VA-Vol-6-No-11-Nov-1978 by EAA Vintage Aircraft Association

THE

RESTORER'S CORNER By J. R. Nie lander, Jr.

To all of you who volunteered your time to the Di vision and who put forth the great efforts requ ired to make your Division's part of the 1978 EAA Convention such a great success, we dedicate this second con vention coverage issue of The Vintage Airplane. Your Division convention chairmen and co-chairmen have asked me to express their sincere appreciation for your help. Your officers, directors and advisors are also most appreciative of your dedication. Without you none of it wou ld have been possible. Because of your efforts, your fellow members, their families and their guests were able to enjoy your convention. It is our sincere desire that each of you who volunteered re ceived a great amount of personal satisfaction from being "on the team". We hope that you will again volunteer your services next year, and bring a friend along to help, too. just as was the situation last year, the 1978 conven tion had more antiques than warbirds and more clas sics than homebuilts. There were 193 antiques on dis play this year, a seven percent increase over 1977. Also, there were 603 classics, a twelve percent in crease over last year. These two categories, combined with five replica aircraft, gave us a grand total of 801 display aircraft for the Division, fifty-five percent of the total display aircraft at the convention. It is no wonder that the Division parking committee chairmen, Art Morgan and Bob Kesel, along with their many ded icated volunteers, were kept so busy. The statistics were up in other areas, too. Through the efforts of exhibit booth chairman jackie House and headquarters chairman Kate Morgan and their volunteers, 189 new members were enrolled in the Division. We extend a special welcome to all of our new members and a big " thank you " to jackie, Kate

and all of those volunteers who helped them in the exhibit booth and in the headquarters barn. The Division membership drive is in the home stretch. It will cross the finish line on December 31. If you have not as yet signed up your EAA chapter members and your airport friends, now is the time to do so while you still have the opportunity of winning a pair of antique goggles for signing up five new mem bers and a leather flying he lmet for ten. Also, don 't forget that the one who brings in the most new mem bers receives a five year free membership in the Di vision. All you have to do is print your name and Di vision membership number on the back of the appli cation. Elsewhere in this issue you will find an ad giv ing full details of the contest. With the holiday season so close at hand many of us would like to show appreciation to that friend who helped us with our restoration, or that A & P mechanic who gave so freely of his knowlege or supervised our work, or that AI who signed off our periodic inspec tion. These good and valued friends wou ld really appreciate receiving a gift membership in the EAA Antique/Classic Division , and they will be reminded of your gift each month of the year when their copy of The Vintage Airplane arrives. To give a gift subscrip tion just attach a note to the membership application stating that the membership is a gift from you. Please be sure to print your name clearly on the note. Head quarters will send the recipient of your generosity a letter stating that you have given him a gift subscrip tion . Send the application in today as it takes several weeks to process new members, and you certain l y want him to receive his membership in time for the holidays.

EAA ANTIQUE/CLASSIC

DIVISION

MEMBERSHIP DRIVE

WIN A pai r of Antique Goggles by persuading 5 people to

*er

JOin.

A Leather Flying Helmet

when you get 10 people to

then start over and win again

~ A free five year member

ship in the Antique/Classic Division if you sponsor the most new members in 1978. To Qualify: Write your name and member ship number on the back of the member ship blanks we 've been providing in THE VINTAGE AIRPLANE. Headquarters will keep score.

The VINTAGEAI!1PLANE

Editorial

Staff

OFFICIAL MAGAZINE

EAA ANTIQUE/CLASSIC

DIVISION INC.

of THE EXPERIMENTAL AIRCRAFT ASSOCIATION P.O. Box 229, Hales Corners, WI 53130

Publisher Paul H. Poberezny

·Another aircraft that never registered touch es down at Oshkosh.

Editor David Gustafson

NOVEMBER 1978

VOLUME 6

NUMBER 11

(On The Cover . .. Ron Wojnar 's Grand Champion Cla ss ic 1946 Aeronca Champion. Photo by Ted Koston)

Associate Editors: H. Glenn Buffington, Robert G. Elliott, AI Kelch, Edward D. Williams, Byron (Fred) Fredericksen Readers are encouraged to submit stories and photographs. Associate Editorships are assigned to those writers who submit five or more articles .which are published in THE VINTAGE AIR PLANE during the current year. Associates receive a bound volume of THE VINTAGE AIR PLANE and a free one-year memj:>ership in the Division for their efforts. POLICY-Opinions expressed in articles are solely thbse of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. .

Directors ANTIQUE/CLASSIC DIVISION OFFICERS

WiJliam J. Ehlen Route 8 Box 506 Tampa, Florida 33618

AI Kelch 7018 W. Bonniwell Road M eq uon , Wiscon sin 53092

PRESIDENT

Claude L. Gray, Jr . 9635 Sylvia Avenue Northridge, California 91324

Morton W . Le ster Box 3747 M artinsville, Virginia 241 12

J. R. NIELANDER, JR. P.O. BOX 2464 FT. LAUDERDALE, FL 33303

VICE·PRESIDENT JACK WINTHROP RT. 1, BOX 111 ALLEN, TX 75002

SECRETARY W. BRAD THOMAS, JR. 301 DODSON MILL ROAD PILOT MOUNTAIN , NC 27041

TREASURER E. E. " BUCK" HILBERT 8102 LEECH RD. UNION, IL 60180

TABLE OF CONTENTS Classic Aircraft In Attendan ce. . . . . . .. . . .. . ..... . . . . . . . .... . . .... . .. . .. Ron Wojnar's Grand Champion Champ by Jack Cox .... .... .... . ....... Reserve Grand Champion Classic ... Jack Chastain 's Rawdon T-1 ....... . Boeing by Edward D. William s . .. . .. . .... . .. .. .. .. . . .. ........... .. . .. Rebuilding A Vagabond by Larry Railing . ........ ... ....... .... ...... ... Calendar of Events ....... ........ ...... . . .... ... . ... .... ... ...... ... .

Arthur R. Morgan Dale A. Gustafson 7724 Shady Hill Drive 3744 N . 51st Bourevard Indianapolis, Indiana 46274 Milwaukee, Wiscon sin 53216 Richard Wagner P.O. Box 181 Lyo ns , Wi sconsin 53148

M. C. " Kelly" Vi ets RR 1 Box 151 Stillwell, Kansas 66085

EAA ANTIQUE/CLASSIC DIVISION MEMBERSHIP o

NON-EAA MEMBER - $20.00. Includes one yea r membership in the EAA Antique/ Classic Division, 12 monthly iss ues of THE VINTAGE AIRPLANE; one yea r mem bership in the Experimental Aircraft Association and separate me mbersh ip ca rd s. SPORT AVIATION magazine not included .

EAA MEMBER - $14.00. Includes one year m embership in the EAA. Antique/Classic Division, 12 monthly iss ues of THE VINTAGE AIRPLANE AND MEMBERSH IP CARD. (Applicant must be current EM member and mu st give EAA membership number. )

Advisors Ronald Fritz 1989 Wilson, NW Grand Rapids , Michigan 49504 John R. Turgya n Robert E. Kessel 445 Oakridge Drive 1530 Ku ser Road Trenton, New Jersey 08619 Roche ster, New York 1461 7

.,1-

Stan Gomoll Robert A. Whit e 1042 90th Lane, NE Box 704 Minneapolis , Minnesota 55434 Zellwood, Florida 32798

THE VINTAGE AIRPLANE is owned exclusively by EAA An tiq ue/Classic Division . In c .. and is published mont hly at Hales Corners. Wi sconsin 53130. Second c lass Postage paid at Hales Corners Post Office , Hales Corners. Wi sconsin 53130 . and additional mailing offices . Mem bership rates fo r EAA Antique! Classic Division. Inc .. are $14.00 per 12 month period of which $10 .00 is for the publication of THE VINTAGE AIR PLANE . Membership is open to all who are interested in aviati on .

Page 4

Page 14

Page 23

78 CLASSIC AIRCRAFT IN ATTENDANCE REGISTRATION & AIRCRAFT TYPE PILOT AND/OR OWNER AERONCA

N46AC Nl03RJ N555Y N1346E N1390E N1617E N1648E N2372E N2619E N2757E N2932E N3019E N4134E N4574E N4867E N8936R N81428 N81482 NC81583 N81841 N81910 N82007 N82098 N82934 N83008 N83338 N83589 N83633 N83686 N83955 N84121 N84171 N84554 N84999 N85448 N85544

Champ Champ Champ - 7DC 7BCM 7AC 7AC 7AC Champ 7DC Champ 7AC

7AC Champ Champ 7AC Champ 7AC 7AC 7EC 7AC 7AC 7AC17DC 7AC 7AC 7DC Champ 7AC Champ 7AC 7AC 7AC 7AC 7AC

Philip Beaulieu , South Burlington , VT Roy Jackson/Darrell M. Todd , Columbus, OH Dan McCormick, Rockville, MD John Gronager, Urbana, IL William Pancake, Keyser, WV Lon Dienst, DeKalb, IL Wayne E. Reicher, Dubuque, IA Henry Hulboy, Zanesville, OH James Swope, Vicksburg , MI Lee Lund, Cheboygan, MI Mike Ritter, Hilliard , OH Jeff Van Doren/Karen Walker, Millstone, NJ Ivan R. Nagel, Canton, IL Robert L. Hughes, Indian River, MI Terry A. Brox , Atchison , KS Ron Koscal , Madison , WI Randell R. Morris, Elizabethtown, KY Max Marion, Asheville, OH Theodore Travis, Flushing , MI Victor R. Hayes, Richmond , MI Keith Wernsman, Metamora, IL

William L. Sharp III , Clinton, NJ J. E. Littell/John Schneider/Lloyd C. Harvey, Ann Arbor, MI David St. Arnold/Glen Frankie, Dunedin , FL Jerry McNeil, Dallas, TX Myron Seitz, Lee's Summit, MO Kathy Jenkins, East Dubuque, IL Melvin Hill, Danville, IL AI Hatfield, So. Bend, IN Art/Leora Royon, Columbia Station, OH Albert Bendure, Prairie Village, KS Melvin Buchholz, Greenleaf, WI Robert Ziehwein, Hamel, MN Willi W. Reif, Honesdale, PA Ronald Wojnar, Milwaukee, WI Eugene M. Strine/Russ Strine, Harrisburg, PA

(Lee Fray PhOlO)

Classic judges - Front Row, L- R: Paul Stephensen, George LeMay, Pat Padgett, George York, Brad Thoma s, Keith Locke. Rear Row, L-R: Paul justus, Gene Padgett, john Womack, jim Mankins, Stan York, Art Nunes, and Dale Wolford.

