paris, France Gilles Beda Lexington, KY Allan D . Belt Omro, WI Richard A. Bond Tonka Bay, MN Bradley J. Boote Mesa, AZ Torrey J. Brackett Dickinson, TX Buddy Bradford Independence, MO William L. Bradford Calistoga, CA Michael R. Butler Ankeny, IA Duane W. Carlson Pewee Valley, KY Dan Clapsaddle Clark D. Cloukey Annnapolis, MD Morie 1. Corman Chappaqua, NY Columbia, IL Glenn R. Crook Fulle rton , CA George Crowe Las Vegas, NV John E. Daughe rty Eagle, MI Bruce Dudley RoseBud, TX Gary English

Enid,OK PeterD. Gill Exeter,NH Charles L. Hagen Green, UT Gene HallMountian Norman J. Harrison Scarborough, Ontario, Canada Edwin Heiser Livonia, MI Claude I . Hobson Bellevue, NE Joseph R. Hooker Citra, FL Mark Howard Grand Junction, CO Donald D. Hughes Apache Junction , AZ John W. Inman Conroe, TX Joshua T . Jacobs Santa Rosa, CA Richard W. Jarman Twin Lake, MI Norman Johansen Medina, OH Robert E. Jones Tacoma, WA JeffH. Judy Nicholasville, KY Melvin L. Kalb Scottsdale, AZ Kenneth R. Kennedy Mooresville, NC Robert J. Kennedy Vienna, V A Mike Kinate Colorado Springs, CO Col William C. Kingsbury, Jr. Redlands, CA Burnsville, MN James R. Kinville Rio Vista, CA Kenneth Krohncke Barrington , lL Richard J. Kuhn Molina, CO Richard R. Kyle Amaroussion , Greece Minos Kyriakou Brandon, VT Robert LaFountain White Plains, NY Robert Langelius, Sf. Fort Wayne, IN Brad Lemna Buena Park, CA Robert E. Lidster Simon Lind Epsom Downs, Surrey, England Robert E. Little Pelham, NH Patricia Logan Longview, TX James F. Mara Phoenix, AZ William R. Maslin Starkville, MS Fred H. Meyling Mulberry, FL Thomas Monteith Pompano Beach, FL John A. Morris Phoenix, AZ Louis E . Neal Madison, MS John C. Norman Newport News, V A

Patricia L. Osbakken Burlington, WI AI Packard Bainbridge Island, W A Gene Papet Cincinnati,OH Kenneth E. Pate Monterey, TN Leslie V. Perry Phoenix, AZ Michael Planchak Dayton, OR Robert G. Ragozzino Norman, OK Harold B. Rice Barrington, lL Harold S. Roberts Spartanburg, SC James W. Rosen Eugene, OR Michael Sabin Virginia Beach, V A William T. Sampson III Springfield, V A Gary Scheller Oshkosh, WI Jack Schneider Lincolnwood, IL Robert Schunk Westhampton Beach, NY Michael Schwa bauer Monticello, IL Larry W. Seigler Sugar Land, TX Louis S. Shanley West Palm Beach, FL Joe Sills Cedar Park, TX Roy L. Skelton Double Oak, TX Paul Solomon Glencoe, IL Scot Stambaugh San Diego, CA William C. Steier Eagan, MN Richard K. Stewart Bath, PA Michael L. Straley Scottsdale, AZ John J. Sucich Chicago,IL Theodore Sean Tavares Andover, MA James H. Thomason ill Charlotte, NC William L. Tillman Virginia Beach, V A David W. Tobey Mesa, AZ B. L. Wade Coffeyville, KS J. D. Wa.rd Kremmling, CO Mark Warner Preston, CT Patrick Warren Portland, OR David L. Wells Phoenix, AZ Jim Wilcox Eau Claire, WI David E. Witzel Baytown, TX James O. Wolf Roanoke, IN William Olds Yeazell Springfield,OH Ruth Young Altamonte Springs, FL Joseph M. Zaleski Norwalk, OH William J . Zorc Vero Beach, FL

Fly-In calend::a~r~~ The following list of coming evellts is furnished to our readers as a matter of illformatioll ollly alld does 1I0t cOllstitute approval, spollsorship, illvolve­ ment, cOlllrol or direction of any evellt (fly-ill, sem­ inars, fly market, etc.) listed. Please selld the illfor­ mation to EAA, All: Golda Cox, P.O. Box jW~. .lIIIIIiiiollliiii.llil_-­ Oshkosh, WI 54903-3086. Information should be received four mOllths prior to the event date.

