VA-Vol-3-No-1112-Nov-Dec-1975

NOVEMBER-DECEMBER 1975

. -' "­

"

J.t . . .,.

•

EDITORIAL By Paul H. Poberezny

President EAA

The Officers and Directors of the EAA Antique and Classic Aircraft Association and EAA Head­ quarters staff would like to take this opportunity to wish all of you a very Merry Christmas and a Happy and Prosperous 1976.

All in all, we believe that we had a very fine year. Enthusiasm for all phases of sport/general aviation is on the increase and 1975 was very kind to all of us. We had many aviation events in which so many of us cooperated and participated, regard­ less of the type of aircraft we happen to favor at the moment.

Sitting here and giving a little thought to what I have learned in my association with the fine people of aviation these past 23 years with EAA has given me a great education and many observations.

We are a very unique group of people - we, who own and fly aircraft. Many times we are very divided and sometimes short-sighted. We pick a segment of aviation and we give it our all, our love, understanding and participation. Quite often many of us look at other segments of the same sport/ general aviation as if they were not there - all aren't important and are not needed.

In reality, we have a caste system. The purest antiquer, the purest homebuilder, the purest war­ bird, or just the same individual in the above men­ tioned category who is not so pure and doesn't mind making a few changes to his aircraft. We feel that each segment that we happen to participate in is the only one. We're elite, sometimes aloof, sometimes not wanting to associate with others. It occurred to me a long time ago that if EAA was only for homebuilders, only for antiquers, for rotary-wing, warbirds or aerobatic pilots, neither one of these would have the financial success need­ ed to put out more than a four or six page piece of paper called a publication.

Our fly-ins and flying activities would certainly be diminished because it all gets down to volume and who does the work. Most times you will find at your chapter fly-in or your group's activities or even our National Convention, that the majority of the help comes from those who are not directly involved in owning, restoring or building an air­ craft, but comes from those who you have moti­ vated to associate with you because of your sin­ cerity and hard work in producing one or two models or restoring any particular type aircraft.

Our strength in accomplishment is through num­ bers, both financially and at a local, state and federal level. This is why I would like to stress the continuing need for understanding of each other, accepting those who would like to be a part of avia­

tion, a part of our organization or our individual association, such as the Antique and Classic or Warbirds.

In reality, out of our over 45,000 active member­ ship at the present time, less than 4,000 belong to the three groups under the EAA's umbrella . A very small number of people when one considers the number of letters received generating a great amount of work for these activities as compared to the total number in our membership.

Some expect a publication the size of SPORT AVIA TlON and anyone in association work realizes that a small number of people in anyone of our affiliates really does not produce sufficient revenue to publish much more than we have, (Vintage Air­ plane) let alone contribute to heat, light, use of of­ fice equipment and even much of our staff time to stay in business. There is strength in numbers.

The EAA Antique and Classic Aircraft Associa­ tion - I don't like to use the word "Division" because it divides. It makes one not feel a part of what was founded for the basic purpose of provid­ ing and augmenting help here to our EAA Head­ quarters staff, especially in putting on the Annual International Convention. It was felt that by har­ nessing the enthusiasm and the love within our EAA membership of those individuals who liked antique and classic aircraft, that we could better serve our members attending the Annual Conven­ tion handling such things as aircraft parking, educational forums, flying activities, judging, awards and the many, many tasks too numerous to mention that makes one feel at home. Unfortunate­ ly, our correspondence indicates that by far, the majority are more than happy, while some 1% to 2% leave in disgust and want more from you vol­ unteers than we, as humans, are able to afford.

Often we hear that the Annual event in Oshkosh is too large - too big. I have heard the question often, even when we held the event back in Mil­ waukee and you could have taken the total num­ ber of people and aircraft and buried them, un­ noticed, in a corner of Wittman Field. Would you . tell any member of his or her organization to stay home? Would you tell anyone of the over 2,000 aviation enthusiasts that were attracted to your Convention that joined EAA as a result of seeing what you have accomplished that they cannot attend? Would you tell the aviation enthusiast that he is not wanted? I will not tell them to go (Continued on Page 19)

I~f ~ ~IAbf ARPlA~f COVER PHOTO (Photo Courtesy Kelly Viets) The DeHavil/and D.H. 4 was first built in 1916 as a two seat day bomber for the R.A.F. and by the end of World War I hundreds had seen operational service. D .H. 45 w ere powered with a variety of engines in the 200 to 400 horsepower range. American built versions used the 400 h.p. Uberty V-1 2. After the war the D.H. 4 embarked on a new career that would make it more famous than had its military use. In Europe a number o f air Jines began service using modified D.H. 45 and in the U.S. mail wa s carried in the lumbering but dependable old birds as late as 1927. Several U.S. aircraft manufacturers, i ncluding Bellanca , got their start building replacement wings for D.H. 4s employing newly developed high lift airfoils.

TABLE OF CONTENTS Editorial . .. Paul H. Poberezny . ..... .. .. . ... ... , ....... . . . ....... ...... . .. .... .. . ... ... . .... .

DC-3 . . . Ed Williams . ....... , ...... , , , . ... . .. ..... .. , , ... ..... ..... . . . .. .. ... ..... ........ . , Staggerwings ... Richard D. River. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..

Ryan STA - The Unruly Sweetheart ... Bill Dodd .. . .. .. . . . . .. . .. ..... . ... . .. . ........ . .. . . ....

A 1933 Homebuilt ... J. A. Blackbourne . . ....... . ..... . ...... .. ... ... ... ........ .. ... . .... ...

Wings of Spruce . , . Norm Ginn ........ .. " . . " . ... " .... ... " .. .. . . . . .... . ...... . ........ . . .

Portland, Maine Husband and Wife Are Concerned About Air Safety ...... . .... .... ... . . .. . .... . .

Little Round Engines ... Ken Williams . . ... ... . .... ... .... . .. . .. ... ...... .. ....... ....... .. . . .

Letters To The Editor ... ..... . . . . ......... . .. ..... .. . , ........ .. ... . . ..... .. ..... .. . .... .. .. . .

EDITORIAL STAFF Publisher & Editor ­ Paul H. Poberezny Assistant Editor ­ Gene Chase

Assistant Editor ­ Assistant Editor -

2 4 7 8 11

13 14

16 20

Jack Cox Golda Cox

ANTIQUE AND CLASSIC DIVISION OFFICERS PRESIDENT ­ E. E . HILBERT 8102 LEECH RD .

UNION . ILLIN OIS 60180

VICE PRESIDENT J . R . NIELANDER . JR. P O BOX 2464 FT . LAUDERDAL E. FLA .

SECRETARY RI C HARD WAGNER BOX 181 LYONS . WI S . 53 148

TREASURER GAR W . WILLIAMS , JR . g S 135 AERO DR ., RT . 1 NAPERVILLE , ILL . 60540

33303

DIRECTORS

EVANDER BRITI P. O. Box 458 Lumberton , N. C. 28358

JIM HORNE 3850 Coronation Rd .

Eagan , Minn . 551 22

MORTON LESTER P. O. Box 3747 Martinsville, Va. 24112

KELLY VIETS RR " Bo x 151 Stilwell, Kansas 66085

CLAUDE L. GRAY. JR. 9635 Sylvia Ave. Northridge, Calif. 91324

AL KELCH 7018 W. Bonniwell Rd .

Mequon , Wisc. 53092

GEORGE STUBBS Box 113 Braunsburg . Ind . 46112

JACK WINTHROP 3536 Wh itehall Dr. Dallas, Texas 75229

DIVISION EXECUTIVE SECRETARY DOROTHY C HAS E. EAA HEADOUARTER S THE VINTAGE AIRPLANE is owned excl usively by Antique Classic Aircraft , Inc . and is published monthly at Hales Corners, Wisconsin 53130. Second Class Postage paid at Hales Corners Post Office, Hales Corners, Wisconsin 53130 and Random Lake Post Office , Random Lake, Wisconsin 53075.

Membership rates for Antique Classic Aircraft, Inc. are $10.00 per 12 month period of which $7.00 is for the subscription to THE VINTAGE AIRPLANE . Membership is open to all who are interested in aviation.

Postmaster: Send Form 3579 to Antique Classic Aircraft, Inc., Box 229, Hales Corners. Wisconsin 53130 Copyright © 1975 Antique Classic Aircraft, Inc. All Rights Reserved .

3

f)C'3

By Edward D. Williams (EAA 51010)

713 Eastman Drive

Mt. Prospect, III. 60056

(Photo by Ed Williams)

It is said that life begins at 40, but that applies to people, not airplanes. However, the fact that an airplane is still alive and hard at work at 40 is a great tribute to the men who gave it birth.

This is the case with one of the most beloved air­ planes of all time, the Douglas DC-3, which will mark its 40th birthday on Dec . 17, 1975, four eventful decades after its maiden flight at Santa Monica, Calif.

As the historic anniversary appears, hundreds of DC-3s are still flying, performing jobs that its creators never dreamed of.

A recent survey by Flight International magazine of just under 500 scheduled operators and charter com­ panies showed that 134 of them reported having at least one DC-3 in their fleets, for a total of more than 300 DC-3s worldwide. And hundreds more are still in service with corporations and private individuals . And this is in the age when the jet is king!

Tough but tender, the DC3 revolutionized air travel and earned itself the reputation as a pilot's airplane and a passenger's airplane.

Douglas turned out almost 11,000 of the durable DC-3s for air carriers and the military, and it was an immediate success . It was larger, faster and more luxu­ rious than its predecessors, and airlines found it more economical and safer to operate. Coast-to-coast travel was reduced to 15 hours by the DC-3's cruising speed of 165 to 180 mph, which was impressive in those days.