CF-PRI

7AC

N3186E N3490E N3677E N3710E N3805E N3814E N3826E NC4031E NC4189E N4658E N9031E N9318E NC9726E N9820E N85917 N85976 N86079 C-FTDL C-GQGT N1134H N1159H N1267H

Chief Chief Chief Chief Chief Chief llAC llBC 11CC Super Chief 11 CC 11CC llAC llAC llAC llAC llAC Chief llAC llAC 11CC 15AC Sedan 15AC

N1391H N1413H

15AC 15AC

NI480H N6286C

15AC L-16

N46~8E

c. E. Rankine, Scarborough , Ont. , Canada Bill Husted , St. Charles, IA Larry Lymburner, New Albany, IN Mike Messer, Hilliard, OH Bud Ledgerwood , La Porte, IN Donald Fairbetter, Edmond, OK Fred Koetz, Tampa, FL Mark Hawkinson , Minneapolis, MN Max D. Mayfield, Timewell , IL Phil Lange, Topeka, KS David E. Long, Keyser, WV Clayton Lund , Cheboygan , MI Robert Nelson/Brian Nelson , Euless, TX J. Kirby Lidman, Ames, IA David A. Clark, Plainfield , IN Cliff Wadsworth , Lapel, IN Stephen M. Hay, Wheeling , IL Jim Zimmerman, So. St. Paul , MN Tim Buttles, Manawa, WI Len Taylor, Nobleton, Ont., Canada T. Richmond, Kettleby, Ont., Canada Ed Arbo , Charlotte, ME Don Idzik, Fond du Lac, WI John E. Castor/John A. Reiser, Minneapolis, MN James F. Thompson , Roberts, IL J. C. HanifanlWiliiam P. Hanifan, Shullsburg, WI Dick Welsh, Issaquah, WA Dale Sees, Jr., Kirksville, MO

BEECHCRAFT Bonanza

NIDS N35LT N239V N693B N718F N764B N1847D N1932D N2775V N2946V N3150V N3244C N3755N N3863N N3981N N4326Y N4493V

Bonanza 35

N4637D

Bonanza

N4011B N5077C N5155C N8639A Nl04SV N4477 N205A

Bonanza 35F Bonanza 35B B-35 A-35 Bonanza Super V D-18S E-18S

Bonanza 35C Bonanza Bonanza Bonanza Bonanza Bonanza

Bonar"lza Bonanza Bonanza

Bonanza 35 Bonanza 35E Bonanza 35 Bonanza

Bonanza 35 Bonanza

David F. Shaw, Penn Yan , NY Jerry D. Turner, Marion, IL Michael Sentell , Maryville , TN E. W. Fischer, Mashpee, MA Brad J. Larson , Minneapol is, MN Edward Wilson, Corryton, TN Richard Hare, Northville, MI Dale Turner, Buckley, WA John P. Turgyan , Trenton , NJ Ralph Haroldson , Dallas, TX John Sanders, Knoxville, TN Dan Towery/Logan V. Miller, Dover, DE A. C. Freel, Warren , MI Walter W. Stroemer, Brookfield , IL John S. Baldridge, Sioux Falls, SO David Michaels, Southfield , MI Terrence/Barbara Sullivan , Natchitoches, LA Lawrence Sciortino , Ft. Walton Beach, FL Cletus Haley, Charleston, WV D. M. Solomon, Amarillo, TX M. Ciarlariello, Elk Grove, IL Gene Morris, H~mpshire , IL Clifford Ricker, Tracy, CA John Parish, Tullahoma, TN Deanie Montgomery, CorSicans, TX

BELLANCA N46LW N6522N N74392 N86733 N86748 N86771 N86919 N86931 C-FKFK N6RJ N6553N N7679B

14-13-2 Cruisair 14- 13-2 14-13 Cruisair Cruisair 14-13-2 14-13 14-13 Cruisemaster 14-19

Cru isemaster 14-19-2

CESSNA N6RP N16DF NI672V N1 766N

120 120 120 120

N1797V NC1805N N2036V N2123V N2550N N4252N N72273 N72839 NC73066 N761 37 N1 2BY N119D N161 2V N1744V N1752V N2106N N2123N N2145V N2151V N2165V N2274N N2284N N2302N N2308V N2327N

120 120 120 120 120 120 120 120 120 120 140 140A 140 140 140 140 140 140 140 140 140 140 140 140 140

N2328V N2436V NC2483V N2486V N2491V N2662N N2733N N2775N N2809N N2887N N3506V N3516V N3555V N3633V N3704V N3732V N4000N N4048N N5302C N5323C N5364C N5389C N5398C

140 140 140 140 140 140 140 140 140 140 140 140 140 140 140 140 140 140 140A 140A 140A 140A 140A

N5630C

140A

N5676C N89902 N9405A

140A 140 140A

Robert Knauff, Langley AFB, VA Joseph Ru ssell , Kankakee, IL Marvi n Hayes, M inneapolis, MN Steichen, Downers Grove, IL Tom Leahy/Fred Leidy, Medina, OH Bud Cates, Evansville, IN S. C. Zandell, Auburn , WA Robin Hermanson , Garretson , SO R. V. Bays, Dartmouth , NS, Canada Roland M, Joslyn , Malibu , CA Jan Gerstner, Delafield , WI Kerr and Watts, Stockton , CA

Richard L. Porter, Franklin , WI Duncan Fitzgerald, Selma, NC Dwain Hunter, Manawa. WI Max Henderson/Floyd Henderson , LaPorter, IN Steve Gillon , Los Altos, CA Lou S. Bitton, Redwood City, CA Norris E. Mealy, Niles, OH John H. Hupe, Wameg o, KS Glenn Trommater, Eagle, MI William R. Schaben, SI. Charles, IL Richard G. Pettyjo hn , Charlotte, NC Frank S. Pavliga , Canfield, OH Frank Hancock , Anderson , IN Dale Spence, Pickerington , OH AI Blind/Yally Yasko, New Buffalo, MI Tom Norton , Cottage Grove, MN W. A. Cordoza, Woodland , CA Martin Arndt, Sturgeon Bay, WI Marcus Brewer, FI. Wayne, IN John von Lin sowe, Jr., Linden, MI Allen C. Smith , New Berlin, IL Thomas C. Cahoon, SI. Paul , MN Larry Schuessler, Milwaukee, WI Ted Steffens, Buffalo Grove, IL Dick Meyers , Madison , IN L. Boykin , San Angelo, TX Larry Diedrich, Lodi , WI Ronald W. Kind , Detroit , MI Story Flying Club/Russell Hendricks, Seattle, WA Larry Baron , International Falls, MN M. Thomas Weaver, Kalispell , MT Roger Piera II, So. SI. Paul, MN Lester L. Zehr, FI. Wayne, IN Richard Schaper, Blue Earth , MN Bernie/ Bryan Godlove, Aurora, CO Robert D. Busch , LeClaire, IA Bobby B. Brashear, Waco, TX James Baldwin , Columbus, OH Kennedy B. Dweight, Houston , TX Larry Cole, Redding , CA Richard Harden, Minneapolis, MN Conrad R. Case, Minneapolis, MN Jay Canvender, Jackson , MI E, McKee/Milt Peters, Sioux City, NE Monte Peecher, Littleton , CO William R. McFall , Waukesha, WI Brenton/ Mary Ann Bowen, Ft. Wayne, IN John E. Vonlinsowe, Linden, MI Dennis Griffey, Muncie, IN H. Danck, Madison, WI Douglas/Jean Weiler, Bellbrook , OH Red Rose Flying Club/Edgar Hess, Jr., Lancaster, PA William E. Winter/Dee Ann Winter, Tulsa , OK Rick Neuer, Louisburg, KS S, K, Murdock , Dubuque, IA Jack Cronin/Cristin Cronin , Denver, CO

N9632A N72150 N72208 NC72284

140A 140 140 140

N72728 N72734 N728 15 N76128 N76146 N76344 N76429 N76509 N76603 N76624

140 140 140 140 140 140 140 140 140 140

N76688 N76951 N77051 N89191 N89205 N89258 N89343 N89416 N89616 N89687 N89999 Noo067 N90111 CF-DMS N172J N1198M N2608 V N26 17V N2636V N266 1V N2671D N3004 A N34 15D N3531C N3833V

140 140 140 140 140 140 140 140 140 140 140 140 140 140 170 170 170 170 170 170 170 170 170 170 170

N3958V N401 3V N4238V N4262V N4294V N4656C N5556C N5788C N8099A N9693A N711DR N1492D N1604D

170 170 170 170 170 170 170 170 170 170 170A 170A 170A

N1746D N1781D N1793D N5466C N5507C N5795C

170A 170A 170A 170A 170A 170A

N5799C N9210A N9926A N9935A

170A 170A 170A 170A

N9971 A N170N N600JM N1692D N1846C N1885C NI981C

170A 170B 170B 170B 170B 170B 170B

Lawrence R. Cole/Nila Cole , Redding , CA Dale Sizer, Osseo , MN Bill Killie, Tullahoma, TN Douglas H, Williams/Carol Simpson , Menlo Park, CA Jerry L. Hicks, Charlotte, NC Arlo Gosser, Franklin , IN Richard Daly, Spencerport, NY Howard Graf , Mexico, MO George A. Winnie , Definance. OH Don Murphy , Peru , IN Kenneth E. Jacobs, New Baltimore, MI James Schock , Farmington Hills, MI Carl Carlson, Junction City, KS Homer J. Hawks/Robert Hawks, Dundee, IL Ronald G. Degnan , Canfield , OH Charles E. Easterday , Knoxville, TN Bernard Nitz, Rock Island , IL Noel B. Morgan, Opelika, AL Michael E. Young , Cuyahoga Falls, OH James Clift , Knoxvi lle, TN Tom Jackson, Dallas, TX D. Coates, Oxon Hill, MD Wm . J. Kinsma n, Manawa. WI David H. Currie , Knoxville , TN Dick Mil ner, Plymouth , MN J. R. Barker, Hayward , CA Norman Neher, Hudson , WI J. Cascone , Toronto, Onl. , Canada Johnny Williams, San Angelo, TX L. Neal , Grand Rapids , MI Dave Broadfoot , Wauwatosa, WI Roland Dilley, Warren , OH Leroy Shultz, Harahan , LA Wm . P. Newk irk, Knoxville, TN Anton N, Lafata , Lancaster, CA Frederick W. Kelch , Columbia, IL Jack, Randy/Pam Reynold s, Marion , IA Peter Holman, Tarrytown , NY John A. Van Sanl/Richard Holmlund , Erwinna , PA Dale Dickinson , Rock Island , IL Mike Shores , Kent, WA Donald R. Eversman , Naperville, IL Albert Graham , Carthage, IL Will iam B. Jennings , Fenton , MI Guy E. Blake, Helfin , AL Bob Baker , San Angelo, TX Tony Otto , Lakeland, MN Wm . Rasor, Dayton, OH Dean F. Ostler, Kent, WA Will iam 0 , Lower, Citrus Heights, CA Roger L. Th istle , Sauk City, WI William B. Titlow/ R. Farnam , Sunnyvale , CA James Douglass, Cheyenne, WY Harry May, Highland , CA Tom Kuffel , Anchorage, AK William Decker, Norwalk , OH Charles L. Henkenius, Moorehead , IA James Hancock, Inver Grove Heights, MN Larry Roberts, Hanna City , IL Robert West, Oreana, I L Harold N. Watson, Sioux Falls , SO Tim Lucero/Jim Thompson, Denver, CO Mark Zilinsky , Bolingbrook, IL Tom Guyton, Lexington , TN Arthur T . Morrison , Burnsville , NC John p , Mertesdorf, Nicollet , MN Donale E. Jensen , Albert Lea, MN Champe Pool , Wormleysburg , PA Wm . A. Schwinn, Cincinnati , OH