DECEMBER 9 - PUNTA GORDA, FL - EAA Chapter 565

Pancake Breakfast Fly-In. 813/575-6360.

FEBRUARY 10, 1996 - MERRITT ISLAND , FL - Merritt Is­

land airport. Aviation Day '96, sponsored by Alpha Eta Rho,

Sigma Alph a chapter, Florida Institute of Technology. Air­

craft rides and tours with F.I.T.'s NIFA precision flight team ,

the Falcons, as well as landing and bomb drop competitions.

Call 407/242-4949 for more info.

FEBRUARY 24-25 - MINNEAPOLIS, MN - Minnesota Sport

Aviation Conference and Flight Expo , Minneapolis

Convention Center, 9 a.m. - 10 p.m. Saturday, 9 a.m. - 6 p.m.

Sunday. Aviation speakers, exhibits, workshops. Sponsored

by the Minn. Office of Aeronautics, FAA and Minnesota pilot

groups and associations. Call 612/296-8202.

26 DECEMBER 1995

MARCH 1-3 - CASA GRANDE, AZ - 38th Annual Cactus

Fly-In , sponsored by the Arizona Antique Aircraft Associa­

tion. For more information call John Engle 602/830-9670 for

more information.

MARCH 6-7 - NASHVILLE, TN - Tennessee Mid-South Avi­

ation Maintenance Seminar. Contact TN Dept. of Trans. , Of­

fice of Aeronautics, P.O. Box 17326, Nashville, TN 37217. Call

615/741-3208.

APRIL 14-20 - LAKELAND , FL - 22nd Annual Sun 'n Fun

EAA Fly-In and Convention. 813/644-2431.

AUGUST 1-7 - OSHKOSH , WI - 44th Annua l EAA Fly-In

and Sport Aviation Convention. Wittman Regional Airport.

Contact John Burton , EAA , P.O. Box 3086, Oshkosh, WI

54903-3086. 414/426-4800.

6Jfte

Cfassics

Nitrate/Butyrate Dopes From An Old Friend [leturn with us to those thrilling days of yesteryear, back to when airplanes had those gorgeous satin finishes that looked a foot deep.

You can still have those same gorgeous finishes with our Classic Aero nitrate/ butyrate dopes. Our new formulas follow the original Mil Specs to the letter.

Classic Aero finishes have been exhaustively tested

Fly high with a

quality Classic interior

both in the air and on the grou n d, and they're a lso kind to the environment.

The icing on the cake is that they cost less than other similar products.

Classic Aero is made here in America by Po ly -Fiber, whose only business is air­ craft coatings.

Your classic airplane deserves a Classic Aero dope finish.

Complete interior assemblies for do-it-yourself installation.

Custom quality at economical prices.

• Cushion upholstery sets • Wall panel sets • Headliners • Carpet sets • Baggage compartment sets • Firewall covers • Seat slings • Recover envelopes and dopes Free catalog of complete product line.

Fabric Selection Guide showing actual sample colors and

styles of materials: $3.00.

800-362-3490 • FAX 909-684-0518 PO Box 3129 •

Riverside, California 92519

Qir,eJi:RODUCTS, INC. 259 Lower Morrisville Rd ., Dept. VA Fallsington, PA 19054 (215) 295-4115

NOOKDUYN NORSBMAN

Diamond Jubilee Commemorative Issues Recognizing the 60th Anniversary of the famous Canadian bushplane and WWII utility transport rated by Peter

C. Masefield in 7943 as "in a class by itself' among the world's top 20 aircraft. Commemorating the anniversary of 76 of these Vintage aircraft at Red Lake, Ontario, Norseman Capital of the World, in july, 7995. gathering ,

COMMEMORATIVE SILVER COIN - $775.00 US.

COMMEMORATIVE NBS COIN - $8.00 US.

NORSEMAN FLOATPLANE FESTIVAL POSTER - $9.00 US.