Although abandoned DC-3s, and parts of DC-3s, are scattered at airports and junkyards all over the world, a few DC-3s will be kept in top shape by personnel at various museums . An Eastern Air Lines DC-3 has been spiffed up for installation in the Smithsonian Institution's new Hall of Air Transportation in Washington, D.C. (The Vintage Airplane, April, 1975), and probably the most 4

historic DC-3 of all, North Central Airlines' N21278 ­ "Old 728" - a few months ago was donated to the Henry Ford Museum at Dearborn, Mich . "Old 728" was the flying est plane in aviation history, with 84,875 total hours at the time its career ended . (The Vintage Airplane, May, 1975) .

Symbolic of the DC-3s that have worked hard and long is the one which has served the Federal Aviation Administration faithfully since 1948 in the checking on Airport ILS and other equipment. Unfortunately, the FAA has announced that the old bird will be phased out next year and will be replaced by a Sabreliner jet.

Many chapters of the DC-3 saga are almost incredible.

In 1957, a DC-3 carrying 23 passengers clipped a moun­ tain peak during a storm, knocking 12 feet of its left wing, but still made a safe landing at Phoenix, Ariz .

Another was landed safely after a hidden bomb exploded in the baggage compartment. And still another, involved in a midair collision, was landed although the fuselage looked like a convertible auto with the top down .

Other DC-3's have survived lightning bolts, kamikaze planes and chronic overloading. One served as a road­ house in South Africa for 12 years and then was recon­ ditioned and returned to flight status.

The first 20 DC-3s sold for $110,000 each, about the cost of one smaller jet engine today. In 1960, used DC-3s were selling for twice that sum, indicative of its utility and reliability. Thirty years after its first flight, more than 170 air lines in 70 countries reported still using the DC-3 . In 1965, about 30% of the world's airline fleet consisteq of DC-3s, and 400 large corporations used them as plush executive aircraft . It has been honored on air mail stamps by many countries, such as Chile, Hungary and The Netherlands.

The DC-3 has outlasted a generation of airline pilots , and many pilots today were not born when the first "Three" took to the air.

The DC-3's lineage goes back to the DC-1 - Douglas Commercial -- 1st model - of which only one was built.

The DC-1 was a 12-passenger transport manufactured according to specifications suggested in 1932 by Trans­ continental and Western Airlines .

The DC-1 contained many innovations. It was sound­ proofed, contained cabin heaters, had side by side seat­ ing and dual controls for the pilot and co-pilot and was the first commercial plane to be equipped with the Sperry automatic pilot.

It brought new comfort to the passenger, who no longer suffered from deafness , lack of sleep and cold while balancing a box lunch on his knees .

"The One" was rolled out of the Douglas plant on June 22, 1933, and given extensive testing. This resulted in several modifications built into its successor, the DC-2, a 14 passenger plane.

When that model was enlarged and modified and its capacity increased to 21 passengers, it was designated the DC-3.

By 1938, DC-3s were carrying 95% of all airline traffic in the United States and also went into service with 30 foreign airlines . In 1939, DC-3s were flying 90% of the world's air traffic . Starting in late 1940, the U .S. Army

Air Corps ordered great numbers as C-47s and C-53s, and the Navy ordered it as the R4D . In addition, large numbers of civilian DC-3s were taken over by the mili­ tary, with designations from C-48 through C-52.

Japan in 1938 built its own DC-3s under license, as did the Soviet Union in 1940, as the PS-84 and the Li-2.

But it was a name that gave the DC-3 its charac­ ter - the name given by the men who flew it. They called it the "Cooney Bird" after the albatross, whose flying ability is legend.

Douglas built 10,925 Cooneys, 803 DC-3 airliners and 10,122 military versions from 1936 to 1946. Thirty years later more than 5,000 were still in service throughout the world.

American Airlines was the first to put " The Three" into service on June 25, 1936, and that day marked the end of profitless airline operations .

The first planes for American were designated DST (Douglas Sleeper Transport), and the prototype X14988 was first flown on Dec. 17, 1935. The first DST went into service on American's New York-Chicago run, and Douglas, by removing the sleeper berths, then evolved the DST into the DC-3.

American eventually operated the largest pre-war fleet of DST/DC-3 aircraft, with 66. United Airlines was the second largest operator, with 45, and Eastern and TW A each had 31.

(Photo Courtesy of Ed Williams)

About half of the early DC-3s were powered by the 1,000 horsepower Wright SGR-1820-GI02 Cyclone, and the other half were powered by the Pratt & Whitney R-1830-SB3G Twin Wasp, also with 1,000 horsepower.

The Gooney was a hard worker. During a flood in Bolivia in 1949, it carried 93 crammed refugees to safety.

It also was the first aircraft to land at both poles. In fact, its "firsts" were countless.

In 1938, a United Airlines DC-3 made the first sched­ uled flight for a major sports team when it carried the Detroit Red Wings from Newark, N .J., to Chicago. The previous spring a baseball team had made an unsched­ uled flight from New York to Boston because of floods in New England, but the 1938 flight was the first to be booked for a team in advance.

It was in military service, beginning with World War II and including the Korean hostilities and the conflict in Vietnam, that the DC-3 became a legend.

During World War II Americans knew it as a freighter, troop carrier, flying hospital, sometimes bomber and as the airplane that always got its crew safely back to base.

Early in World War II, a Gooney was caught on the ground in China in a Japanese air raid . The bombs hit the plane's right wing, completely destroying it. Ameri­ can airmen were determined that the transport could be made flyable if a spare wing were found, but the only replacement available was the wing from a DC-2. The Americans "made do" with the replacement, which was five feet shorter than and tapered differently from the

DC-3's good left wing. This created one of the unusual hyrids in aviation history, and it was called the "DC-21/2."

Its pilots reported that the DC-21/2 had only a ten­ dency to roll toward the shorter wing. This was corrected by aileron trim adjustment and a change in propeller pitch settings on the twin-engined aircraft.

The military version of the Gooney Bird had a color­ ful background. It had been used (minus engines) as a combat troop glider, a float plane (with each float larger than a P-40 fighter) and as a ski-equipped transport which took off from an aircraft carrier.

Gen. Eisenhower said it was one of four pieces of equipment most vital to Allied successes in Africa and Europe. The others were the Jeep, 21/2 ton truck and bull­ dozer. "Curiously," Eisenhower said, "none of these is designed for combat."

But the Gooney Bird had its share of combat action.

Witness the DC-3 whose pilot decided to ditch in the Pa­ cific because it was so badly riddled with anti-aircraft fire. When the transport bounced 50 feet after hitting the water, he changed his mind and landed it at a base.

A later chapter in the Gooney Bird's military life was written when American forces in Vietnam refitted it with three Gatling guns capable of firing 6,000 rounds a minute from the cabin. The Air Force designated the new variation the AG-47, and new names were added to the list. The AC-47 crews called their planes "Puff, The Magic Dragon," or, simply, "Spooky Goonies."

(Photo Courtesy of United Air Lines)

Beechcraft " Staggerwing" 0 -1 7S, N6719B, Serial No. 6913, built in 1943. Pratt & Whitney R-9B5, 450 hp.

STAGGERWING

Richard O. River

P.O. Box 29 7

Chillicothe, Ohio 45601

" Retired Fighter Pilot"

"International Lover"

" All-Around Jolly Good Fellow"

The records on my Staggerwing are with the air­ craft which as you know is now on display in the U.S. Air Force Museum, Wright Field, Dayton. I will try to recall some of the details though.

The aircraft was procured by the U.s. Army Air Corps but was delivered to the U.s. Navy as a GB-2. It re­ mained in the Navy Inventory until declared surplus in 1950. It was then bought by an airmotive company on the west coast and "civilianized" . It went through a succession of owners in the three west coast states finally ending up in one of the Dakotas. In 1968 it was taken in on a trade by Courtesy Aviation, Rockford, Illinois . I purchased it from them during the EAA Fly-in that year and owned it until it was donated to the Air Force in 1974.

Personally, I am retired from the USAF (retired De­ cember 1965) and like to refer to myself as a retired Fighter Pilot, although during the last four years of my career, I was in Mats, or MAC as it is known now, fly­ ing the C-121 Connie and the C-130. Fighters include the F-51, F-80, various F-86's and the F-100. I am currently a member of the Order of Daedalians and the Quiet Birdmen . I am between aircraft at the present and am very seriously considering starting on a homebuilt, pos­ sibly a Coot amphibian. Forgot to tell you that during the last ten years in the Air Force, in addition to my flying duties, I was also an Aircraft Maintenance Officer.

Hobbies include flying , fishing and model aircraft build­ ing with a preference toward radiocontrol scale.

One more personal note which I am very proud of, shortly before Christmas last year I dug my Air Force Uniform out" of the mothballs, pinned my wings on once more and was privileged to swear my oldest son into the Air Force.

I am happy to be a member of your organization and will enjoy your magazine in the years to come.

7

RYAN STA足 THE UNRULY SWEETHEART

By Bill Dodd

Box 195

Prairie View, Illinois

One of the troubles in the world of antique airplanes is that there are not enough of them to go around . Many enthusiastic pilots never have a chance to fly their favorite antique plane. So we will try to give you an idea of what one of our favorite planes, the Ryan ST, is like to handle and fly.

As I think back about it now, I can't remember when I started wanting a Ryan ST nor at what point it became an obsession to own one. It just seemed that it had to happen someday. It all happened in quick succession in a round-about way. We became friends with an owner of a surplus PT20A - a Kinner 125 version of the ST 足 but he would not sell. While helping him find parts through Trade-A-Plane ads, we unearthed what turned out to be a tired ST. He didn't want a whole plane, but we surely did. In time the dollars and delivery of our "dream" plane was worked out and in it came one late July afternoon right in the iniddle of our sixth Coke and the elevendy-seventh walk on the eight foot strip of ruined lawn . It was tarnished silver; fresh red-trimmed 8

(Ted Koston Photo)

Bill Dodd and his beloved Ryan ST.

to make a better first impression with canvas over the front cockpit, but it was beautiful!