N2209D N2213D N2369D N2372D N2482D N2509C N2535C N2565C N2598C N2606D

170B 170B 170B 170B 170B 170B 170B 170B 170B 170B

N2724C N2735C N2908D N2947D N3064A N3066A N3160B N3225A N3230A N3410C N3500C N3516D N3543C N3550D N4381B N4541C N4546C

170B 170B 170B 170B 170B 170B 170B 170B 170B 170B 170B 170B 170B 170B 170B 170B 170B

N4922 N8187A C-FTUZ N1663C N1681C N1697C N31 86D N4786 B N9254C

170B 170B 170B 180 180 180 180 180 180

N9455C N9916 CF-RYV

180 180 180

Nl055D

190

NllD K N88DL N195U Nl008D Nl022D N3020B N3045B

Ya&% 195 195 195A 195 195 195

N3048B N3066B N3085B N3482V N3893V N3897V N4327V N4363V N4403C N4408C N4445C N4477C N6681H N9326A N9331 A N9849A N32190

195B 195 195 195 195 195 195 195 195 195 195 195 195 195 195 195 195

COMMONWEALT H N33300 Skyranger

N93258

Sky ranger

John W. Reeves, Libertyville, IL William E. Flynn , Wakefield , MA John H. Krauer, East Detroit , MI Bill Rigsby, Ponca City , OK James Swinker , Midland , PA Hank Asciutto , Perris, CA Michael R. Baas , Irving , TX D. W. Graham , Crystal Lake, IL Thomas B. Morris, Imlay City , MI Jack W. Brooke, Jr./Jack Brooke , Sr., La Mesa, TX Robert E. Peer, Opa Locka, FL Douglas A. Nealey, Wood Dale , IL Robert Decker, East Peoria, IL Walter Groskulth , Mankato, MN Gary L. Loos, Columbia, IL Rick Hannen , Center Point , LA Arnold Hohl , Langhorne , PA E. D. Booth , Naperville , IL Glenn Loy, Flint. MI Dale G. Faux, Daleville, IN Quinton L. Daniel, Vicksburg , MI Ted R. Dobrick, Elkhorn, WI George M . Mock, Anderson , IN John Gileno, Sherman , CT Jaime Alexander, Crystal Lake, IL Everett N. Harr is, Obetz , OH Malcolm Re id/Craig M. Lieberg , Clear Lake , MN Ernest L. Hand , Maryville , TN Victor Varnum , Tama , IA H. Fowler, Barri~ , Onl. , Canada Gary Volkmon, Waunakee, WI Robert Seigelkoff, San Lorenzo, CA Gordon H. Hale, Flint , MI Gary Lu st , Iowa City, IA Earl Long , Wichita, KS G . M . Zi mmerman/James Zimmerman , Arvad a, CO Jerome Bousselot , Sandwich, IL Arthur W. Anderson , Madison, WI Stan Fowke, Portage La Prairi e, Man., Canada Terry D. Wendel l/Robert A. Karcher , Mobile, AL Dan Kindel , Cincinnati, OH John Ankers, Boca Raton, FL Bill Terrell , Hillsboro, OH Roy G. McLain , Colton , CA William C. Myers, SI. Charles, MO Adrian R. Smith, Smithtown, NY Mark SmokovitziStan Smokovitz, Detroit , MI Michael J. Speshock , Chandler, AZ John A. Krueger, Redlands, CA Lawren ce O. Cox, Longmont , CO Thomas Epperson , Germantown, OH Maureen McMaster, Wichita, KS W. C. Schwarz, Green Bay, WI Raymond W. Franke, Walnutport , PA Wayne Corn , Elgin, IL Robert M. Young , McLoud , OK Robert Jessup, Lantana, FL Rex W. Bechdolt , Hurst, TX Raybourne Thompson , Jr., Houston , TX Donald Fairbetter, Edmond, OK C. C. Crabs, N. Olmsted , OH Ronald G. Adams, Miamisburg , OH James A. Watters, Dwight, IL Francis Longuski , Inkster, MI

Ross Gresley/Paul Schermerhorn, Anderson, IN L. O. Rupe, Elkhart, IN

DeHAVILLAND N48110 Chipmunk Chipmunk N48260 Chipmunk N65153 Chipmunk CF-URN Besver N613WB N4040W Beaver ERCOUPE NI5JL N71H N355E N20B1H N2279H N2434H N2701H N2929H N3232H N3992H N87308 N8731 2 N93358 N93823 N93935 N93946 N94160 N94407 N94844 N99026 N99044

Richard C. Bidlack, Fremont, OH Walter M. Rozelle, Coeur d'Alene, 10 Dale Bronson , Greenwood, IN Lionel Hamilton, Guelph , Ont., Canada Willard Walp o le, Wichita , KS E. T. Kirkpatrick, Boston , MA

N99244 N99274 N99335 N9981 7 N99955

Jeffry K. Lehner, LaPorte , IN William Jordan , Geneva, OH Herman J. Koplin , Lombard , IL Raymond W. Ganzer, EI Cajon , CA John A . Wr ight , Sr., Springfield , IL Charles Darne" , Lafayette, IN Scott Olson, St. Paul, MN Art Leblanc , Potterville , MI Charles Shaffer, Cary, IL Paul Furney, Columbus, OH A. L . Kimball , Catlin , IL Donald R. Bonem , Essexville, MI Fred F. Sampson , New Hartford , NY Robert D. England , Tullahoma, TN Wayne Lawrence , Wichita, KS Gregory Krush , Oak Lawn , IL Jesse Austin , Muskegon , MI Dennis Swan , Paxton , IL Erie Berens, Stevens Point , WI Lucy H. Morgan , Old Hickory, TN Hugh M cKenna/Russell Burtsch , Oswego, NY Lowell D. Satterlee, Lincoln , NE Charles C. Ray, Dubuque, IA Donald Wolfe , Niles, MI Dennis Sparr, McNabb, IL Richard L. Schorey, Bishop Hill , IL

FUNK N81176 N811 86

G. Dale Beach, Sacramento, CA Dean/Pat Krueger, Omaha , NE

LUSCOMBE Nll07 B 8A N1159B 8A N1204K 8A N1361K 8A N1364K 8A N1365K 8A N2079K 8A N2110K 8A N2158K 8A N2177B 8A N2315K N2424K N2685K N2764K N2887K N2938K N21996 N28564 N45680 N45719 N45767 N71293 N71315 N71348 N71465 N71533 N71922 CF-CHM

8A 8A

N45WB N1671K

8E 8E

8A 8E 8A 8A 8A 8A 8A 8A 8A BA 8A 8A 8A 8A 8A

James Bacon , Linden , MI Les Nelson, Minneapolis, MN Wayne Drewry, Greencastle, PA Mike Thern , Winona, MN Jack D. Lane, Indianapolis, IN Robert Westerberg , St. Paul , MN Ben Bricker, Kalamazoo , MI Greg Carroll , Buffal o Grove, IL Gregory Hendricks, Peculiar, MO Will iam Bumgardner , Bloomfield Hills , MI Robert Bohrman , West Allis , WI Gregg Beitel , Charlotte, NC Monte Jestes, Pawnee , OK John Barowski, Downers Grove, IL Jim Bastien , Madison, WI Pete Fleis, Imperial, MO Craig Sheets, Sturgeon Bay , WI Malcolm Green , Columbus, OH Kent Johnson, Faribault, MN David E. Hennington, Livermore , CA Ronald H. Dixon , Hoquiam , WA John D. Richey , Batesville , AR Nick Showalter , Corunna, MI Terry Volante, Euclid, OH Steve Lester, Morrow, GA Larry Hall, Oklahoma City, OK Maynard Wolkman, Hinckley, MN T. A. C. Kennedy, Mississauga, Ont. , Canada William F. Bokodi, Griffith , IN Donald Sweatman, Venango, PA

N1829K N1B40K N2197B N2229K N223 1K N2290K N235 1K

8E BE 8E BE BE BE BE

N2368K N2493K NC2747K C- FYEC

BE 8E 8E BE

N1674K N2210B N1616Z N1865B N1892B N1947B N6895C

BF BF 8F BF BF 8F llA

MOONEY MITE N489M N4149F

NAVION NB8T N350FU N437M N999RM N2199W N4020K N4537K N4549K N4609K N4802K N4882K N5117K N7803B N8662H N8684H N8821H NB830H N8997H N9600C N9141 6 N91608 N91738 PIPER N1455N NC1502N N18241 N32845 N3373N N3572N N3638K N3650K N42478 N42724 N42733 N6153H N6669H N7258H N78527 N87771 NC88461 NC88575 N88684 N88698 N92084 N92090

Twin Navion

J-3 J-3 J-3 J-3 J-3 J-3 J-3 J-3 J-3 J-3 J-3 J-3 J-3 J-3 J-3 J-3 J-3 J-3 J-3 J-3 J-3 J-3

Eldon E. Beresford, Dundee, IL John Slack, Frankfort , IL Jim Cardis, Chicago, IL Donald Adams , Newton, KS Ray Miller, Turner, MI F. N. Mair, San Ang elo, TX Ronald/Noel Easton/Dennis Kelsey, Beloit, WI Karyl B. Herman , San Bruno, CA Leo Bachman , Decatur, IL James R. Harriso n, West Carrollton, OH Robert E. Fleming , Caledonia, Ont. , Canada Jack J . Bord en , Franklin , WI Jack B. Mclnally, Grayline, MI Larry Traskos , Bellevi lle, MI Paul Prentice, Chelsea, MI John LaRoch e, Bloomfield , CT F. D. Barnard , Ann Arbor , MI George T. Ramin , Houston, TX

Wilbur Draves , Hometown , IL Dave Jameson/Henry Raettig, Oshkosh, WI

Robert Roglen , Eau Claire, MI Harvey L. Brown, Delray Beach, FL R. J . Matt , McHenry , IL Donald L. Thomann/Don Johnson , Plano, IL Ted Smith, Wash ington , IL George Barr, Worthington , OH Mike Nallick, Minneapolis, MN Brian J . Ryan , St. Paul , MN Richard Beedy , Springfield , OH Carl Koenig, Flint, MI Louis C. Hook, Flint , MI L. A. Carlsmith , Amhurst, NH Paul E. Efield , Orchard Park , NY William L. Marcy, Denver , CO Howard G. Shoemaker, Wilmington , DE J. C. Langran , Jr., Colorado Springs, CO Ed Hedlund , So. Haven , MI Ben Gentile, Huntington , L.I. , NY Fred Garcia, Remsenburg , NY Jim D. Stewart , Dunedin , FL G. L. Valbert, Camby, IN W. T. Christian , Knoxville, TN

Donald Ri chards, Bellaire , MI Roger Montambo, Red Wing , MN Mont Mendenhall, Tho masville , NC Lynn Chamber lain , Mt. Pleasant , MI J. L. Burns, Mt. Morris , IL Roger Turner, Bingham Lake, MN Anne Collins, Joliet , IL John Spiegel , Port Byron , IL John Lamascus, Pacific Grove, CA Bruce H. Nagorske, Bingham Lake, MN Jerry Kennedy, Murphysboro, IL Ralph Korff, Lockport , NY Laran Larson , Fairmont . MN Donald V. Lacouture, Jr., Marlboro , MA Max Faulkner, Bourbon , IN Norman J . Shuff, Watertown , WI Reid P. Joyce/G. R. Purifoy, Valenc ia, PA John V. Rawson, Jr.. Belle Meade, NJ Dan Pell/Kevin J. Engel , Sheldon , IA David A. Watson , Framingham, MA Winton D. Glaser, Appleton , WI John GelasifTheodore Sanders , Highland Park, IL

N92615 N98391 N9B450 N98734 C-FAOB N747UA N290BM N3802M N3860M N3B67M N3890M N4169M N7753H N7B459

J-3 J-3 J-3 J-3 PA-11 PA-12 PA-12 PA-12 PA- 12 PA-12 PA- 12 PA-12 PA-12 PA- 12

C-FKOH CF-ZJI C-GNYW N5243H N5253H N5382H N5716H N5843H N5921 H N5967H N6835K N6841 K N6854K H5945H N4133H N4406H N442-H N4469H