NORSEMAN FLOATPLANE FESTIVAL VIDEO - $24.95 US.

Please send cheque or money order to: Norseman Festival CommiNee P.O. Box 131, Red Lake Ontario POV 2MO PH: (807) 727-2809 FAX: (807) 727-3975 All prices include Shipping & Handling. Canadian Residents add 30% exchange and 7% G.5.T.

VINTAGE AIRPLANE 27

MEMBERSHIP

INFORMATION

..

EAA Membership in the Experimental Aircraft Association, Inc. is $35 for one year, including 12 issues of SPORT AVIATION. Family membership is available for an additional $10 annually. Junior Membership (under 19 years of age) is available at $20 annually. All major credit cards accepted for membership.

Something to buy, sell or trade? An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part. .40¢ per word, $6.00 minimum charge. Send your ad and payment to: Vintage Trader, fAA Aviation Center, P.O. ANTIQUE/CLASSIC Box 3086, Oshkosh, WI 54903-3086, or fax your ad and your VISA or MasterCard number to 414/426-4828. Ads must be received by the 20th of the month for Current EAA members may join the Antique/ insertion in the issue the second month following (e.g., October 20th for the Classic Division and receive VINTAGE AIR­ December issue.)

PLANE magazine for an additional $27 per year.

EAA Membership, VINTAGE AIRPLANE mag­ azine and one year membership in the EAA AIRPLANES Antique/Classic Division is available for $37 per year (SPORT AVIATION magazine not included).

1909 Antoinette Replica - Just com­ pleted, except fabric not installed . lAC Structure redesigned to FAA require­ Current EAA members may join the Intemational ments . $100K. Brochure available.

Aerobatic Club, Inc. Division and receive SPORT Marshall Wood . 916/483-8055. (12-1) AEROBATICS magazine for an additional $35 per year.

1946 Taylorcraft BC12- D - N44161, EAA Membership, SPORT AEROBATICS maga­ immaculately restored inside and out. zine and one year membership in the lAC Everything's like new! Flys as fast as a Division is available for $45 per year (SPORT C-152 at a fraction of the cost to buy, AVIATION magazine not included). maintain and operate. Fly fun, fly thrifty, fly a CLASSIC! Only $14,900 . Phone WARBIRDS 505/662-4076 for details. (12-1) Current EAA members may join the EAA Warbirds of America Division and receive WAR­ MISCELLANEOUS BIRDS magazine for an additional $30 per year.

EAA Membership, WARBIRDS magazine and Restoring an Aeronca 65CAlLB? - I one year membership in the Warbirds Division is available for $40 per year (SPORT AVIATION have complete Parts List and Drawing magazine not included).

Lists. Call 414/425-3618 or send SASE for list and prices to Gores, 12008 Belmar Drive, Franklin, WI 53132. (12-1) EAA EXPERIMENTER Current EAA members may receive EAA EXPERIMENTER magazine for an additional $18 per year.

EAA Membership and EAA EXPERIMENTER magazine is available for $28 per year (SPORT AVIATION magazine not included).

FOREIGN MEMBERSHIPS Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars. Add $13 postage for SPORT AVIATION magazine and/or $6 postage for any of the other magazines.

,..

Ii; 1/'

EAA AVIATION CENTER P.O.BOX 3086 OSHKOSH, WI 54903-3086 PHONE (414) 426-4800 FAX (414) 426-4873 OFFICE HOURS: 8:15-5:00 MON.-FRI. 1-800-843-3612

MEMBERSHIP DUES TO EAA AND

ITS DIVISIONS ARE NOT TAX

DEDUCTIBLE AS CHARITABLE

I, CONTRIBUTIONS.

28 DECEMBER 1995

Ultraflight Magazine - Hear our "FAST ACTION CLASSIFIEDS. " Call 1-800-411­ 0042. Buy , sell, trade, kit built , fixed wing , powered parachutes, rotor, sailplanes, trikes, balloons and more .

Stories galore! Sample issue $3 .00.

Annual subscription $36.00. INTRODUC­ TORY OFFER OF ONLY $24.00 .

Ultraflight Magazine, 12545 70th Street, Largo, FL 34643-3025. 813/539-0814.