Since it was unlicensed, all that could be done to relieve the anticipation was to fire up and taxi around and around and around . Even all streaked and with the fabric full of silver patches, it looked eager to fly while just sitting on the ground.

Ten months later, after commuting 20 miles each weekend between our apartment and the airport, we rolled out a completely new metallic blue and yellow, ready to go STA. Joe Fornasero, Ryan's chief test pilot, couldn't have been more excited on the first flight. Although we didn't feel we needed anyone to share this moment, we took an instructor along in the front cockpit. Somehow I re足 call he didn't look too happy. Possibly he was remember足 ing what all the local airport "Sports" - most of them biplane addicts - had said about the ST: "it would tum violently on take off without warning; it would snap roll on downwind approach without warning, or it would

land like a 'streamlined brick' and be too hot for even a good pilot." (A good pilot indeed!)

We gave it the gun and away we went! It went a little loose on rudders at first, but then firmed up and started to go down the runway half way straight and we were off and in the air! This first time we made simply a normal pattern and came back in, a little high, a little fast , but it fitted down over the trees into the 1900 foot strip and even after a few up and down adjustments touched down three point. I will admit that then we had to work to keep it straight. Good firm brake action gave the most secure feeling, and except for running up to within four feet of the far fence, I thought it was a pretty good land­ ing. Evidently, the instructor did not think so . He climbed out on the wing and vaulted over the wing wires, hit the ground running, yelling back over his shoulder, "You' ll be alright, just slow her down some".

After that we flew all day; took up every passenger who wanted to go and some who didn't. We stopped only for gas and finally quit after my wife pOinted out that it had been dark for half an hour. I hadn't noticed .

I'll have to admit that in flying around after that, all did not go perfectly. There was one time we ran off a 200 foot wide concrete runway into the grass at a time when a straight line between two runway lights seemed better than a curved path around one . The grass turned out, on closer observation, to be lespedeza clover about 18 inches high . We cut a swath through it and taxied to the gas pump with approximately three bushels of new mown hay in the lower wing and tail wires. That was the first real lesson about the Ryan and hard surface run­ ways. It is somewhat sensitive and skittish on hard sur­ faces . Of course, this particular incident was compli­ cated by a 100 hour pilot who was going more on luck than skill. On grass the ST is very docile and rolls out straight almost unassisted.

On the other hand, I should tell you the Ryan flies very stably and will go cross-country real well with your feet on the floor with none or small adjustments of the stick. It has never even attempted to snap roll by itself in the pattern or any place else. On take off the pilot should content himself with doing almost nothing with the rudders except progressively pushing a little on the right one as the take off run begins. In a good stiff cross wind, the best method is to control the first part of the take off by holding the tail down by back stick until good speed is attained and the rudder will do the con­ trolling.

It doesn't come in like a streamlined brick and doesn't land especially hot. Without flaps, it approaches best at about 75 mph indicated . The attitude is almost straight and level with the rate of descent not at all excessive.

Touchdown is at about 50 mph. If you want to come down more steeply and at a slower speed, you can choose 10, 20, 30 or 45 degrees of flaps by pulling on the conveni­ ently located manual flap handle on the right. Just de­ press the button at the top of the handle and let go when you get to the slot you want. To release, simply do the process in reverse . Make a habit when you pull the flap on to wiggle the handle to be sure it has locked solidly in the chosen slot. Once long ago I didn't do that and at 20 feet on flareout the flaps popped back up to zero.

There was no emergency . The ST simply sank a little and floated a little faster and farther down the runway . So once again we have an example of the Ryan not doing something violent.

The actual touch down is very soft because the gear features long travel oleo shock struts and 18-8-3 big fat (15 pounds fully inflated) tires .

The one main distinguishing feature of the ST is the roll out on landing . Everything is smooth and normal after touchdown until it starts to slow down at which point the nose wants to wander to one side or the other, which requires quick alternate rudder action . Every­ thing is again OK for a while until you begin to realize you could use a small assist from the brakes - just in case. The trouble is that the brakes are supposed to be activated by your heels on a tube with a pad at the end that curves down and to the middle from the rudder pedal. Take a look at these pedals next time you look into an ST cockpit. The trouble is you can't get your heels on the brakes while you are alternating rudders because the brake arm travels with the pedal and when a pedal is forward the brake is up in a position that no human foot can position to. You must get the rudder pedals cen­ tered and put both heels on your respective brakes at the same time. Once you learn this, life becomes rela­ tively simple again . You can, of course, ride it on out with­ out brakes and do pretty well, if you are an accomplished Mambo dancer. Also, it doesn't work too well to put your heels on the brakes on final , so as to be prepared.

You can't move the rudders the necessary preliminary amount and you usually end up applying brakes on touchdown. It really is not difficult to learn the heel placement trick. However, it is the one real "trick" in learning to fly a Ryan ST. The cockpit is clean, neat, somewhat Spartan in its simplicity, but quite utilitarian. There is everything there that is needed but nothing more. The controls are sim­ ple. The elevator trim tab, for example, is a small cable that runs through the cockpit just under the throttle.

Three pulls forward or back gives full up or down trim .

This is a very good feature for aerobatics when quick trimming is needed during or between maneuvers . Try to get the back cockpit. though, if someone is going with you . It is the roomiest and has the best view of the plane.

The front cockpit is somewhat snug, but warmer in win­ ter. Of course, solo you always fly from the rear.

In the air, for just flying around, you will look a long time to find a plane which flies so smoothly, stably and with such good visibility . The narrow, oval monocoque fuselage and low wing with relatively narrow cord makes you feel as if you can see almost everything. It is an excel­ lent feature for aerobatics.

A good deal of dihedral is built into the wing rigging which evidently helps with the stability of flight. How­ ever, in rough air, the ST tends to roll continuously from side to side - not extreme, but requiring constant stick reaction.

It is unusual, I think though, that it flies more stably inverted than right side up even though the dihedral becomes extreme cathedral. The reason is, I believe, that the fuselage hangs down under the wing like a stabilizing keel.

Stalling from any attitude, even inverted, is a delight.

It simply stalls and drops off lazily and recovers quickly with any help at all. If, however, it is held in tight, it will reluctantly spin. The spin is really something! It points straight down as if on a spit and really winds up. You count the number of spin turns like this: "one, three, seven, 18, 42 . . . " You don't have to be alarmed though - at least not after the first time; the first time might shake you up a bit - because with recovery controls applied, it stops spinning after half a turn.

The stall and quick spin recovery once again prove to you that this is definitely not a violent airplane. If you were to apply one word to the Ryan ST, it would have to be "predictable".

9

This big feature is surely comforting when you are attempting aerobatics. You realize that no matter what you try, you can, at worse, only fall out and stall or spin and recover quickly with no more than 200 or 400 feet lost in altitude. Incidentally, the Ryan is designed for a positive and negative "G" load factor of 10. You would have to pull awfully hard to pull more than 6.

As far as aerobatic maneuvers go, the ST will do them all, both inside and outside, both basic and advanced.

The airfoil, which is an NACA 2412, has a good curve to the bottom for excellent outside loop and inverted flight characteristics. It has, indeed, a very good rate of roll, which surprises most people who think that single stock ailerons can't be that good. For its size and speed, it operates in a relatively tight framing area for aerobatic sequences . For example, inside and outside loops can be pulled through 400-500 foot circles.

The only two maneuvers I've found the Ryan doesn't do as well as I'd like is an outside snap and a vertical roll.

This could be my fault, of course. On the vertical roll there just isn't either enough aileron to get you around fast enough to complete or not enough power to give the amount of climb needed. We must note though that there are not too many planes around today which can do a vertical roll.

The controls are all good and light to the touch - ex­ cept the stick requires a good muscular push when you are inverted. Their biggest advantage is that they feel equally balanced on the amount of effort needed to acti­ vate each.

Most models of S1's that I've flown indicate between 110 and 120 mph depending on horsepower and props .

The specs list the dive limit speed at 156 mph. However, many instructors who operated Menasco-powered Ryan trainers for the Air Force, with whom I've talked, say they saw 215-220 indicated on air speeds many times when students went completely to sleep during aerobatics.

And too, we personally have had ours up to 210 to test the truth of this. The wings flap a bit, the wires sing like banshees, the wind whistles, but there was no 'big vibra­ tion or buffeting and it coasted out to a more comfortable speed.

During aerobatics, you will operate between narrow speed limits. Snaps start at about 95, loops at 120-125, Immelmans at 140 and outside loops at 150. Excessive speed for most maneuvers just isn't needed .

People ask me about the reliability of the Menasco engine. Maybe a couple of quotations from some well­ known aviation men will give you a better idea. Tex Ran­ kin said: "Here's my experience with Menasco engines during the past 21/2 years . I flew with the first engine more than 450 hours without even a top overhaul. Much of this time was under wide open throttle on aerobatic and race flying. After I sold the ship, it wa's flown another 100 hours before being overhauled. My second Menasco, which I am still using, has flown more than 600 hours, mostly on acrobatic work. I used this engine in winning the International Aerobatic Competition and on 26 acro­ batic exhibitions throughout the U.S. and Canada .

"Many of the maneuvers require an rpm of over 3000.

I don't believe anyone ever abused an engine half as much as I abuse the Menasco. In more than 1000 hours of flying with these engines, I have never had a forced landing due to engine failure."

T. Claude Ryan said: "As an airplane manufacturer, I have long recognized the sound engineering, the sta­ mina and high performance of Menasco engines which we are now using and have been using for several years as standard equipment on our Ryan airplanes."

From my own experience, I must agree with both gentlemen, except that I never go past 2500 rpm and try never to abuse my engine. By the way, Menasco had an interesting slogan: " You wouldn't shoot a bullet side­ ways."

If a plane has a personality, the Ryan would certainly be called vivacious, eager and dependable .