PA-12 PA-12 PA-12 PA-16 PA-16 PA-16 PA-16 PA-16 PA-16 PA- 16 PA-16 PA-16 PA- 16 PA-16 PA-15 PA-15 PA-15 PA-15

N4600H N461 3H N4839H N4B70H N1591A N1643P N1830A N2103A N2165A N2934Z N49AK N5179A N5538A

PA-17 PA-17 Vagabond Vagabond Pacer PA-20/PA-22 Pa cer PA-20 PA-20 Pacer PA-20 PA-20 PA-20

N7161K N7324K N7326K

PA-20 Pacer Pacer

N7629K N7672K N9132R C-FGCM

PA-20 PA-20 PA-20 PA-20

G-FLOK CF-RRU

PA-20 PA-20

N1214 N1947A N5466H N99302 CF-HCY C-FMDP

PA- 18 PA-18 PA- 18 PA-18 PA-18 PA-18

N72CJ Nll06C N1262C N1319C N1487A N1512P N1529P NI545P

PA-22 PA-22 PA-22 PA-22 PA-22 PA-22 PA-22 PA-22

Fred Brown, Pampa, TX Kenneth DeCorte, Gaithersburg, MD Lore n Larson , Fairmont , MN George Roth , Ru ston, LA R. E. Clipsham , Erin , Ont .. Canada M. V. Johnson , Waters, MI Bob Byers, Saukville, WI Gary Robin son , Roch ester, NY L. Duffield , Youngstown , OH Rob ert Kratz, Robert sville , OH David Kratz, Massillon , OH Thomas S. Hiemnz , Aurora, IL Donald A . Hass, Seattle, WA Richland Aviators, Inc ./Jim Hudson , Ri ch land Center, WI Ron E. Baines , Waterloo, Ont .. Canada J. M. Thede, Elmvale, Ont. , Canada David S. Bell , Markham, Ont.. Canada Gilbert Easton , Rockford , IL Dee L. Davidson , Bedford , IA Ronald W. Donner, Gleason , WI John Wood , Anoka, MN Bill Schm idt, Wi chita, KS Charles Lancaster, Wh iteland , IN Daniel Callahan , St. Louis, MO Rob Will, Seattle , WA Martin A. Robb , Riverside, CA Robert Cutler, Dallas, TX Ronald Szymanski , New Berlin, WI Clark L. Anderson , Neenah , WI Sarah L. Kaeiser, Lake City, FL Terry L. Railing , Lake Mills, WI Douglas Pfund heller/John Matson , Stoughton , WI Harvey P. Buller, Mt. Lake, MN Michael A. Fish , Lemont, IL Russell Kellog , Ri o , WI Darryl M. LeMire, Whit e Bear Lake , MN David Vanciere, Mitchell, SO P. W. Steiner, Rockville, MD Wendell Smith , Battle Creek, MI Gerald Shultz, North Branch , MN T. J . Champagne, Houma, LA Allen Simons, Bristol , CT Ed Cahill , Juneau , AK Brian Bristol , Cottage Grove, MN Robert Rado/Ledray Victorian, To ledo , OH Walter Fritz/Brian Crull , Indianapolis, IN Charles C. Myers, Manchester , TN Robert Manier/ Bernard Menier. St. Paul , MN Robert Andrews , Libertyville, IL Robert Vasey, Stafford , KS James H. Bristol , Cottage Grove, MN George McMillan , North Bay , Ont. , Canada C. Burbank , Shelburne, Ont ., Canada Gary M . Ferguson , Oshawa , Ont. , Canada Michael McKay, Martins Ferry, OH P. W. McKamy, Billings, MT Terry Henry, Neenah , WI Sherman B. Elder, Muskogee, OK Karl H. Bunder, Aurora, Ont. , Canada James Bilstad , Thu nder Bay, Ont. , Canada Bruce Lund/C. J. Lund , Mobile, AL V. L. Dant, Rome, GA G. Woerner, Geneva, OH Lowell Roberts , Midwest City, OK S. D. Stevens, Arden Hills, MN Jay Carter, East Liverpool , OH Wm. T. White, Dallas, TX James E. Donaldson. Eden Prairie. MN

N2276A N3212Z N3360B

PA-22 PA-22 PA-22

N3377A N6125D N81 21C N8588C Nl0306 CF-KKX

PA-22 PA- 22 PA-22 PA-22 PA-22 PA-22

REPUBLIC SEABEE N1CD N6570K

路 ST#lSON N389C N584LW Nl081S N6323M N6555M N8212K N8509K N8747K N9088K N9117K N97367 N97607 N297K N971J N8000K N9306K N9582K N9836K CF-HZM CF-SID N675C N762C

108 Voyager 108 108-1 108-1 108-1 Voyager 108 108 108-2 108-2 108-2 108-2 108-2 108-2 108-2 108-2 108-3 108-3

NC6018M N6649M N6698M C-FKQC

108-3 108-3 108-3 108-3

CF-LLW

108-3

SWIFT N1BJ N1ZF Nl0SS N1 3SW N50BS N77PB N853C N853P N2115 N2334B N2424B N2429B N2442B N2457B N3248K N3263K N3740K N3816K N3898K N77756 N78083 N78247 N78261 N78306 N78309 N78311

Richard C. Hill, Harvard , IL Wm . W. Ricketts, Finksburg, MD Lloyd Mook/Eddie Veach, Harrisonville , MO William Sherhan , Lincoln, NE Wayne Minnis, W. Palm Beach , FL Matthew Grainda, Easton, PA William A. Rudolph , Traverse City, MI AI Morris, Warminster, PA Alvin C. Pomery , Janetville, Ont.. Canada

Curtis Dax, Chicago, IL Grant Leonard , Prior Lake, MN

Boyd Walsh , Marion , IN Larry Wheelock, Bloomfield, IN Richard Bourque, Simsbury, CT Paul Varner , Rockford , IL Nicholas C. Selig , Naperville, IL Robert Reintgen, Latrobe, PA Daniel Bauman , Oorr. MI Charles Brokaw, Parker, CA C. O. Depuy, Ponca City, OK James Strock, Austintown , OH Bruce Jacobs, Albion , MI Rich Klepperich, Webster, MN Stinson IV/Bob LaBonte , Hudson , NH J. Manki ns, Corona, CA Michael Hudgins, Portage, WI Frank Sperry, SI. Ignace, MI David Peterson , Inver Grove Heights. MN G. M. Huffman , Tulsa, OK Fred Green , Mississauga, Ont.. Canada Augu s Cameron , Lond on, Ont .. Canada Curt Lindauer, Belleville, IL Harvey T. Engen/David Engen , Excelsior, MN Carl Pflanzer, Rome, NY Ru ssel Arndt , Big Fall s, WI Joe D. Wh ite , Calumet City, IL Richard R. Schaub, Fenwick, Ont .. Canad a Kenneth Gamble , Ham ilton , Ont .. Canada

Raymond Neuse , Groesbeck, TX Ronald Th ompson , Jenks, OK William Shepard , River Ridge, LA Steve Wil son, St. Charles, IL Roland J. Zava da, Pittsford , NY Pat Knight , Waynesboro, VA Charles R. Cannan , San Juan Capistrano, CA John R. Dixon , Mission Viejo, CA Bonham E. Cross, Hopkins , MN James J. Montague, Lak e Elmo, MN Carl Weddle, Hendersonville, TN William Goldman/Jack Morgan, Chandler, AZ John Cranfill , Frankfort , IL Dick McNeil , North Wilkesboro, NC Howard H. Hanson , Webster, MN Howard Thalacker, Chetek, WI Ronald W. Williamson , San Diego , CA Buz Johnson, Mobile, AL Tracy Rhode s, Dayton, OH George O'Neal , SI. Petersburg , FL Paul L. Chesley , Albuquerque, NM Clyde B. Ericson , Barrington , I L James Pope, Washington, DC Gary Scott , Schoolcraft , MI Bernard F. Arnold , Cuyahoga Falls , OH Richard A. Chisholm , Oak Lawn , IL

N80706 N80776 N80905 N80949 N80969 N90383

Michael P. Kennedy , Homestead AFB, FL James Byland, Moberly, MO G. W. Goodland, SI. Paul , MN Pete King, Rockville, MD Dave Ebersole/Scott Chr ist iansen , Colorado Springs, CO Mark Holliday, Hastings, MN Joey N. Kemp, Tullahoma, TN Charles Hoover, Jr., SI. Paul, MN Lowell Sterch i, Coral Gables, FL Harry Lyon, Jr., North SI. Paul , MN Guy Eby, Madison , CT

TAYLORCRAFT NC922WT NC5020M N5045M N5109M N5218M N5265M N29753 N34093 N39168 NC39222 N39974 N43163 N43344 N43556 N43680 N43845

Paul Edward Nuss, Juniata Altoona , PA Ralph Lauritsen /Cliff Henry , Boone , IA Robert Reedy/Covert Holley, Troy, OH Herbert Browning , London, OH Richard Weimberger, Fond du Lac, WI EM Air Museum, Franklin , WI James Foos, Granger, IN Paul Cusumano , Mayfield Village, OH Thornton Cressy, Westland , MI SArt Bujnowski, Huntington , LI , NY William Fitch, Epworth , IA Jerry Kramer, FI. Re covery , OH Mark Yelich, Franklin , WI Ray L. Sherwood, Fairfield , IA Parker Buckley, Waynesville, OH J. C. Latronigo, Girard, OH

N78321 N80589 N80613 N80665 N80689

CF-PUW

Marshall Kennard , Enfield , CT Temple & Woodward , Granger, IN Eugene M. Townsend , Decatur, IL John W. McDonald , New Orleans, LA Jon Ch almers Thompson , Johnson City, TN Wm . E. Boggs , Grove City , OH Dick AmRhein , Troy, OH Douglas Anderson , Jackson , MI R. R. Reece, San Angelo, TX Jim Hall , Rockford , IL Robert W. West , Oreana , IL Everett Downey, Albion, NY John Friling , Lombard , IL Steven N. Landis, FI. Wayne, IN Wm . Knight, Brodhead, WI Tim Mickel , Scioto Mills, IL Lester L. Walls, Shrewsbury , PA James Takacs, Port Colborne, Ont.. Canada Ken Bimm , Rexdale, Onl. , Can ada

AD DITIONAL CLASSICS N242B Helio Cou'ier N424 L Meyers 145 C-FLWG Moran&-Sauln ier 502 Rawdon T-l N5160 N711SV Stampe N25MB Stampe SV4

Robert T. Griff in , Waxhaw, NC L. A. Waite, Durand, MI Frank Masak, Scarboro, Onl., Canada Jack Chastain, Creve Coeur, MO John Hanson , Manistee . MI Don Good , SI. Joseph , MO

N43871 N43898 N44204 NC44493 N94941 N95109 N95926 NC95957 N96026 N96275 N96386 N96387 N96417 N96544 N96818 N96842 N96979 CF-KFG

(Lee Fra y Ph o to)

(Lee Fray Photo)

Bill Ehlen and AI H enninger, Forums Chairman and Co- Chairman.

Antique/C lass ic Headquarters staffers J. Kesel, }. M arkl, and K. Morgan .