Plans - Ragwing Replicas - Ultralight legal Pietenpol, Pitts, Heath , Church Midwing. Plans $70. Brochure $3. 312 Gilstrap Drive, Liberty, SC 29657. (9/96)

Popular Aviation Magazines 1933 through 1938 - Send SASE for price and details. C. Crutcher, 14811 Redbud Lane, Woodstock, IL 60098. (12-1) Flying Field - by James Haynes, AlC 12099. A saga of an airport from 1921­ 1995. 133 photographs - ancient air­ planes - the works. An excellent Christmas gift. $19 .00 . Mail to Robins Nest Company, 21 Sunset Lane, Bushnell,IL 61422-9739. (12-1) FREE CATALOG - Aviation books and videos. How to, building and restoration tips, historic, flying and entertainment titles. Call for a free cat­ alog. EAA, 1-800-843-3612.

Curtiss JN4-D Memorabilia - You can now own memorabilia from the famous Curtiss " Jenny," as seen on "TREASURES FROM THE PAST." We have T-shirts , posters, postcards, videos, pins, airmail cachets, etc. We also have R/C documentation exclu­ sive to this historic aircraft . Sale of these items supports operating expenses to keep this "Jenny" flying for the aviation public. We appreciate your help . Send SASE to Virginia Aviation, P.O . Box 3365, Warrenton, VA 22186. (ufn)

WANTED Wanted - Vintage Project, 1949. Details to: Blue Island Aviation, 13436 Compton Road, Clifton, VA 22024. (12-1)

r

SUPER CUB PA-18 FUSELAGES ­ New manufacture, STC-PMA- d, 4130 chromoly tubing throughout, also com­ plete fuselage repair. ROCKY MOUN­ TAIN AIRFRAME INC. (J. Soares, Pres.), 7093 Dry Creek Road, Belgrade , Montana 59714, 406/388-6069, FAX 406/388-0170. Repair station No. QK5R148N .

• UNMANNED AIRCRAFT • RDTDRCRAFT • MAINS , Aux

(NEW) This & That About the Ercoupe, $14 .00 . Fly-About Adventures & the Ercoupe, $17 .95. Both books, $25.00.

Fly-About, P.O. Box 51144, Denton, Texas 76206. (ufn)

..24"' I AERO

al

TEe

& &

EXPERIMENTALS FERRY CELLS

,eTOLL FREE 800-526-5330 LABORATORIES, INe6?~lo.

TEl: 201-825 ·1400 FAX: 201-825-1962

~

•

y:.;

"I am very pleased with the quick and friendly service AUA

AUA's Exclusive EAA Antique/Classic Division Insurance Program

always offers. They understand my needs and concerns and are

r liability and hull premiums ical payments included

always ready to help. I feel important with my antique/classic.

The' other company' couldn't care less when I told them their price

discounts for multiple aircraft carrying all risk coverages hand-propping exclusion age penalty component parts endorsements

was higher and I was going to switch to AUA.

nts for claim free renewals carrying all risk coverage s

"Thanks AUA - I appreciate . 'f¢Qeing your customer."

- Bill Lewis Remember,

We're Better Togetherl

800-727-3823

Fly with the pros.. .fly with AUA Inc.

AVIATION UNUM IrED AGENCY

To order or for more information call:

1-800-843-3612

(Outside the US and Canada 4 14-426-4800)

24 hour FAX: 414-426-4873 or write EAA, Dept. MO, P.O. Box 3086, Oshkosh, WI 54903-3086 Major credit cards accepted. *WI residents add 5% sa les tax. *Plus shipping and handling.

(Above) This sturdy natural cotton duck baseball cap has a brown leather brim and the colorful (blue, hunter green or maroon) NC logo. One size fits all, adjustable leather strap .....••......••......•.....$12.00* (Above, Left) You'll be warm and toasty with your fl eece shirt/jacket, trimmed with the NC logo. 100% polyester Polartec®, it has zippered slash pockets and a zippered cowl neck. It's available in navy blue.

Sizes M -2Xl . ..•••. . ..•.•••.. ... •••...$52 .95*

(Above) The Ant ique/Classic sport shirt looks great whether at

the airport or the golf links. Made of 100% combed colorfast cot­

ton, it is avai lable in royal blue with tea l trim, fuschia with blue

trim and black with fuschia trim.