There are several major reasons why I have kept a Ryan ST for so long a time. Some coincide with some of the reasons why I bought one in the first place. It looks real pretty from all angles either sitting or flying. It has good cruise speed, a reasonable size - not too big but just big enough - and, most important of all, it is chal­ lenging enough to be a thrill each flight. Each Spring I still get a big kick out of the first flight after a long win­ ter, almost as if it were the first maiden flight.

The design of the little Ryan was way ahead of its time. For a 1934 deSign, it incorporated monocoque metal fuselage, stamped metal ribs, beautiful streamlining, completely faired gear and four position flaps . Not bad for 1934 vintage . It seems to realize its own worth and enjoys flying . It is always ready to try anything you feel big enough to try .

,

Y AIRPLANE QUIZ - If you can identify this "alrJ~'#J.Ifi!alse~~md your answer to the Editor. The origi­ '" Loadin for flood victims ­

(Photo Courtesy Kelly Viets)

3-17

a 1033 homebuilt

By J. A. Blackburne (EAA 16423)

3477 Parkview Drive

College Park, GA 30337

Due to the Great Depression 1931 was not an ideal

time for one to seek his first employment. However,

the intense desire to fly was so great that I did not Jet

the innumerable (no jobs available) discourage me.

Fortunately I did secure employment in late July. My

starting salary was ten cents an hour for sixty hours a

week. After a couple of months I was earning fifteen

cents an hour. In each of those dollars that I saved, I could

visualize a small whirling propeller.

During the summer of 1932 I managed to get four and one half hours of flying time in a Curtiss Wright Jr., NC 10910. Many people thought that only a nut would waste $8.00 an hour on a Tom Fool Flying Machine. By their standards I was extremely happy to be a nut. The flying was great. The real draw back was that there was not enough of it. I hit upon the idea that I would build my own Flying Machine. After careful consideration I decided that the Pietenpol Air Camper was just what I needed. Many hours were spent studying the plans and just how the various components would fit together.

Fortunately, the raw material kits were divided into several units . During Sept. 1932 the first kit arrived. By the time I finished building the wing ribs there was suf足 ficient money to order the next kit from Mr. Pietenpol, and then the next.

The time passed very quickly. August 13, 1933 the

Flying Machine was finished . With the one piece wing

removed it was trucked to a large pasture field about two

miles south of Spring Hill, Tennessee. It was late after足

noon when five gallons of gasoline were strained through

a chamois skin into the galvanized iron fuel tank. It was

hard to realize - my very own Flying Machine and it was

BEAUTIFUL.

After securing my safety belt I called - "Switch off,

gas on, throttle closed ." The wooden propeller was

pulled through several compressions. Then I heard the

magic word, CONTACT. I moved the ignition switch from

the Off to the On position, cracked the throttle, pulled

the control stick to the aft stop and replied, "CaNTACT'.

One pull on the propeller and the Model"A" Ford engine

began to bark very nicely. After the water temperature

gauge indicated warm engine, I slowly opened the

throttle enough to taxi across the turf field. After a bit I

made several runs with the tail up . When the wheels

would begin to tip-toe, I would close the throttle and

roll to a stop. So far the little ship was handling beau足

tifully. I could tell by the feel that it would fly. Naturally

the temptation to take off was tremendous. However, I

was committed to wait another week . The first flight was

to be a feature of an Air Show when two Nashville,

-.

Tennessee aviators would hop passengers. One in a Ryan Brougham and the other in a Hisso Swallow. I forced myself to postpone the Big Day and was thinking - self discipline is an arduous task . It was hard to leave the little ship, all alone, and tied to the pasture field fence.

I am sure the next week was the longest week of my life. Fortunately, Sunday, August 20, 1933 dawned bright and clear. I was at the field early. The little ship was just beautiful. Soon a fellow aviation enthusiast arrived .

Eventually, I heard the wonderful sound of a whirling propeller. The big Ryan floated in very nicely, followed by the Swallow Bi-plane. The Air Camper had already attracted a small crowd. The barnstormers started to hop passengers and with each flight the crowd grew.

We were kept busy answering questions, discouraging would be souvenir hunters and listening to remarks as to how crazy people were. I delayed my flight as long as possible so that we could take in a few more dollars for the airplane rides .

POSSibly a half hour before sundown I climbed into the Air Camper, adjusted my belt, helmet and goggles.

As expected the engine started on the first attempt.

While waiting for the water to reach operating tempera­ ture, I had a bit of time to think . A lot of thought, time, and to me a great deal of money, had been devoted to this Flying Machine . Now the day of my dreams was at hand. As I smoothly opened the throttle I immediately forgot that there was anyone in the whole world except me. My complete being was concentrated on this flying machine.

Almost immediately the tail was up. Slight rudder pressure and the machine accelerated in a straight line.

Soon we were airborne and climbing as expected . I noticed the fence posts pass underneath and then the horse barns. I had easily cleared the obstacles and had another open field straight ahead. The field must have been comforting as it suddenly dawned on me that the control stick was far to the left of center. I had auto­ matically applied left aileron, throughout· the climb, without realizing that the ship was badly out of rig . I tried to push the left wing down a bit but it would not respond. It was requiring full aileron to keep the wing level. All the while I was getting further from the field.

Then I made a stupid mistake of the unexperienced. I tried to rudder the ship to the right. The right wing was going down and aileron would not stop the descent. By this time I was over some tall trees . I realized that some­ thing had to be done quickly, or else my little flying machine would be good only for the tooth pick factory .

I went forward with the left rudder and held on. After a violent slip I realized that the right wing was on its way up to a level attitude. I had changed direction almost 180 degrees and lost about half of my 300 feet of altitude .

Now that I was in control and it would require several minutes to reach a position south of the field, I had some time to analyze the situation and try and figure out how I could make a more docile 180 degree change of heading.

I came to the conclusion that I would very carefully make a flat turn to the left by using the rudder. However, I could not tryout my theory, as yet, as I had not reached the field. Every time that I could ease the nose to the right, without the right wing going down, I would be in a better position. By careful use of the rudder I was able to turn to the left and assume some degree of bank.

Checking the location of the crowd I planned a flight path that would keep me to the west of their position.

Things were looking up. I eased the nose down a bit and 12

reduced power. The big green field was very inviting.

Then I noticed that I was settling a bit too fast. I did not want to add power and pOSSibly upset my lateral attitude . Then it dawned that the burst of power would, due to torque, be in my favor. I applied power until the fence was cleared. I broke the glide and was about to settle in nicely when the left wing stalled out. A hard landing on the left wheel and tail skid resulted. Almost immediately the right wheel was down and I rolled to a stop. I thought all is well that ends well, Thanks to the Lord.

I made a 180 degree turn and taxied toward the crowd. Then the unexpected gave me the fright of my life.

The crowd had broken ranks. Here they came in a run.

Men, women and children. Immecliately I cut the switch and kicked right rudder. Thankfully the propeller came to a rest just as the people engulfed the machine. I sat in the little ship and yelled over and over, "Please don' t break my airplane".

Quickly the crowd dispersed and the barnstormers took off for McConnell Field. As I taxied the Air Camper to the tie down position I realized that I was real tired.

Also, I realized that I had learned something about fly­ ing and that was what was important.

That night I made the following entry in my log book: Aug. 20, 1933. Air Camper 11559 Ford A . :10 Spring Hill, Tenn. Solo Flight. After more than three million miles behind whirling propellers I made another entry in my log book: March 22, 1965. Fulton Co. Airport. Miniplane. Cont.

C85. N4761S :15 First test hop.

EAA probably offers more to the aviation enthusiast than any other organization for those who want to start at the bottom.

Many EAA members have their own "store bought" planes and some are fortunate to have their own corporate jets, but the idea of a man building his own plane with his own hands and then test hopping it himself really does something for the ego .

I had almost given up flying until I learned about EAA in 1959. Many phone calls to EAA Headquarters, which was then in the basement of the Poberezny home, convinced me that this was a new idea and interest in flying .

For Christmas 1961, Dorothy Smith gave me a set of prints for the "SMITH-MINI" plane DSA-1. Six and a half years later the little bird was test hopped and is still flying today, (N1G) .

During this long building period, I met a number of homebuilders that just wanted to build a plane "CHEAP" just to get into the air. One of these I recall was fatal, others just gave up .

The purpose of this article is to encourage the new members to not take " SHORT CUTS" because of cheaper building. Buy the BEST in tubing, aluminum, spruce, etc.

A few years back I started a mail order business called "AIRCRAFT SPRUCE" and advertised only in SPORT

April, 1924 August, 1925 Augus t, 1926

Leslie P. Arnold, Commander Lt . Richard Byrd Walter Beech

Douglas Loening Travel-Air

May, 1927

Maj . H. A. Dargue Loening Commander

May 30, 1927 July 13, 1927

C. A. Lindbergh Ryan Smith and Bronte Travel-Air

August, 1927

Schlee a nd Broc k

Stinson

August, 1927

Art Goebel and Mr. Davis

Travel-Air

Feb. 12, 1928 May 31 , 1928

Charles Holman Kingsford Smith and crew

Laird Tri-motored Fokker

June 17, 1928

Amelia Earhart & Wilmer Stultz John H . Wood

Tri-motored Fokker Waco

August, 1929

Nick Namer and Art Walker

Buhl

October, 1929

John Livingston

Waco

June 30, 1928

Globe Circling Tour Arctic Expedition Ford Reliability Tour Army Goodwill Flight into South America , Central America and return New York to Paris California to the Hawaiian Islands Flight around the world - flight abandoned in Japan Non-stop San Francisco to Hawaiian Islands 1093 Loops San Francisco to Melbourne, Australia Newfoundland to Irela nd Ford Reliability Tour Seattle to ew York and return non-stop Ford Reliability Tour

WINGS OF SPRUCE

By Norman Ginn (EAA 10591) 2822 E. North Lane Phoenix, Arizona 85028

A VIA TION . A few years later my job transferred me to Arizona and I sold the spruce business. It is now known as " AIRCRAFT SPRUCE AND SPECIALTY CO.", and is still advertised in SPORT A VIA nON. While going through some papers recently, I came across a list of "FAMOUS FLIGHTS" supplied by the spruce supplier to me a few years ago. The purpose of this article as I have mentioned is don't go the "CHEAP" way, go the "SAFE WAY" .