RON WOJNAR'S

GRAND CHAMPION CHAMP

By Jack Cox

pies were tumbling all over the Antique/Classic park ing area and judge-laden golf carts were rushing from all quadrants toward the scene of the calamity. One quick walk around, one sniff of the cabin aroma, one peek under the cowling and it was all over. The only sounds were a few anguished groans and the tearing of paper ... yesterday's judging sheets. Unless you were well into your 50s or an aficionado of Classic airplanes, this Through the

Going down: this photo and the next give an indication of what Ron had to tear down prior to his very extens ive re build.

rarely see today. On the nose was a brand new Sen senich wood propeller - a 72-42 climb prop just like the FBOs used to order for flight training. The nose bowl and wrap-around cowl were as pristine as a newly minted dime - even the exhaust pipe stubs sticking out the bottom were barely smudged. The tires were new, the oleo struts at full normal exten sion and the brake covers without a chip in the paint from prop blasted stones and gravel. Inside the ca bin, the brown crinkle-finish instrument panel held an array of dials, the correct ones sporting the winged Aeronca emblem. Black enameled floor boards, brown flocked side panels and door and brown leatherette seat covers each emitted its own peculiar smell to combine with that of fresh dope and 80 octane to produce that aeromatic Evening in Middletown essence that few of us have experienced, but none have forgotten. Outside again, a glance across the top surface of the wings revealed chordwise rows of little bumps in

Naturally, all wood was replaced. H ere the old is used as

a pattern for a new window frame. On day six . . . Thursday . . . of Oshkosh '78 ac tivities were already beginning to wind down. The aircraft judges had pared their long, long lists down to the top one or two in each category, or in many cases had pretty well decided the final rankings. About all that remained was to wait out the day to in sure that no one flew in anything that would upset the apple cart at the last moment. Unbeknownst to the Classic judges, the upsetter was already on the field, having slipped in the previ ous evening right after the History of Flight pageant. No one paid any particular attention when a mild and well mannered young man walked into the Classic trailer on Thursday morning and asked if he could get his airplane judged. Half an hour later, however, ap-

The right wing before stripping inspection holes.

Looking Glass scenario made little sense . . . for in the middle of it all was just a little 01' Aeronca Champion. But what a Champion! First, it was yellow with the orange lower fuselage - the familiar Aeronca factory paint scheme that we

the glistening fabric, tell-tale mini-molehills marking the characteristically Aeronca PK screws taking the place of rib stitching. 24 inch orange letters and numerals swam in the shimmering light reflected off the top of the right wing. Letting one's gaze swoop down the familiar, mul tifaceted sway back of the fuselage, it was easy to see every stringer arced st raight and true to the tail - no warps, no valleys between formers. Emblazoned on the fin and rudder - in orange were the stenciled winged Aeronca emblem and the rather odd sized and spaced N numbers. Stepping back for perspective, one's mind reeled. This wasn't a latter day restoration, it was a new airplane . . . only hours ago a ferry pilot had signed out the airplane from the factory ramp there in Middletown, Ohio . . . dated his voucher August 5, 1946 and took off for Milwaukee to deliver the spank ing new airplane to Anderson Air Activities . . . but on the way, perhaps in the clouds of industrial smoke around Gary and South Chicago, a time warp was en countered, misdirecting the little bird through 3 de cades to Wittman Field ... on the evening of August 2, 1978. It looked that new ... it felt that new ... it even smelled that new. The next evening Ron Wojnar (EAA 31222) of Mil waukee was called to the stage to receive the 1978 EAA Grand Champion Classic trophy for his 1946 Aeronca 7AC Champion .. . and not a soul who had seen the airplane was surprised.

And not one of us who knew Ron personally was surprised, either. ***** ***** ***** Have you ever been to EAA Headquarters? If you have, you may recall that in the main lobby two pedestals flank the entrance doors. Atop these are glass cases containing two exquisite cut-away type airplane models, one of an EAA Biplane and the other of a Tailwind. They were meticulously crafted a number of years ago by a young college student who worked as a summer employee at the EAA Museum. That young man, already exhibiting his concern for accuracy and authenticity, his talent for minute detail and superb workmanship, was ... Ron Wojnar. Born in Milwaukee on December 3, 1949; Ron's lifelong fascination with aviation came naturally. His father, Tony, was a pilot who, significantly, often flew a Champ in those days before his family started com ing along and he was forced to give it up. Earlier, he had become an aircraft mechanic courtesy the Marine Corps and spent World War II keeping the heavy iron flying. After V-J Day Tony returned to Milwaukee and signed on as a mechanic with the Wisconsin Air Na tional Guard. His Maintenance Officer - and pilot

years as a trainer - climbing out and gliding in over the Wojnar household when the wind was right. By early December of 1949 when the Wojnar's were blessed with a healthy son, the Champ had already accumulated al most exactly 3000 hours of flying time . A typical loving father, Tony wanted his son to share his interest in aviation. He built models for him until he was old enough to be taught to start building them himself. He would often take little Ron along in the evening when he had to put in overtime and let him sit in the cockpits of the T-6s and P-51s on which \

The new frame 's been installed along with a lot of other new wood.

The basic frame has been rebuilt by this point, but th ere's

so much to go!

for whom he served as a crew chief - was a Lt. Col onel named Paul Poberezny . Three years before Ron's birth , a new Aeronca Champion was ferried into Mitchell Field, just a couple of blocks from the Wojnar home, by its new owner, Ander son Air Activities. NC85448 labored for a number of

he was working and when his son was 6 years old, Tony took him to nearby Waukesha Municipal Air port, bought a couple of $2.50 tickets and treated hi m to his first airplane ride - in a Cessna 170. Those evenings in the cockpits of the Texans and 51s were making a far deeper impression on his son than Tony probably realized at the time. Ron can viv idly recall the experiences to this day . . . and he dates his determination to make aviation his life's work to those wonderous moments when he sat there in the bucket seats, pushing and pulling the sticks, intently studying the dials and levers and wheels around him - and the rudder pedals down there in the bowels of the fuselage his little legs would not be able to reach for years to come.

As the years went by, Ron's interest in airplanes and flying grew in sophistication in step with the growth of his body and mind. He managed to get an airplane ride once in a while - sometimes in a Stearman piloted by his father's boss, Paul Poberezny, and once, when he was 11, in a Champ piloted by family friend Dick Mildebrandt. Ron dearly longed to learn to fly, but at the same time his academic success in high school was bending his in terests toward the scientific. So much , in fact, that after graduation in 1967 he was soon packing to head for Lafayette, Indiana to enroll as an aeronautical en gineering student at Purdue University. Not surprisingly, Purdue had been selected, in part, for its reputation as an aviation oriented institu tion. Aside from its academic excellence, Ron knew it must have a flying club . . . a fact he confirmed within hours of his arrival on campus. Excitedly relat ing this discovery to his father (with obvious intent), Ron found himself being brought back down to earth by the elder Wojnar's reminder that he was there to earn a degree first ... and a pilot's license, maybe. However, he softened the admonition with the prom ise that after seeing Ron's grades at the end of the first semester, the situation would be open for further evaluation. No student was ever led down the path of academic achievement by a more tempting carrot . Ron hit the books with a vengeance - sleep meant nothing, social life was ignored and Big Ten football was just a Saturday afternoon recharging of Ron's bat teries for the REAL task at hand. At the end of the semester, Tony had a wide and proud grin on his face ... and Ron was wasting little time getting enrolled in the school flying club. To his surprise and pleasure, he had found that in addition to its modern trainers, Purdue still retained a Piper j-3 in its flight school fleet . . . available for $5.50 per hour! ! For the next 31;'2 years, that Cub would virtually become Ron's personal airplane. He loved it - and soloed it in about 8 hours - but most of his fellow students sneered down their noses at the lowly yel low "dog". A few learned to fly in it simply because of the low rental rate, but couldn 't wait to move up to the REAL airplanes , the Colts, Cessnas, etc. Con sequently, Ron could count on getting the j-3 almost any time he wanted to fly it. He checked out in the other aircraft, also , but never tired of just going off alone and shooting landings or watching a sunset in " his " Cub . Returning home that f irst summer, he found him self without a job - wh ich meant no funds for flying.

A couple of weeks later at an EAA fly-in, he related his dilemma to Audrey Poberezny . .. and a few days later received a phone call from Bill Chomo offering summer employment at the EAA Museum. Ron jumped at the chance, and would spend each of his college summer vacations mowing yards, painting, dusting airplanes - whatever was asked of him that wou Id support his flying "habit" . Ron had been a member of EAA Chapter 18 for a number of years and the summer job at EAA Head quarters (where 18 holds its meetings) intensified his relationship with various of the members. Eventually, he fell in with a bad crowd . . . bounders like Bob Ladd, Dick Mildebrandt and the notorious Ron Scott. Soon they were putting terrible things in his head . .. worst of which was the insidious idea of actually own ing an airplane . Together, they schemed to chip in and buy a Cub, Champ or some such fun airplane for giving rides to friends, taildragger checkouts, etc. (Bob, Dick and Ron Scott each had single place homebuilts in those days.) Ron was sorely tempted to fall in with the plan , but, fortunately, he was spared by the timely intervention of his father . . . although there would be moments in the years to come when he had good cause to question the hand fate had dealt him. It wasn't that Tony objected to the terrible trio (ac tually, they were and are today close friends) - or even the idea of owning an airplane; he simply wanted to see his son apply his aviation skills and knowledge to a purposeful end. He wanted the two of them to buy a basket case and restore it. Taken somewhat by surprise by this proposal, Ron quickly recovered and began scouring Trade-A-Plane, Chapter newsletters and the like. One day during the summer of 1970, he picked up a Chapter 260 (Dolton, IL) newsletter and began scanning it for ads - and there it was . . . Leo Faoro (EAA 28636) of Dolton (south Chicago) had a basket case 1946 Aeronca Champion he was willing to part with for a reasona ble price. I n rapid succession Ron talked the situation over with his father (who would be the financial backer of any deal), called Leo on the 4th of july and arranged a meeting time, drove down with Tony the next day, inspected the airplane, liked what he saw and put a $100 deposit on it . The following weekend the Champ was retrieved and was placed in his Aunt's garage ac ross townJn Milwaukee. Immediately, Ron and his father began taking the fuselage apart . . . and the very first th i ng, Ron twisted off a brass fitting on the carburetor. This re ally upset him at the time because it pounded home

the realization that despite his "book" knowledge, he was completely lacking in "hands on" experience in working on airplanes . His dad, however, was just sit ting back with a sly grin on his face. "You 've got to do things like that to learn," he said, "Get your feet wet, then pay close attention to what you are doing, work carefully and do everything correctly." Ron would listen to this advice and stick it out to the end. For the first year or so, however, Tony would serve as his tutor and advisor - as well as fellow worker on the Champ project. In stripping the airframe down, the Wojnar's found that while they had a complete airplane, they had a lot of work ahead of them to come up with a job to their personal standards. Removing the paint from the fuselage tube framework, for instance, re vealed grinder marks - which meant replacement of some tubing. The wings bore evidence of past groundloops - and atrocious repairs, which would have to be completely redone. And the landing gear oleos, horizontal tail surfaces and a couple more smaller items were considered too bad for repair. They would have to be replaced. A close study of the logs revealed that such replacement of various com ponents had been a common occurance in the life of NC85448. 24 years of abuse at the hands of ham-fisted students had left only the wings intact from the air frame that rolled out of the factory in 1946. By this point it was time for Ron to head back to Purdue for his senior year. He had signed up for some elective courses in the technical area, including engine overhaul and maintenance, so he took his en gine with him hoping to overhaul it as his class pro ject. He tore the A-65 down, alright, but it would be 7 years before it went back together again. The cylin ders were oversize and badly rusted, a dye check re vealed a cracked crankcase, the camshaft was worn out and the cam followers were eaten up with corro sion. In other words, Ron found he had a pile of junk for an engine. The ' only bright spot was the crank it was useable. The expense of the overhaul this hunk of iron needed was out of the question while Ron was still in school ... so, sadly, the pieces were boxed up and sent back home. After graduating from Purdue in 1971, Ron re turned to his summer job at EAA while waiting to be assigned to officer's training by the Air Guard. It was an especially instructive summer. The Acro Sport pro totype was being built and with its construction (tube and rag) essentially the same as the Champ, every day was a learning experience for Ron. Not only could he get his hand in to pick up new skills he could apply to the restoration of his airplane, but he had a golden