Sizes M -2 Xl .• .. •.. . .. . ... . .•. . . . ••• .. .•.. . . ..$28.95*

(Right) This pinstripe oxford shirt is as classic as the airplane you

fly. Antique/C lassic logo is embroidered above the pocket. Made

from a high quality 60/40 cotton/poly blend. Available with bur­

gundyor blue stripes. Short sleeve only.

Size 15 - 171/2 . . .. • .... ...•• . . . .•.....•.....•$23.95*

VINTAGE AIRPLANE 31

--4 (Above) You'll be covered front to back w ith your favorite Antique, Classic and Contempora ry airplanes on th ese bright 100% pre-shrunk cotton T-shirts. Each is topped off with the NC logo on the sleeve.

Availabl e in these pastel colors: cream, fuschia, blue, green and orange.

Sizes S-2Xl ...•.•••............•..................$15.95* (Above, left) Keep warm with this thick fleece-lined sweatshirt neatly embroidered with the Antique/Classic logo. M ade of a 70/30 cotton/poly blend. Cowl neck, white with black and gold logo, grey trim.

Sizes M-2Xl .......•....•............•....•........$33.95* (Left) Just right for those warm summer afternoon s spent at th e air­ port, the scoop neck 100% pre-shrunk cotton tee features th e embroidered Antique/C lassi c logo in the shirt color. Available in li ght green or cranberry.

Sizes S-l •..•......•......•... • ..•.............$12.95* (Below, ri ght) If you need a littl e more warmth (say, when you're doing a little open cockpit flyin g!) you'll need the Antique/Classic hooded sweatshirt. Availabl e in oatmeal fl eece with accent stripes of burgundy, navy blue and forest green on the shoulders . Made of a 70/30 cotton/ poly blend. Blue and burgundy NC logo.

Sizes M-2Xl ............................ . •.....$38.95*

(Ri ght) The 100% pre-shrunk cotton ribbed scoop neck tee is fem inine yet casual. It also features the NC logo embroi­ dered in a glossy thread in the same co lor, and is ava il able in blu e or rose .

Sizes S-l . .........$12.95*

(Left) The Antique/Classic Division's co lors have never been brighter! M ade of 100% pre-shrunk cotton, the A/e golf shirt is ava ilable in jade green, turquoise, navy blue and cranberry, with matching co lor logo.

Sizes M-2Xl ...•••26.95*

ORDfRNOW! 32 NOVEMBER 1995

(Above) Embroidered caps have Antique/Classic logo stitched in metal­ lic gold thread. Poly blend fabric and broad brims make these hats comfort­ able and durable. One size fits all.

Avai lable in teal or blue with red brim . . . . . . . . . . . . . . . . . . . . . . .$10.95* (Right) 10 oz. ceramic mug shows the logo of the Antique/Classic divi­ sion. Dishwasher safe. . . . ..$8.95*

(Above) This heavy, fleece lined sw eat shirt has the EAA Antique/Classic logo embroidered with silver, forest green and meta ll ic go ld stitching. You'll enjoy the warmth and comfort of this long-wearing, machine washab le, 50/50 cotton/polyester shirt.

Size M-2XL . . ... .. . . . ...... ... . ....$32.95 * (Right) Keep the essential tools ready with this heavy canvas tool roll. Features 14 pockets for wrenches, screw drivers, pliers or any other tool you'll never want to be without. (tools not included) . ... .... . .. . . .. ...$12.00*

(Left) No flight bag should be w ithout a Mini Maglite. Uses

two AAA batteries and can be adj usted from spot to flood

with a twist of the wrist. Available in green, blue, black or

red with Antique/Classic logo ................$19.95*

(Lower left) Compact barrel bag is made from heavy can­

vas and is the perfect size. Measures 12" x 7" and features

the Antique/Classic logo. . . .. . .. ... . ...... .$10.00*

(Below) This lightweight jacket is perfect for the flight line

or the go lf course. 100% nylon shell. Machine washable.

Availab le in navy, teal, eggplant and forest green.

Sizes M-XL $34.95 2XL ...... • . . ... .. . ... .$36.95*

VINTAGE AIRPLANE 33