EAA is a wonderful organization and is the only one of its kind, "PROTECT IT". This list of " FAMOUS FLIGHTS" used the finest spruce money could buy. Although this list was compiled approximately 41 years ago, the same quality is still available today.

No fatigue period - no weakening from rust, corrosion , or vibration. Selected, graded and manufactured to stand the most grueling test which may be required of any material.

Dried and graded according to current U . S . Government specification and ready for use.

All finished material properly packed to prevent damage in transit. Many outstanding achievements in aviation have been made on "WINGS OF SPRUCE".

July 4, 1930

Hunter Bros.

August 1930

Dale Jackson & Forest O' Brien Lee Gehlbach

August, 1930 October, 1930

Fall, 1931

Charles Bu tier

Remained aloft 553 hrs . 41 min.

30 sec.

Curtiss-Robin Remained aloft 647 hrs .

Command- Aire Winner of All American Flying Derby Harbor Grace to Bellanca Paris. The same ship, " The Columbia" used

by Chamberlain in 1927 flight to Germany Com per Swift, England to world's smallest Australia airplane weighing about 500 pounds.

Stinson Detroiter

Unseen and unnoticed Aircraft Spruce carried its heavy loads under the most severe conditions which tested the metal of planes as well as pilots.

FLY SAFE. 13

GENERAL AVIATIO N DISTRICT OFFICE Portland Interna tional Jetport Portland, Mai ne 04102 October 31, 1975

Mr. Jack Cox The Vintage Airplane Antique Classic Aircraft, Inc. Box 229 Hales Corners, WI 53130 Dear Mr. Jack Cox: "First on the h igh ways now in the skyways Mai ne sets the pace for safety." By proclamation of Governor James B. Longley, Governor of the State of Maine, the week of Augu st 31, 1975 to Sep tember 6, 1975, inclusive was made Maine Aviation Safety Week.

In proclaiming this week Maine became the firs t sta te in New England to have an Aviation Safety Week and the first State in the United States to have one in direc t and full s up port of a Federal Aviation Administra tion Acci足 dent Prevention Program.

One of the h ighligh ts of the safety campaig n was Maine's Secretary of State Ma rk Gartl ey taking his p roficiency check flight in a WWI Vintage Tiger Moth biplane. FAA Accident Prevention Counselor William J. O' Connell of Portla nd, Maine administered th e unus ual tes t flig ht .

Th e Secretary passed with fl ying colors .

Shown here are William J. O'Connell, FAA Accident Pre 足 vention Counselor, leaving the plane and Secretary of State Mark Gartley, on the ground.

J

Enclosed please find p ictu res for u se wi th th e s tory .

Wo ul d appreciate th e re tu rn of these photogra phs as they are th e originals.

Very trul y yours,

Nancy E. O'Connell Pu blic Relations Coordina tor

Pictured here in this World War I Tiger Moth owned by Alton Cianchette of Pits field, Maine are John E. Van Horn , Chief (GADa) , General Aviation District Office, Portland, Maine and Elwyn R. Barnes, Accidental Pre 足 vention Specialist, GADa, also of Portland.

Left to Right: Philip Simpson , Chief Inspector, Maine Bureau of Aeronautics ; Nancy E. O'Connell, Public Re足 lations Coordinator and Mark Gartley, Maine Secretary of State.

14

Portland, Maine Husband and Wife Are Concerned About Air Safety Portland, Maine - A former crop-dusting pilot who is a World War II Marine Corps hero and his wife who is a former horse-shoer and student of criminal justice have at least one thing in common: Aviation safety, particularly in the State of Maine.

William J. and Nancy E. O'Connell of (285 Read St.) Portland, Maine, dramatically proved their concern about aviation safety in a way that won't be forgotten for quite some time by those people and agencies con­ cerned about air safety .

The O'Connells for about a month dropped their daily routines and activities and devoted virtually all of their efforts in producing voluntarily a "blitz" campaign throughout the Pine Tree state.

With the blessing and guidance of Federal Aviation Administration officials, the pair literally set up shop in the agency's General Aviation District Office in Port­ land. From an office there they orchestrated a promo­ tional campaign affecting all of Maine's 16 counties on the virtues and importance of aviation accident preven­ tion .

The real reason for their concern about accident pre­ vention is because last June Mr. O'Connell ("Just call me 'Bill' "), who has more thaR. 6,200 hours flying time to his credit, was appointed an FAA Accident Prevention Counselor.

This designation is given by the FAA only to pilots who possess the technical expertise on flying airplanes safely and have the interest of helping their peers to better their flying proficiency.

Bill took his appointment seriously. And this serious­ ness rubbed off on his wife. From the beginning of August through last Labor Day the O'Connells were seen daily in the General Aviation District Office planning and exe­ cuting their own special "game plan" on getting the word to Maine residents on the importance of aviation safety.

What the aviation enthusiasts accomplished during August has been described as "remarkable" by FAA of­ ficials at the Portland General Aviation District Office and at the agency's New England regional headquarters.

These officials watched the O'Connells' accomplish­ ments with pride.

Here's some of what the O'Connell team accom­ plished: * Convincing the Maine Governor, James B. Longley, to proclaim an aviation safety week. The proclamation was signed by the Governor and it stated that the week of August 31, 1975, would be "Maine Aviation Safety Week". This proclamation marked the first time that a New England state observed such a week . * Having the theme of " First On The Highways, Now In The Skyways - Maine Sets The Pace For Safety" car­ ried in print and broadcast news media throughout the state in connection with the Governor's proclamation. * Broadcasting of O'Connell-developed public ser­ vice "spot" announcements on aviation safety by vir­ tually all Maine radio and television stations throughout August. * Issuing a variety of press releases, in conjunction with the General Aviation District Office, emphasizing the importance of aviation safety.

* Conducting proficiency flight tests on Maine nota­ bles, including its Secretary of State, Mark Gartley, with Bill as the FAA inspector and Nancy acting as an "ad­ vanceman" in getting information on the event to the press. * Appointing the Maine Governor, in cooperation with the General Aviation District Office, Portland , an honorary FAA Accident Prevention Counselor. The ap­ pointment was made in the presence of the Maine press corps in State House ceremonies. * Coordinating radio and television " talk show" pro­ grams involving FAA personnel discussing the agency's accident prevention program.

These accomplishments, done on purely a voluntary basis, are not achieved by most "ordinary" citizens. The O'Connells are not ordinary .

Consider this : Bill, a Maine native, has lived a life that is considered nothing less than adventuresome .

During World War II he served in the South Pacific area in the Marine Corps where he received three Dis­ tinguished Flying Cross awards. This in itself made him Maine's most decorated Marine of that war.

After the war, Bill was a pilot crop-duster in New York State, flew for American and foreign airlines as a pilot, and at one time was a ship captain for a Maine passen­ ger ferrying firm .

His flying experience is extensive. He has flown in biplanes and many types of single and multi-engine air­ craft. This flying expertise resulted in his flying men and equipment in the Libyan desert for an oil firm; and to being a pilot for a commercial air carrier in Ireland.

Bill's "better half" is also an unusual personality.

Consider this : Nancy was raised in the Biddeford area where she learned to shoe horses when she was twenty-four. Her interest in horses increased and later she was in the business of training horses for harness racing.

But this isn't her only interest. She has had experience as a newspaper "stringer", political campaign organizer in Maine and Massachusetts and has completed courses towards a college degree in criminal justice.

Nancy is also learning to become a pilot. When inter­ viewed, she was on her way towards her private pilot's license, with the assistance of her husband.

The O'Connells are not the type to speak with bravado about their "blitz" campaign on aviation safety. Instead, they praise the FAA persons they worked with, the Gen­ eral Aviation District Office. "Without their help, we could have accomplished nothing."

They were referring to John Van Horn, chief of the Portland Office, and Elwyn Barnes, the office's Accident Prevention Specialist.

The O'Connells' efforts have not gone unnoticed in the FAA's New England regional headquarters . Director Quentin S. Taylor said in a letter to them, "We in the FAA are fortunate in having able and dedicated volun­ teers such as yourselves available and willing to help spread the 'gospel' to the various publics on the im­ portance of aviation accident prevention."

The Regional Director plans to present an award to them at a U. S. Department of Transportation Field Co­ ordinating Group ceremony to be held in Boston in late October.

Meanwhile, you'd think that the O'Connells would be off flying, right? Wrong. Nancy may, but Bill won't.

He'll probably be in New York City on a tug boat.

That's his regular job, a tug boat pilot, in New York harbor.

15

Ken Williams (EAA 10866, AIC 513) 331 E. Franklin St. Portage, WI 53901

Shirley and I took a camera and flew our Rearwin Sportster to a few shows this summer - taking pictures of all the Little Round Engine powered airplanes we saw.

A Little Round Engine is round with anywhere from three to nine cylinders, up to and including 125 hp .

Gene Morris of Dundee, Illinois and his family, with their Szekely 35 hp American Eaglet, was the lowest powered . The whole family flies it and they do get around the country with it. Great!

John Innes of San Jose, California has to be the cross country champ. California to Oshkosh in an 85 hp LeBlond Porterfield. That's a long ride! The oil tank split

Spartan C-3 LoWing, 55 (?) hp Jacobs. Burt and Mary Mahon, Tulsa , Oklahoma .

over Nebraska, John landed, removed the tank and got it fixed. The next day he had a two page spread in the local paper. Said he could go back and be elected Mayor!