opportunity to pick the brains of pros like Bill Chomo, Philippe Van Pelt , Gil Bodeen and others .. . includ ing, of course, the Acro Sport designer, Paul Poberezny. As it turned out, Ron did not get his OTS assign ment that summer, so on September 1 he accepted a full time position with the EAA Air Museum Founda tion as Assistant Museum Director. That fall (1971) the fuselage frame was sandblasted and some pitting was found in addition to the aforementioned grinder marks. Everything doubtful was cut out and replaced with new tubing. Ron tacked each piece and Bill Chomo finished them ... later Ron would gain the experience and confidence to do his own welding. By Christmas all the repair work had been done, all the woodwork had been re placed so that the next step was a cover job. That, as things turned out, would be a way down the road , however. In late December, Ron started on the left wing. He first tried to clean it up without d isassembling it . .. bilt after several months of part time wasted effort, tore it down and did it right. Only one wing was done at a time so that the other could be used for reference . Some wingtip repair (and rework of old, bad repai rs) was necessary, but essentially the wing work involved cleanup, replacement of leading edges and refinishing of the spars (the only old wood re tained in the entire airplane) . With the coming of the summer of 1972, Ron found the direction of his life changing - and the Champ temporarily moving to the back burner. First, his OTS assignment came through and he was off for Lackland AFB for 3 months . . . then as a new 2nd Lieutenant one month of active duty with his local Guard unit. That fall Ron took a position with Hartzog Aviation in Rockford , Illinois and moved to that city . Living in an apartment, he had to leave the Champ at his pa rent's home in Milwaukee, driving back to work on weekends. Small parts were taken home to Rockford to be reworked during the week. Happily, Ron had again found himself in fortuitous circumstances - at Hartzog he not only had some real aviation pros ' to call on for advice, but a lot of sophisticated equip ment that could be used after work. 1972 saw only modest progress on the Champ, what with adjustment to a new job, new home and weekend travel back and forth between Milwaukee and Rockford. The following year, however, things began to look up . Perhaps most significant was the fact that Ron and his father made the first of many weekend trips to Bellanca's Osceola, Wisconsin plant

Aside fro m the spa rs, there's not much of the o rigina l wings left i n this p ic ture.

Th e ingredients of cha mpio n's Champ are beginning to show up .

to forage for parts . Tom Brown and Bonnie Marlette of the Parts Sales ,Department took an immediate in terest in the restoration project and spared no effort to unearth 7AC parts that had been moved from Middletown, Ohio to Wiscons i n . Bellanca had suf fered a disastrous fi re a few years before and much of the old stuff had been lost, but, fortunately, some had been stored downtown in an old railroad depot. Ron and his father were permitted to sift through ev erything and together they came up with a lot of "impossible to obtain" goodies .. . like frames for the sliding windows, universal joints for the fuel valve extension rod, etc. A surprising number of off the shelf Citabria components are the same as for its an cestor, the 7AC. All the wooden fuselage formers and stringers, in fact, are identical , with the exception of the rear window area . When completed, Ron's Champ looked like a new one, because to a great ex tent it is ... thanks to the folks at Bellanca. During 1974 things began to get into high gear. The wings were finished and late that year the Conti nental A-65 was given a complete major. Schneck Av iation did the work needed and Ron did the final as sembly under the supervision of a licensed mechanic. Thinking the end was in sight, Ron purch ased all his dope and fabric (dacron) from Bellanca and took two weeks vacation to cover the airplane. He gets a big laugh today at his naivete in grossly un derestimating the time element involved in covering. Two weeks , in fact, stretched into 2 years before the cover job was completed! In 1975 Ron's life took another sharp turn. He left Hartzog and took a career position with the FAA. As signed to EMDO 46 in Des Plaines, IL (north side of Chicago) as an Aviation Safety Inspector (Manufactur ing), Ron was able to move back home in Milwaukee, commute to work during the day and work on the Champ evenings and weekends. From that point on, something, no matter how insignificant, was done every night. One bit of help came from an unusual quarter. Ironically, one of Ron 's FAA assignments was the Bel lanca factory - so that his friends from the days of scrounging for 7AC parts had now also become clients of sorts. Every time Ron came in for an inspec tion , he had to give everyone a progress report on his Champ. A couple of young girls in the covering department, Donna Viebrock and Sue Dollery, told Ron they would like to come to Milwaukee some weekend and install the wing envelopes . Despite liv ing in Wisconsin all their lives, neither had been to the " big city" and th is would be their chance . With

their expertise , the work would take just a few hours and the rest of their time could be spent seeing the Sights. It was an offer Ron couldn ' t refuse . . . and sometime later it all came about. He got a set of wings ready for doping and the girl s got an expense paid fling in Wisconsin 's biggest metropolitan area . With doping and finish coats to go, orid inarily it would have been decision time as far as the paint scheme was concerned . Not so in this case , however. Very early in the project, Ron had made the decision to return the Champ to factory new condition and appearance . This, of course , involved considerable research. He had an original service manual given him by Ron Scott and a copy of a 1946 Skyways article on the Champ given him by George Hardie . . . but most helpful was the complete certification record on the Aeronca 7AC on file right where hf' worked , EMDO 46 in Des Plaines . (Bellanca still holds the Pro duction Limitation Record for the airplane and could put it back in production tomorrow if they wanted to.) The file is COMPLETE ... colors, size and shape of markings, everything. All the draWings are dated 1945 and all the subsequent revisions are on file . 1976 saw the covering completed and 1977 was spent .. . "doing all those little detail items you think are going to take about 2 weeks," according to Ron . He endured all manr.er of frustration attempting to paint the fairings, cowl and various other small metal pieces. Ron was bugged .. . literally. He would spray on a beautiful coat of enamel - no runs, no orange peel - only to have some hapless insect make a Kamakazi dive right into the shiny surface. Striving for nothing less than perfection, Ron stripped the parts completely after each bug attack and repainted them. He estimates he pai nted the equivalent of 4 or 5 airplanes before he was satisfied. Similarly, the crinkle-finish instrument panel was done 3 times be fore a perfect job could be obtained . Ron had some interesting experiences down the stretch drive to complete the airplane. A few items had seemed impossible to obtain in order to have a near 100% authentic restoration - the flocking of the interior, for example. For 3 or 4 years inquiries had been made through aviation channels in a vain at tempt to locate a shop that could do the work . De spairing of ever achieving success, Ron picked up the Chicago Yellow Pages one day and looked up "Flock ing" . Sure enough , there was such a classification. He made a phone call and a friendly voice assured him the work would be no problem . Ron was told how to prepare the panels (apply an epoxy base in the color desired for the flocking) and where to deliver them.

There 's not much here that could look any new er if it were coming right out of the factory.

The work was done over the following weekend and turned out to be a beautiful job. (The flocking, inci dentally, is an electro-static process with the com mercial name of Velvetex.) Another tough nut (pun intended) was the fuel gage nut - Bellanca didn ' t have one and all that turned up were worse than Ron's knarled, over torqued original. Finally, driving through a small Minnesota town, Ron spotted a sign that read, "Sew ing Machines, Guns, Trading Post and Airplane Parts". Partly on a hunch and partly just out of curios ity, he stopped, entered the establishment and in quired of the owner if he had any Champ parts. " Got enough to make 5 of them . . . whatta ya need?" was the reply. Ron mentioned the fuel gage nut and was almost shocked to hear, "Sure, how many you need?" .. . whereupon the proprietor reached into a drawer and pulled out a loop of safety wire with a half dozen or so Aeronca fuel gage nuts strung on it! This sort of thing , Ron chuckles today, is why it took 7 years to restore the Champ. He could have built up an airworthy, even beauti f ul job in perhaps 3 years . .. but not an authentic one . That took a lot of time and patience. Finally, however, the day came when the airplane was taken to the Waukesha County Airport - on Oc tober 23, 1977, to be precise. What should have been a joyous occasion, however , began a two month ordeal that is a story in itself. Shortly after taking over

That first run-up, a moment of supreme exaltation.

a hangar from a friend who had sold his airplane, Ron was informed by the FBO that he would have to give it up by January 1. This shocking news really put the pressure on. After 7 years of work Ron was deter mined not to dismantle the Champ and tow it back home ... and he was absolutely not going to leave it outside. Hangar space is extremely hard to come by in the Milwaukee area, just as is the case in all large metropolitan areas, so the only option left was to find a hangar in a nearby town. Space was ultimately lo cated some 20 miles west at Watertown, but having a January 1 deadline, Ron resolved to fly the Champ out of Waukesha. It wasn't easy. Bitter cold came to Wisconsin even earlier than usual, making final assembly of the Champ a numbing experience. Nevertheless, Ron and his father toughed it out, working every evening and weekends. By late November it was so cold that work had to go in spurts ~ interrupted by thaw-out breaks in Ron's or his dad's car. Several layers of insulated clothing didn't make working in tight spots easy and any job requiring a degree of digital finesse was frust ration personified. Trying to screw on a tiny nut he couldn't feel through numb fingers was not exactly Ron's idea of a fun way to complete his project. In December temperatures plunged below zero ... but Ron and Tony worked on, getting the last of the fair ings on, control cables adjusted, the King 360 radio and battery pack installed, etc. Finally it was time for some engine run-in. John Curtice, Ron's fellow inspector with EMDO 46, had previously been employed with Continental Motors in Muskegon, Michigan and had gone through the pro cedure literally thousands of times. He advised Ron on how to properly break in the newly majored A-65 . .. and later issued a new Certificate of Airworthiness. AI Bruce Rintelmann of Milwaukee had supervised the project from the beginning (since neither Ron nor his father have civilian A and P licenses) and had al ready signed off the restoration work. And then it was done. Ron could have test flown the Champ a day or so before Christmas ... but he decided against it. His family had put so much of themselves in the project that Ron could not bring himself to pOSSibly ruin their Christmas in case any thing went wrong. Bright and early on the 26th, how ever, he and his dad were heading for the airport. The temperature was 3° F but the Continental started on the first pull. Ron taxied over to the FBO, shut down and squirmed into a Security parachute Mike Heuer had brought over for the occasion. Firing up again, he warmed up the engine until the oil

temperature came up to 90°, then taxied out for take-off. Given the O.K. by the tower, Ron opened the throttle and literally leaped into the frigid air. He climbed out to 5,000 feet, staying over the south end of the airport - by prearrangement with the control lers. All went well and after 36 minutes, the cold had become so unbearable Ron had to land while he still had some feeling in his hands and feet. The landing was a real squeaker (as he later saw on movies). On the 30th - right on schedule - Ron flew the Champ out of Waukesha and over to Watertown. The airplane was there for about six weeks - and some 5 hours of further flying time - before it was transfer red to a new home, Air Troy Estates where Ron had bought a lot. Hangar space . was available until sum mer when he would have his own 45' x 72' hangar built. With the passing of a really miserable winter, Ron was able to enjoy a spring and summer of pleasure flying and fine tuning of the airplane for its debut at Oshkosh '78. The airplane had been test flown with a metal propeller, but as a final authentic touch, a wooden Sensenich had been ordered through Wag Aero. There was some last minute anxiety over deliv ery of the prop, but a week before the fly-in, it ar rived. Ron had intended to take a week's vacation to enjoy all of the Convention, but so many requests

had come in from EAAers wanting inspections so they could get their homebuilts to Oshkosh he couldn't get away until Wednesday. The rest you know. On Friday night Ron walked out of the Meeting Pavillion with the Grand Champ ion Classic trophy . . . and it was difficult to tell whose smile was wider, his or his dads! The outcome had not been unexpected in many quarters, despite the torrid competition every Oshkosh gathering provides. Earlier, Ron had at tended the Aeronca Forum, at the conclusion of which moderator Charlie Lasher had asked if the owner of NC85448 were present. Ron raised his hand and Charlie said, "I want to come down and shake your hand - that is the finest Champ I have ever seen! " In the weeks preceding the Convention, Ron's fel low FAA employees at EM DO 46 had speculated on his chances of winning an award . . . perhaps even the Big One. Secretary Michele Facenda (who had helped with the Champ's paperwork) had promised to bake a cake for him if he were successful - so, on the next Monday morning, Ron strode in with his trophy, put it down on Michele's desk and an nounced, "You're going to have to do some baking." "I already have," she replied. "I knew you were going to win."