We watched Burt and Mary Mahon of Tulsa hauling rides in their 3 cylinder Jacobs powered Spartan at Talehquah, Oklahoma . They took in almost $100.00 in donations to the Airpower Museum at Blakesburg, Iowa.

Properly maintained, with a few modern improvements, these are good, economical, dependable engines .

We had over 900 hours on our 90 hp LeBlond since overhaul, when we removed it, still running good.

If you have one of these engines, take care of it, fix it up, or sell or give it to somebody that will. There are kids growing up who will thank you.

Davis, 125 hp Warner. Dick Geist, Wichita, Kansas.

16

American Eaglet, 35 hp Szekely. Gene Morris , Dundee, Illinois.

Porterfield Sportabout, 85 hp LeBlond. John Innes , San Jose, California.

Franklin Sport, 90 hp Lambert. AI Kelch , Mequon , Wis足 consin.

17

Rearwin Sportster, 90 hp 70 LeBlond. Ken and Shirley Williams, Portage, Wisconsin.

Rearwin Sportster, 85 hp 50F LeBlond. Alford Nagel and Ken Gatske, Montello, Wisconsin .

Monocoupe 90A, 90 hp Lambert. James L. White, Phoe足 nix , Arizona .

18

Rearwin Sportster, 90 hp 5F LeBlond. James A. Wilson , San Antonio, Texas .

AIRCRAFT FOR SALE

Rebuilt 1973 to original condition. Biplane, aerobatic, motor Salm­ son 230 HP, 65 hours on engine/airframe. Perfect for museum/collection . Only two in world. $39,000 in your container. 1926 FRENCH MORANE-SAULNIER 138. Rebuilt 1975 to original condition. Biplane, aerobatic, motor 80 HP Rhone rotary, zero hours .

Only one in the world. $41,000 in your container.

For more information contact Jean Salis, Aerodrome de La Ferte Alais, Cerny 91 France, or Dale Brooks, 5903 Boise D'Arc, Houston, Texas.

1932 FRENCH MORANE-SAULNIER 130 -

ENGINES FOR SALE

O-time since major. Accessories need rebuilding. Contact Gary Rubottom, 1862 S.E., St. Andrews Drive, Portland, Oregon 97202.

90 WARNER -

EDITORIAL . ..

(Continued from Page 2)

home. True, we do have problems with a few, but a comparatively very, very few.

Do you know that in most cases it is those in aviation that we have problems with? Take note sometime and you will find that it is not the general public (who, incidentally, are not on the flight line at Oshkosh), but those in aviation who cause the touching and finger poking at any airport. I know that every nick I have on my aircraft has been pro­ duced by a person in aviation, either the mechanic or line personnel. Give it some thought.

Also, I cannot understand the thinking of a few who work so hard for many long years to build or to restore, whether it be a homebuilt, antique rotary wing, classic or warbird, who flies it many hundreds of miles to an event and then doesn't want anyone around it to look or to have questions answered . Again, fortunately, these people are few.

But, I am sure that most of us are quite proud of our machines and that this inspiration to be recog­ nized and to be proud of what we put into an air­ craft and showing it off to others is one of our great motivations . Many times, after this motivation, this lure for compliments and gazers has worn off, we diligently look through barns, garages, attics and . old hangars for a relic to again bring back to life.

Oshkosh '76 will be a challenge for the many Chairmen, Co-Chairmen and hundreds of volunteer workers. I know it is a great challenge to us to oper­ ate this on a financially successful basis and I only wish that the funds were available or even collect­ ed that so often many people believe it attracts .

The problems of putting on annual events are not insurmountable . Especially when one looks at the great amount of talent that EAA has attracted that work so hard and makes this all possible . I would imagine it boondoggles some people's minds to imagine themselves in a position of being able to put together, manage and direct such a large event. However, with the hundreds of wonderful people on the team, and though there are some very trying times for all, we all must agree that we have put on the most successful aeronautical event in history and we have attracted quality. Our hats are

WANTED

Just purchased a 1948 Luscombe T-8F, N1580B, Serial No. 6207. Trying to gather as much information as pos­ sible. Would like to hear from other T-8F owners and would appreciate any information available .

Especially interested in original paint scheme and when originally manufactured. John L. Bradberry, 701 West Industrial, Apt. 128, Sulphur Springs, Texas 75482. for Luscombe 8A, N71296. Lloyd Alan Laflin, P. O. Box 511, Lake Forest, Illinois 60045.

LEFT WING STRUT

108-1, 108-2 or 108-3 (ISO-plus HP), frame must be sold for rebuild or ferryable. Peter Brand, 1621 North Jefferson Road, Rt. 1, Midland, Michigan 48640.

517/631-9648.

STINSON

off to all of those pilots of all types of aircraft who fit into the traffic pattern and ground pattern so successfully . It seems that we always hear about the bad parts of aviation, a constant pounding on safety, giving all of us the feeling that we are not so good.

Well, in my book, pilots do an outstanding job, much better than we have given ourselves credit for and when one sees the frequency of how little most of us fly, it even looks better. By creating more flying activities, causing us to fly more often, it will only continue to improve our proficiency. This is a much better route to go than check rides, flight tests and any further restrictions.

Let's continue to stick together, work hard, recognize each other's particular in teres ts and keep one thing in mind - suggestions and recommenda­ tions come easy - but the helping hand behind them is always hard to come by.

The many comments regarding parking specific type aircraft in rows at Oshkosh is but one example.

But where are those who suggest this four days be­ fore the event starts to get the ball rolling and where are those individuals to insure that those rows are maintained throughout the Convention of the type of aircraft that they desire? The land is there, the roads are there, all we need is the help­ ing hand.

Before closing this bi-monthly publication (bi­ monthly until such time that the financial picture is sound and stable and there are sufficient articles and help for the Antique and Classic Association to take on the entire publication, editorship, etc.), I would like to mention that quite often members will show up at Headquarters and ask if they can spend a day or two helping us in the shop. The thought occurs to me that maybe there are a num­ ber of others who would like to come to the EAA Air Museum Shop to help us do rib-stitching, covering, restoring of engines or help begin work on the Ford-Tri-Motor. We've got a lot of re-skinning to do, a lot of rivets to drill, engine stands to build, a multitude of work. If you would like to spend a day or two or even a week, we can even arrange some cots in the clean work shop area where there are toilets and showers.

Let us hear from you.

19

LETTERS TO THE EDITOR Dear Buck : Received the July-August Vintage Airplane yesterday . Found that Paul 's editorial hit close to home. Without the support of the membership it can become next to impossible to put out something as simple as our Spars newsletter. We have been fortunate though as response has always exceeded my ability to keep up.

Unfortunately when restoring an airplane Oshkosh '76 seems mighty close but we have once again resolved to give it a go. Seems like I said that last year too! My wife asked me last night how much we had to do to finish one bird . After explaining she said it sound­ ed easy, then she looked at the airplane and asked how come it looked hard . Guess we've all asked ourselves that at one time or another.

Nonetheless, we are giving it a try and even if it comes on a trailer we are going to have a Skyranger at Oshkosh!

We would like very much to help you out in your endeavors with the Division . Please let me know if there is anything that Spars or I can do to help. We have had some really good write ups over the past 2'12 years and would be most happy to forward those to you for publications.

Thought yesterday's issue was the best yet.

Keep up the good work .

Best regards, Scott Carson 29912 - 4th Ave. S. Federal Way, Washington 98002

Dear Buck : I want to thank you for trying to help me locate a pair of J-3 original wheel pants thru The Vintage Airplane . I really appreciate it.

So far I HAVEN'T GOT ANY. If noneshow up in a few months, I'm going to try and build some, copying the plastic ones in metal.

Yours truly, Howard C. Holman Sky Ranch Wayne, Maine 04284

Dear Paul : Enclosed I am sending you a picture of my 1946 Aeronca Champ 7AC-7DC. I would like very much to see it used in a small article at some future date in our magazine.

This aircraft was built by Don Frietag in 1973 and was overturned in a tornado at Bur­ lington, Wis. just 4 hrs after it was completed .

I acquired it after the tornado and with much help from my friends Tom Johnson and Vic Andrews, we rebuilt the damage and re­ painted it just in time for Oshkosh 1974.

I am proud to say it has won at Oshkosh both 74 and 75. Also at Ottumwa in '74. Un­ able to attend in '75. It has won 13 trophies (4 Grand Champions) out of 12 airshows.

It is covered with Stits fabric and Stits Aero­ thane paint. Also has beautiful Airtex interior.

Hoping to see it in our magazine soon .

Yours, Melvin B. Hill 102 Ash St. Danville, ILL 61832

Gentlemen : Just received the " Sept.-Oct. " issue of The Vintage Airplane , which makes a guy wonder : what next ! Are you going to cut down on the number of mags made up per year?

You could have substituted a nice photo of a real antique for the shot of EAA Museum on the outside back cover . Does one full page picture cost more than a jumble of stamp-size pics?

My big gripe about club issues is that the reader-member is not treated like a customer buying a bill of goods. Those of us who are relegated to the ranks of spectators will only support an organization that strives to satis­ fy a yearning for the best of whatever is availa­ ble.

Respectfully, A. P. Jakus

2237 N. 49th St.

Milwaukee, WI 53208

Dear Gene : Enjoyed Herman Skok 's story about his PA-14 Family Cruiser. I had one for a while in the middle fifties , N-4285-H, and I ab­ solutely believe they are the best airplane ever made.

I would like to make one minor correction .

According to my records, only 232 of these planes were built. This explains why they are so rare.

Best personal regards, Chester L. Peek 1410 Brookdale Norman, Oklahoma 73069

Dear Jack : Just received my July-August Vintage Air­ plane and like the new cover. Now I under­ stand the delays.