Interior of Greg's Luscombe.

!Dick Stouffer Photo) !David Gustafson Photo)

Class I Winner Taylorcraft BC-120, Ralph Lauritsen , Boone, Iowa.

Class" Winner Luscombe BE, Gregg Biete/, Charlotte, North Caro lin a.

!David Gustafson, Photo)

Custom Class C Winner, Bellanca 14-19, Ronald Joslyn , Malibu, California.

By Edward D. Williams

Associate Editor

713 Eastman Dr.

Mt. Prospect, IL 60056

An antique airplane which has been hanging in the Museum of Science and Industry in Chicago since 1953 has a unique, honored distinction. This came about when an expert model builder made a 33-inch wingspan model of it that is considered a work of art. So today, both the full-size plane and the three-fourths scale model are on display in the same museum. The plane is a Boeing 40B which was donated to the museum after the close of the Century of Progress Exposi tion in Chicago in 1933. It was originally manufactured as a 40A and later converted to a 40B, but the museum's

The simplicity of the design is shown in this view of the Boeing 40A.

plane is displayed in the colors and markings of a 40A. And so, the model, built by Carl Buttita, a commercial ar tist in Chicago, is an exact copy of a 40A. When the Boeing plane, NC288, factory serial number 899; was bought by Boeing Air Transport (BAD from its parent company, the Boeing Airplane Company, in June, 1927, it cost $24,500. Buttita's model, which took him three years to complete, was appraised at $7,000. The Boeing hanging in the east court of the Museum of Science and Industry is considered of historic value

because it was one of a fleet of 24 BAT 40A aircraft that helped make transcontinental air travel possible for the first time in 1927. (See: The Vintage Airplane, December, 1977.) Buttita's model, although it was not built to fly, looks every ·bit like it could. It is so realistic that it later won him an important award from the Hobby Industry of America. The Museum of Science and Industry, which is lo cated on Chicago's south side lakefront, draws about four million visitors a year to see hundreds of exhibits depict

ing the laws of science and applications of technology in industry and other fields. It is a non-profit, independent institution, and admission is free. The Museum was partially opened in 1933 with only a handful of exhibits. By that time, Boeing Air Transport and three other airline companies-- Pacific Air Transport, Varney Air Lines and National Air Transport- were joined together to form United Airlines, which on November 30, 1933, donated the Boeing to the Museum. It took seven more years for the museum to be com pleted, so the Boeing was stored in the institution's basement until it finally was hung from the ceiling in 1939: Although the plane has been cleaned regularly and today remains in sparkling condition, it has never been moved from its resting place and probably won't be for some time to come. The Boeing is part of a large aviation display, which includes a number of other antique aircraft, the Apollo 8 spacecraft and a full-sized model of the first class cabin of a Boeing 747. Other planes on exhibit with the Boeing 40B are a 1910 Curtiss, a 1913 Morane-Saulnier, a 1917 Curtiss JN-4 " Jenny", a Supermarine Spitfire, a Lockheed F-104 " Starfighter ", and the Travel-Air S Mystery, NR1313, sponsored by Texaco and flown by Frank Hawks in set ting a number of transcontinental records. The Museum also owns a Junkers Ju.87B " Stuka", but it is not on exhibit in Chicago because it rests temporarily on loan in the Air Education Museum of the Experimental Aircraft Association in Franklin, Wisconsin. The German World War II dive bomber was restored after a cleaning accident at the Chicago Museum by the EAA Museum staff. The Model , which Buttita finished three years ago, is on exhibit in a special case. It draws considerable interest because of its highly detailed work- down to the tiniest hinges on the doors. Boeing Air Transport (BAn probably owed its corpo rate life to the Boeing 40A, which enabled it to get into the airmail transport business. The Boeing Airplane Company first built a single Model 40 for a government competition in 1925 for the awarding of a contract for an airplane to be flown by the U. S. Post Office Department to replace the old de Havil land DH-4s it had been using since 1918. The govern ment bought the one Model 40, equipped with the old watercooled Liberty engine, but did not award the com pany a production contract. It went instead to Douglas for its series of "M" aircraft. However, the project was revived a year later when the Post Office Department decided to award Contract Air Mail (CAM) routes to private contractors for airmail. The Model 40 plans were dusted off, updated with the

After its " Wasp" engine was replaced with the P&W " Hornet" engine, the 40A was designated the 408 and looked like the above.

This picture of groundcrewmen unloading a 40A gives a close-up view of the Pratt & Whitney " Wasp " engine and the dural sheet construction used throughout.

latest improvements and redesigned to meet the postal requirements. Designated the 40A, it was powered with a 9 ' cylinder, 420 horsepower Pratt & Whitney ' Wasp" en gine, a new aircooled radial engine Boeing was testing in its fighter type aircraft. The Boeing basic design, with a pilot in an open cockpit, was also changed to carry two passengers in a forward cabin , although the awarding of the airmail con tract and not passenger transportation was of paramount importance. But the 40A could still carry 1,200 pounds of mail in addition to the two hardy souls who pioneered passenger travel in 1927. It was the new design's low operating costs and high revenue potential that got BAT, Boeing's wholl y-owned subsidiary, the low bid on the new San Francisco Chicago airmail (CAM number 18) route from the gov ernment. BAT operated 24 of the 25 40As built. The other plane was delivered to Pratt & Whitney as a flying engine test bed . This test aircraft proved its worth as in early 1928 the new 525 horsepower Pratt & Whitne y "Homet" engine became available in quantity, and BAT quickly converted 19 'of its 40As to 40Bs with the installa tion of the new " Hornet" engine. Among these was the Chicago museum 's NC288. According to the "Model Specification and History" document supplied to BAT by the Boeing Airplane Com pany, the 40A was a " Three-place, Landplane, Biplane, Closed Cabin , Mailplane" (3P-CiSl . Factory numbers ran from 879 'through 903. The first flight was made on May 20, 1927, with delivery to BAT nine days later. Dimen sions were: wingspan, 44' 2%", length, 33'2V. ", and height, 12'3%" . Empty weight was 2, 622 Ibs. with a de sign gross of 4,652 Ibs. It boasted a top speed of 135 mph and a cruising speed of 125 mph, but the actual per formance was closer to a maximum speed of 128 and a cruise of 105 mph. It has a range of 550 miles and a ser vice ceiling of 15,700 feet. The 40A needed the altitude capability because of the rugged mountainous terrain on the 1, 9113 mile San Francisco-Chicago run . BAT started to use the new plane on the route, with many intermediate stops, on July 1, 1927. When National Air Transport began its CAM Number 17 route operations with its Douglas M-4s bet ween New York and Chicago on September 1, 1927, the two airlines ' link-up at Checkerboard Field at Maywood, Illinois, outside of Chicago, gave the United States its first transcontinental air travel. The Chicago museum 's Boeing 40B figured promi nently in th is important part of history. Boeing NC288 amassed more than 6,000 flight hours on the San Francisco-Chicago run and was flown many times by the famous airmail pioneer Jack Knight (See: Th e Vintage Airplane, February 1977) before it was retired .

Constru ction o f the Boeing 40A is shown in this picture o f th e Boe in g A irplane Co mpan y assembl y lin e, w ith 40As in vario us stages of co mpletio n at Sea ttle, Washing ton.

A Boeing 40A, NC286 - a sister ship of NC288 in th e Chicago Museum - is show n fl ying over mo untains on th e Boeing A ir Transport's Sa n Francisco-Chicago run in

(Museum of Science and Industry Photo)

Th e Museum 's 40B, in th e coloring and markings of a 40A, hangs with other historically significant aircraft in Chicago's Museum of Science and Industry.

Th e cockpit of th e Boeing 40A w as simple, making th e job o f duplica ting it in a model less demanding.

- __ £L«

In 1933, it was used in the 'Wings of a Century" pageant at the Century of Progress Exposition in Chicago, after the World's Fair it was turned over to the Rosenwald Museum, which later was renamed the Museum of Sci ence and Industry. Although the basic construction of the Boeing 40A was simple, it had enough detail to make a model of it interesting. Buttita said that he was a stickler for detail but admitted that he got " carried away" in making his model. 'When I decided to build the model, I didn't intend to make it with such detail," Buttita told this author. "I thought I could fake a lot, by making the metal parts out of wood and painting them silver." But Buttita changed his mind and made every metal part out of metal and every wood part out of wood. So the project, which he thought would take him six or seven months, eventually took three years. " The more detail I put on it, the better it looked," he said, "so finally nothing could stop me and I detailed ev erything. " Buttita is an artist with the Accurate Silk Screen Ser vice Company, Chicago, and his model building ability is well known. The three-quarter scale 40A is what is called a " scratch" model in which the builder starts from scratch as opposed to a kit in which plans and many formed parts are supplied. Buttita said a scratch model involves considerable re search and study. For the 40A, he got a complete set of plans and all the photographs he could from Boeing and United. "It took me three or four months of study before I could actually get started to build anything," he said. Unlike kits, which eliminate many of the interior parts that cannot be seen, scratch models to be authentic must have all the details of construction, such as all the ribs in the wings. " But that also makes them much stronger and keeps them from warping," Buttita pointed out. Both the Boeing 40A flown by BAT and the Buttita model of it were constructed at the peak of the state of the art for their day. The airplane had a steel tubular fuselage with wood fairing strips and was dural and fabric covered . The wings, also fabric covered, were built up of spruce spars and ribs. The dural sheet on the fuselage covered the en gine cowling, cabin doors and compartment hatch open ings. The two passengers sat in a cabin metal lined throughout, and their seats and seat backs were uphols tered in leather. The windows of the two doors, one on each side of the fuselage, were made of non-shatterable glass and could be opened for additional ventilation and

Details of the construction of the 40A's cabin door and wing struts are shown in this close-up .

A close-up view of Ca rl But tita's m odel of th e 40A shows how dedicated he was to de tail in the model's construction.