May I make a suggestion . With the postage rates going up it may be a good idea to go to bi-monthly publication of Vintage Airplane to save since the average monthly issue is 20 pages. I do not believe that the majority of the members would oppose such a move if the average bi-monthly issue were 40 pages. Why

not ask us if we would agree to such a move.

On page 31 there are photos of which you would like our appraisal. My guesses are : A - Friedrichshafen FF 33E B - Friedrichshafen G-111 (Daim) - built under license by Daimler C-? o - Friedrichsafen FF-64.

What's the first prize?

I remain respectfully a fellow EAA 'er.

John Carter 1403 2nd Avenue East Bradenton, Florida 33505 EAA 41061 Antique/Classic 180

Buck : Enjoyed meeting and talking with you at the Oshkosh Convention .

As promised , I have been doing my home­ work and am enclosing a list of articles from the May '63 through December '71 issues of SPORT AVIATION . Hopefully these will prove suitable for inclusion in future issues of Vintage Airplane . I tried to stay away from articles that dealt with Military, Racing and one of Machines. I'll review the remaining issues and forward the results A.S.A.P. While my pen is warmed up I'd like to offer a thought about aircraft parking at Oshkosh '76. How's chances to talk President Paul into parking the Antiques in the area the Classics occupied in '74? This year those of us with non­ steerable tail wheels , antiquated brake sys­ tems and limited cockpit visibility were placed the farthest distance from the active runway.

This change would provide space so the more numerous types , i.e .: Staggerwings, Wacos , etc. could park in individual rows to facilitate viewing and comparison , plus should encour­ age more Antique flying . Parking the Antiques in this area would not result in a repetition of the '74 problem as the Antiques do not be­ gin to equal the number of Classics.

If I can give you a hand with anything else regarding the Division give a holler.

Regards, Doug Koeppen 123 MeadOW Road Riverside, Conn . 06878

SPORT AVIATION ARTICLES

May 1963· December 1971

Title/Author Staggerwing R. T. Smith Staggerwing R. T. Smith Here's A Lucky Man No Author Listed Forced LandingsR. T. Smith Forced Landings R. T. Smith Fairchild 24 Rebirth Bob Ring The Last Waco Terry O'Neill The Last Waco ­ Terry O'Neill Mystery of the Air ­ Russell Plehinger Darn Good AirplaneH. Glenn Buffington Famous Forty Horsepower Cubs Bob Whittier Famous Forty Horsepower CubsBob Whittier Famous Forty Horsepower Cubs Bob Whittier The Waco UPF-7 Leo J. Kohn History Making Golden Eagle Monoplane ­ H. Glenn Buffington Experiments at Ryan Dorr Carpenter

Date Dec. '61

Subject MaUer Beechcraft Staggerwing

Jan. '62

Beechcraft Staggerwing

Dec. '63 (1 Page) Sept. '63 (2 Pages) Oct. '63 (11f2 Pages) Feb. '64 (5 Pages) March '64 (22/3 Pages) April '64 (2213 Pages) March '65 (31f2 Pages) June '65 (2'¥. Pages) Aug. '66 (4Y2 Pages) Sept. '66 (41f2 Pages) Oct. '66 (3 Pages) Oct. '67 (5Y2 Pages) Sept. '67 (51f2 Pages) July '67 (31f2 Pages)

Spartan 12 Forced Landing Pattern Forced Landing Pattern Fairchild 24 Waco " W" Aristocraft Waco " W" Aristocraft Travel Air Mystery Ship (Texaco No. 13) Jobmaster Conversion of Howard 2 Cubs 2 Cubs 2 Cubs UPF-7 Golden Eagle Monoplane ST Series

Odyssey of N21R­ H. Glenn Buffington Karl White & The Junior ­ Bob Whittier Karl White & The Junior ­ Bob Whittier AI Will iams & Gulfhawk II ­ Kenneth D. Williams Making A " Bump " Cowling ­ Richard Stouffer All About Streamline Tie Rods ­ Bob Whittier Color Schemes & Markings ­ Kenneth D. Wilson The Waco Story ­ Ray Brandly The Waco Story ­ Ray Brandly The Waco Story ­ Ray Brandly Topeka Robin Goes to Roost Dr. Leland W. Weber Last Flight of the Oldest Fairchild ­ Herbert M. Harcom California Eagle ­ Claude Gray Ranger-Coffman Airplanes ­ George E. Goodhead , Jr. Father of Wichita Aviation ­ Jake Moellendick Great Lakes Sport Trainer ­ Bill Blake Classic Airplane ­ Jack Cox Classic Airplane ­ Jack Cox Classic Airplane E. L. Parker The Heath Parasol No Author Listed The Gee Bee Story ­ Bill Sweet The Roscoe Turner Museum ­ No Author Listed The Gee Bee Story ­ No Author Listed Classic Airplane ­ Peter H. Burger Spirit of Pueblo ­ Jack Cox Rebuilding An Aeronca Chief ­ Carl J. Moore

April '68 (3 Pages) June '68 (5 Pages) July '68 (6Y2 Pages) Nov. '68 (3Y2 Pages) Jan . '69 (!Y2 Pages) March '69 (6 Pages) May '69 (4Y2 Pages) Aug . '69 (4 Pages) Sept. '69 (5 Pages) Oct. '69 (4 Pages) Jan. '70 (!Y2 Pages) Jan. '70 (1 Page) March '70 (3 Pages) July '70 (2Y2 Pages) Dec. '70 (4Y2 Pages) Jan. '71 (5 Pages) Jan. '71 (2 Pages) Feb. '71 (3 Pages) March '71 (2Y. Pages) March '71 (2 Pages) March '71 (2 Pages) April '71 (4 Pages) May '71 (6Y2 Pages) June '71 (4 Pages) Oct. '71 (3Y2 Pages) Dec. '71 (3 Pages)

Waco Taperwing Curtiss Wright Junior Curtiss Wright Junior Gulfhawk II Waco CUC-2 Tie Rods Boeing Stearman Waco Aircraft Waco Aircraft Waco Aircraft Curtiss Robin Fairchild FC-2 American Eagle Ranger-Coffman Airplane Swallow Great Lakes Luscombe 8A Luscombe 8A Taylorcraft BC-12D Heath Parasol Gee Bee Racers Roscoe Turner Gee Bee Racers Ercoupe Vultee V-1A

(Photo by Dick Stouffer)

Bob Whittier revs up his trusty Stearman-powered pith helmet. Each year Bob shows up at Oshkosh with a dif­ ferent variation of this hat. His thumb is pressing a button that sets the model's prop spinning. Bob is a well known aviation writer from Duxbury, Massachusetts.

Aeronca Chief (Photo by Dick Stouffer)

Robert Hall of Hampshire, Illinois in his Fairchild 24R.

21

Casey Lambert is a long time EAA member and a name well known among the aviation greats. Lambert Field in St. Louis bears his Uncle's name and he was one of the major contributors to the financial success of Charles Lindbergh 's famous flight.

Casey, who just recently visited EAA Headquarters and Air Museum was extremely pleased with what has been accomplished and plans to contribute his 150 hp immaculate Model 0 Baby Ace float plane. This 50 hour total time airplane was his second Baby Ace and is located in his northern Wisconsin estate.

The above photo shows Casey in his Hisso powered Standard at an air show in the St. Louis area in the twenties - one of the early day auto to plane transfers.

Casey has owned numerous aircraft in his most col足 orful career, ranging from Jennies, Lockheed Cirrus', Curtiss Biplanes, Curtiss fighters, various amphibians and more modern day factory built aircraft. He is win足 tering at his home in Boca Raton, Florida with many of his aviation friends and frequently gets together with Matty Laird.

(Photo by Lee Fray)

Raymond Jones, Jr. (EAA 94749) of Milford, Michigan has loaned this Morane-Saulnier Model 130 to the EAA Air Museum. The plane was designed in 1926 as a French military trainer and is fully aerobatic. Powered with a zero time 230 hp Salmson engine, the aircraft is in mint condition and is currently on display in the military and aerobatic section of the museum.

(Photo by Dick Stouffer)

Phil Michmerhuizen of Holland, Michigan climbs out in his sharp little J-3.

22

CF-IVO Tiger Moth shows a portion of its structure which was found to be in excellent condition. The EAA Air Museum contains some 170 aircraft and most of them are flvable .

CF-IVO, a DeHavilland Tiger Moth donated to the EAA Air Museum in 1964 by Father John MacGillivray, currently stationed with the RCAF, Ottawa, Canada.

CF-IVO fuselage is in the EAA Air Museum restoration shop preparatory to fuselage recovery and a return to flight status . The wings and tailgroup were recovered as part of the 1975 Oshkosh Workshops .

(Photo by Lee Fray)

Monocoupe 90, 90 hp Lambert. M. R. Wilson, Grape足 vine, Texas .

" Greats of Aviation " at Oshkosh 1975. This photo was taken during the airshow on July 31.

FRONT ROW (left to right): Jack Rose, Karl H. White, Ole Fahlin , Bob Granville, Clayton Bruckner, Matty Laird, Russ Brinkley, C. G. Taylor, Fred Weick , Bill Ong , Grace Harris, and Bernie Pietenpol.

BACK ROW (left to right) : Roger Don Rae, Herman "Fish" Salmon , Eldon Cessna , Howard Morey, Tony LeVier, Steve Wittman , Martin Jensen, Ed Granville, T. Claude Ryan, Jim Church, and Vernon Payne.

(Photo by Ted Koston)

Replica WW I adversaries, the British SE-5 by Jack Hickey, South St. Paul, Minnesota and the German Fokker DVII by Fred Berg of St. James, New York.

(Photo by Ted Koston)

Independent ailerons, " pigeon tail ", tri-cycle gear . . . (nstant recognition features for Dale Crites ' 1911 Curtiss Pusher, the " Silver Streak."

(Pho to by Ted Kos ton)

Dale Crites of Waukesha , Wisconsin in his OX-5 powered Curtiss Pusher. This aircraft differs from Dale 's earlier Curtiss, " Sweetheart", which is now in the EAA Air Museum, in that it utilizes the shoulder yoke for aileron control. Dale is the only known pilot in modern times to be flying with this " lean for a turn " system .

24

(Ph o to by Ted Koston)

Loren Gilbert of Rio, Wiscon sin in his Travel Air 4000.

The aircraft was purchased from Richard Bach who used this and a number of other 4000s in the filming of the movie " Nothing By Chance." Much of the movie was filmed at the Rio airport.

(Ph o to by Dic k Geis t)

" Found th is in the Boein g P.R. office. Believe it is a fairly recent USAF photo ."

U S.POST'-'LSERVICE

STAT EMENT OF OWN ER SHI P, MANAGEMENT AND CIRCULATION 'A", of "'~""JI U. 1'10 Sec".... JIU Till< Jg, U.. llo'd 518"" Co<u

~,~~..~,~ou",''''N'''''''o''"''"'''''''u,,_----,T-,-h,,-'_V-,-i "tage

A i (pI ane

Month 1 Y •

LOCATIO'" OF ~NOW

11311 W.

OFFICE OF '"U8LIC ... TION 'S lr.... t. "'~. ~_"')' . • , • .., Oil" ZIP «>del /Nol pri"I~'"

Forest Home Ave.,

Fr anklin ,

Milwaukee,

WI

53 132

Is- -~;~;:;.DOUARTE RSORGE ... £RAL 8usrNESSOFFICESOF THEPUILISHE RS INol 1',;,,11,.1 6.

NAMES AND AOOOESSES OF PUBLISHER, EDITOR, AND MANAGING EDITOR

'U8lISHEflIN......""_"..,.. ,

Pau I EOITOR/N.... eo .. dGddrf:Oo!

MAHIIIGING EDITOR

(N_.""

Paul ..uN..,

". ".

Box 22~ • Ha 1 es Corners . WI

53 I 30

Pobereznv. Box 229. Ha I es Corners. WI

53130

Pobereznv

,,,-",,.w.o, u.. .....mro """ """,.., __ of '" ",0,... nf 101.1."'00"" of " ..... If "0' 0"'_" 1>,. cotporarion. 1'ot""......t>4#IJ" .._.ofl'ot

1. OWNER (If o ..... ~" ",. • «>'1'0"";0", {" ......t ..." g,jd,. .. "' ... , "' .""~" """ glM &nm~"Notd~ .,..... ~oIdpt.. ,,,....... , ",,IIoId,,,, I "~"'t"' &Iod.~",,,.,

' '''''". 'f ..... _

..... n ... ", ...1 k

h ' • JH!'1... roIo/p or

o ,~.,

.... inc(,rpo ...."'" Iin». I .. "0"'.... 4

IIt.... ME

AntiQue Classic Aircraft

""dtc...

1M ... ell ... IIt<JI Of MeA

.... OORESS

I nc.

8o}l: 229

Hales Corners

I 0

WI

8 , KNOWN BONDHOLDERS, MORTG .... GEES, AND OTHER SECURITV HOLOERS OWNING OR HOLOIM(i 1 PERCENT OR MORE Of TOT .... L AMOUNT Of SONDS MORTGAGES OR OT HER SECURlTlES f1 '10 ........

None

g , FOR OPTION .... L COMPLETION BV PUBLISHERS MAIUNG AT THE REGULAA RATES ISulion 131, /21, P.,.W Scndu .11 ..... 41/

".10<1.0

"MM.

K> ....,1 ....... ".n nllto ....son who ... _1eI "'""- _ " ...

Mall ......., tOf .... ~don .35$ of ." ... ,01;. lhall .... ,I .... Ch ........... M •• ' ....." " ' _ ......... hi .... -.:tlon .. n . . . . . . llleo.n ..... llv ... l1h'h...o".,S."'Ioo.w.h ..no.q..... t" • II ......... OI ... <:/I , ..... ..

3iI U . S. C. 3626 " ..... _

..... mMlon

.e ....

I.. ..,,,o. d.,,.,. ... In. th<t ".0.,010... 0' 'hk ........ I M...,V rwq..-........",ion '0 mei' .... ""Dlk."o .. " ........ 1.. I...... 1 •• III •• OHI"".., p .... _ .. ' . . p._"dV ... ff>OfI • ..,bv:5U.S,C. 3626

..

10. ~C;: ~?~~!.T~ BV

NONPROFlT ORGANIZATIONS AUTHORIZEO TO MAIL .... T SPECI ....\.R .... TE S (Ste'i""

1.J2. IZ,J;",.l(jS:",b

!.';:'~:~'':.~' !:':.;;:' :::::'~~::~~ ·~!:."·F'!!:.: 0 ;,;;;"..":::!..~d 0 :::"'"!':e~.::~~

1nc......

'upU._

12".,0...".

D . FREE DIS T RIBUTION flV M .... ,l, C.... "'Alt::R 0'" OTHER ME ....NS S....MPLES,COMPLIMENT .... RV ..... NO OTHER FREE COPIES

2300

2300

None

None

1619

1762

161~

1762

190

190

E. TOT .... l OlSTRI8UTION (S.. ," of C <JJOd OJ

1952

491

348

None

None

2300 I certify that the statements made by me above are co rrect and complete,

~

2300

SIGN .... TUAE OF EDITOR,PUB(ISHEA, BUSINESS "" .... N .... GER. Oil OWNER .>;;~A

(See irurrucciqns on re~e/U)

Ir}

\Aa....P

V\..<',.,JI •.

25

NEW! NEW! NEW! NEW! Beautiful Tie Tac/Lapel Pin and charms with the official Antique/Classic Emblem. Blue with silver or gold.

Charm - Silver Charm - Gold Tie Tac/Lapel Pin (Gold Only)

$3.25 $3.50 $4.00

Above prices include postage.

Send orders to: Antique/Classic Division P. O. Box 229 Hales Corners, WI 53130

FLORIDA SPORT AVIATION ACTIVITIES - The very active Florida Sport Aviation Antique and Classic Association has a fly-in somewhere in the state almost every month . The decision on the location of the next fly-in is usually made on too short notice for inclusion in The Vintage Airplane, so we recommend to all planning a Florida vacation tfiatthey contact FSAACA President Ed Escallon , 335 Milford Drive, Merritt Island , Florida 32925forfly-in details. Join the fun!

JANUARY 19-25 - LAKELAND , FLORIDA - 2nd Annual Mid-Winter Sun ' n Fun Fly-In . Contact Martin Jones, 1061 NewTampa Hwy., Lakeland , Fla. (813)682-0204.

JULY31-AUGUST8-0SHKOSH, WISCONSIN-24th Annual EAA International Fly-In Convention. Start making your plans NOW!

Back Issues Of The Vintage Airplane Limited numbers of back issues of THE VINTAGE AIRPLANE are available at $1.00 each . Copies s till on hand at EAA Headquarters are:

1973 - MARCH , APRIL , MAY, JU E, JULY, AUGUST, SEPTEMBER, OCTOBER, NOVEMBER, DECEMBER 1974- JANUA RY, FEBRUARY, MARCH , APRIL, MAY, JUNE, JULY, AUGUST, SEPTEMBER, OCTOBER, NOVEMBER, D ECEMBER 1975 - JA UARY, FEBRUARY, MARCH, APRIL, MAY, JUNE, JULY-AUGUST, SEPTEMBER-OCTOBER 26

an exclusive opportunity for you to own

Wingspan of Sterling Silver Replica is 12% n.

AN EXACT STERLING SILVER REPLICA

OF THE ORIGINAL WRIGHT BROTHERS AEROPLANE

A RARE AND EXTRAORDINARY

COLLECTOR'S ITEM THAT NO MORE THAN 1,000 PEDPLE IN THE ENTIRE WORLD CAN EVER DWN

• Endorsed by the prestigious Aviation Hall of Fame and selected for "Honored Display" during the U.S. Bicentennial Celebration!

• Authenticated by the Smithsonian Institution's Curator of Aircraft, as accurate and as perfect in every detail to the original Wright Brothers aeroplane.

• Highlighted with lustrous 24 karat gold.

• Beautifully encased in a protective Lucite display holder, mounted on a hand·made walnut base.

• A unique and special edition artistic masterpiece with attractive investment potential!

• Available for $750.

Yes ... you are invited to be among the very few fortunate people in the entire world who will proudly own this magnificent. exact replica of the Wright Brothers' first machine·powered aeroplane , the Flyer. The replicas will be completely handcrafted by expert silversmiths, whose uncompromising perfection in the old ·world art of silver craftsmanship is still a matter of special pride .

SEND FOR FREE COLDRFUL BROCHURE The limited edition Wright Brothers aeroplane replicas are

available exclusively through Paramount Classics, a Division of Paramount International Coin Corporation, on a first·

come, first·served basis. No more than 1,000 replicas will ever be produced! Each will be sequentially numbered, curated and registered in the owner's name to assure the originality and integrity of this limited edition collector's item.

For an exquisite and incomparable showpiece, a trea· sured heirloom, or the ultimate gift - this is a once·in·a·life· time opportunity for you! See that you are among the first to receive our beautiful brochure, containing complete descriptive and ordering details concerning the sterling silver Wright Brothers aeroplane replica. Mail the attached information form immediately!

Please rush to me the information-packed Wright Brothers aeroplane replica brochure.

8034

Name _______________________________________

Addr ess _____________________________________

City -=-=-:-:========~s~ta~t~e==:=..:Z~iP~==:::=:::; Send to :

PARAMOUNT CLASSICS Y ~..%dgdbuJ

PARAMOUNT BUILDING

ENGLEWOOD, OHIO 45322

27