Carl Buttita, builder of the three-fourths sca le Boe ing 40A, discusses fine points of the construction with Ed ward E. Carlson, chairman of UAL, In c., Chicago, and a member of th e board of trustees of the Museum of Sci ence and Indu stry before the model was put on display in the Museum .

were large enough to give the passengers an excellent view of the scenery. The rear of the fuselage was braced with steel tie-rods and was heavily faired to shape, although it still was fab ric covered. The tail assembly also was fabric covered, but only the horizontal stabilizer was built up like the wings, with spruce spars and wood built-up ribs. The rest of the tail assembly was built up with welded steel tub ing. It rested on a steerable tailskid. The landing gear was made of streamlined chrome-moly and used oleo-spring shock absorbers . Buttita's construction problems for his model were re solved through the use of a wide variety of materials. The Boeing model is made of aluminum, pine, dentist's plastic, epoxy glue and Japanese silkspan paper. " About 40 percent of the model is metal, but much of it is inside so you don't see it," Buttita said. These parts are the cables, controls, pilot's seat, corrugated floor panels, hinges, cockpit fire extinguisher, medical kit and work able seat belts. "Each part had to be hand made, some several times to get them right or if they broke," Buttita said. "I had to make 20 to 30 rims for the landing lights to get two. " ' When you make a one-of-a-kind model, you have to fabricate about 90 per cent of the parts yourself and make dies for almost everything," he added . For the metal parts, Buttita used small pieces of offset printers plate, made of aluminum but with some tin for added strength. The wood parts are made of spruce, and the engine and wheels are made of the dental plastic. All the markings and lettering were drawn triple the size on paper and reduced photographically on decal paper. " That way they were better than if I had hand painted them on the model," he said. Buttita said he did all the construction work on a card table at home and the only power tool he used was a small electric drill. . At least one other Boeing 40B is known to be on ex hibit in another museum. This is aircraft NC285, factory number 896, which was presented to the Henry Ford Museum at Dearbom , Michigan, in 1938. But, so far, it doesn't have a scale model of its own to highlight it. And don 't look to Carl Buttita to build one. " I will never do it again, " he sa id. " It was just too much work."

Rebu'ilding AVagabond

By Larr y Railin g

Box 5 7-C P Avenue

Lake Mills, WI 5355 7

I never realized at the time I started to rebuild, or let's say, restore Piper Vagabond PA-15 N4423H that so many people were interested in what I'd term history. So here it is. I started flying in Valparaiso, Indiana around 1900. I learned in a )-3 owned by Mark Murvahill. I later

graduated to the PA-12. In 1964 I graduated from high school and a year later I was married. As most in like cir足 cumstances, I gave up flying for love until the newness wore off. My first airplane was a )-5 Cub that went down in a marsh. I had started to rebuild it until Dick Wagner of Wag-Aero heard of it and made me an untimely offer. This airplane was later destroyed at Burlington, along with the Tri-Motor. I later owned other aircraft which included aT-Craft. Somehow Dick Wagner heard of my T-Craft and flew up in a Vagabond to see it and made me an offer.

I told him at that time if he ever got in the mood to sell the Vag to please call me. That was in 1968. On December 26, 1976, Dick called me and asked if I was still interested in the Vag. I told him yes and I'd come down the next Saturday morning. The next Saturday came and so did I. There the Vag stood on it's nose, just as pictures in past issues of Th e Vintage A irplan e had shown . Dick, with all his other projects, had to let something go. He offered me the Vag or one of two Cubs. My thoughts never gave way to anything but the Vag.

The stripped fuselage arrives at home, ready for a long winter 's night.

Work completed, the bird's about ready for a runway.

I climbed a ladder and pulled the tail down and began looking. It was all there but in sad shape. For the past four years it hadn 't been outside. It looked good in the dark but time took its toll. The fabric was beyond even shot. But it was all original. Every instrument, the seat and all were original. In thirty years no one even drilled a hole in the panel. We tried to get the old Lycoming 65 started but no way. The next Saturday morning I borrowed a stock car trailer and headed for Lyons with my truck. On the way down, all was going so well until I met a car, looked in my mirror and noticed the trailer to be about a foot wider than my pickup. I'd never given that a thought before. Everytime I met another car, I just got over a little. I fi足 nally arrived at Dick's place and began taking the Vag

Fits like a sa usage casing. Th e envelope's ready for th e hea t trea tment .

apart. I placed the wings on some racks on my truck and ' the fuselage or. the trailer. I didn 't bother taking off the tail. All was loaded and ready to roll in about three . hours. About halfway into the dismantling, it began to snow. By the time I was ready to go, we had gotten about three inches. This worked out in my favor as it slowed everyone else on the highway down to my speed. My greatest worry when hauling an airplane is when you meet a truck! All seemed to be going good. The first car I met, I got over to the right because of the trailer. At this time, I looked into the mirror and not only noticed the trailer a foot wider than the truck on each side but the horizontal stabilizer stuck out another foot on each side beyond the trailer. What a shock! I stopped and tried to remove the tail but to no avail. The snow kept coming and so did the end of the day. It took me four and a quarter hours to go fifty-five miles. By the time I got home we had eight inches of snow. What a long ride! I began total disassembly right away. The wings were in fantastic shape. All that was needed was varnish on the tip bows. I also put new cables in the whole airplane. The original .inspector's number, date and signature are still on the spars. I worked the whole project under the watchful eyes of Paul Baker, an AI from Beaver Aviation at Dodge County

Th e author tackles another flyin g surface with needle and twin e.

Airport. He is really an EAAer. I never heard of an AI so ready and willing to help restore an airplane. He even came to my home after hours to inspect the fuselage as it was easier for me than taking it up there. Paul says if I'd hired him to do the restoring, I could just hand over my paycheck for a year so he said you do the working and I'll do the looking. All the still pieces were sandblasted and sprayed with Imron primer. Believe me, you do have to wear a mask with that stuff! I gave Wag-Aero a call and told them what I needed for a complete cover job and not to call me until they had it all there in one pile with no monkeying around for a little of this and that. While waiting for the covering materials, I began work on the engine. The whole airplane had only 1100 hours and the engine 330 SMOH. I just couldn 't get it started. I solicited the help of a local mechanic and Stin足 son owner Harold Hubrich. We found three blown head gaskets, one leaky valve, the impulse spring in the left mag was broken and the P-Iead in the right mag, the in足 sulator of phenolic replaced with masking tape. I pulled the heads and Harold ground ~he valves, had the mags rebuilt, a complete new ignition system and the carburetor rebuilt. We got her back together and bongo! - she started right off. In the meantime, I finished the wings and control sur足 faces. I wanted to paint it all apart so a temporary gear

Larry applies a new cowling atter a fruitl ess encoun ter with sa ndblasting equipm ent.

It's been a long time since the fuselage last shook from a run-up.

Now that the airplane's finished, work ca n proceed on the shop .

was made to support the fuselage. The engine was never taken off. Many people questioned that temporary gear. I just said you had to be very careful on take-off and land ing! The actual covering was very enjoyable, you could see some real progress including the stitching, but that spraying and sanding! Sixteen hours of work for every coat. Six sandings, fourteen coats and thirty gallons all total. The sheet metal was all in good shape. I had planned to replace the cowl so a guy that was chicken could look in at the rubber band . I tried Zip Strip to get down to bare metal with no luck at all. I took all the aluminum parts over to a body shop including the boot and sandblasted them. In less than ten minutes I destroyed every piece of aluminum except the instrument panel and nose bowl. I then got some aluminum and began making new parts. It all turned out very well. When I first brought the Vag home, I contacted Cecil Ogles of Vag-News and he sent me more info than I think Piper has. Among which was complete rigging. I'm a little more fortunate than most- I'm a tool and die model maker by trade and have my own shop. Before beginning on the Vag, my partner and I added on a 50 x 60 foot addition to our shop which served for a beautiful place to work over the winter, to store parts until needed, as well as an area to completely assemble the airplane for rigging.

Time came to go to the airport and sprout feathers. There is a private strip just south of town so I went there, along with about six helpers. The airplane was assembled and flown two days later, on June 28, 1978. A year and a half after beginning. The first flight was all anyone could hope for. It really flys hands off and is the easiest airplane for a taildragger to land that I have ever flown .

I can say something most people can't about this airp lane. While at Oshkosh I went over and visited the Piper display and who would you guess was there? Clyde Smith, the test pilot of my airplane, thirty years ago. I took a couple of pictures of him and will be placing them in the log books next to his signature. The Vag is my first real attempt in restoring. I did the whole airplane myse lf except the seat and the engine work. I'm very pleased with the end product. It's all mine and paid for as well. I'm now enjoying the fruits of my labor and I'd do it again if I could find another Vag abond. Oddly enough, it seemed the hardest part of the whole project was the legal end. Being that the FCC can 't seem to find a good reason to charge for a restricted radio license, I decided to send for one, just in case I ever carried a radio along. That took three months and the paperwork went back and forth six times. The hardest part was the registration. The airplane hadn 't been regis tered since 1967. The State of Wisconsin wasn't too bad . That paperwork came back only once asking for an addi tional $3.33 because I didn 't notify them within thirty days after purchase even though the airplane had been declared exempt. But the Feds! This took six months, nine phone calls and six letters. Finally, I called once again and told them that after a year and a half of rebuilding, with or without them, I was going to fly it. I think that finally did the trick.

Now for some numbers: Cruise .. . .. .... ...... ...... ... .... ... . ... 85-90 Cruise RPM ................ ... . ...... ... . . 2300 Fuel Consumption . . ..... . .... . . . ........ 3.0 gph Prop .. . ...... .. . . .. ..... . ................ 70-36 Final and Climb ..................... ... . 70 mph Over the Fence . . . . . . . . . . . . . . . . . . . . . . . . .. 60 mph Stall. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 mph Empty Weight . . . . . . . . . . . . . . . . . . . . . . . . . .. 640 Ibs. Take-off- For each 10 Ibs. over 200 the passenger weighs, I added 100 feet! I had the Vag at Oshkosh on Tuesday this year and took it home and put it to bed the same night. In this area, we have about fifteen Vags flying with five of them done original. Myself, I like to see airplanes kept original. It's like a Model T with a Chevy 427, it just ain't the same. The airplane is covered with Stits and the finish is Aerothane.

Calendar of Events

NOVEMBER 18-19 - MIAMI, FlORIDA- Antique, Classic and Cus tom Built Fly-In at the third annual Harvest - A Country Fair, sponsored by the Historical Association of Southern Florida, at the Dade County Youth Fairground, Coral Way at 112th Avenue. Awards given for antique, classic and custom built aircraft. Con tact Capt. Ken Ufland of the Civil Air Patrol, office (305) 552-3106, home after 6:00 p.m. (305) 251-5927, or Mary Dodd Russell, Har vest Coordinator, at the Historical Museum, 3280 S. Miami Ave nue, Building B., Miami, Fl 33129: JANUARY 21-27 - Sun ' N Fun, the biggest fly-in in the southeast and the second biggest in the natron. It's a full week of southern hospitality and flying fun : daily aerial demonstrations; fly-bys of antique, classic, homebuilt and warbird aircraft; forums, exhibits and static displays; parties and com roasts; big new food conces sion; country store for campers in our shady campsites. Make motel reservations early- our free information booklet has a complete list of accommodations. Write to Sun ' N Fun, P.O. Box 3538, lakeland, Florida 33802.

F4U CORSAIR

(Dick Stouffer Photo)

Another fine looking, unregistered aircraft. STATEMENT OF OWNERSHIP. MANAGEMENT AND CIRCULATION {R"lI';,tdbyJ9U,$.C. )681} I . T1"I"LSO .... U.L'e ... T'OH

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Regular bank checks emblazoned with the F4U CORSAIR - Complete the order form , and write out your check. Now, get a deposit Slip from the same account, and clearly indicate any changes or other notations as you wish it to appear on the checks. (These two documents will furnish us all the data we need to make your checks compatible with your bank's computer, and Amer. Bank Ass'n. specs.) On gift orders, send your check and mark his check VOID . Please allow 3 weeks for delivery. Start USing Plane Checks Now!

Your old checks will always be good.

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Identity Check Co.

Box 149-D

Park Ridge, III. 60068

"Activate" my order for Plane Checks, starting No. _ __ o 300·$7.95 0 600-$13.50 0 900·$18.75

(Dick Stouffer Photo)

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INTERIOR

All Items Designed for Easy DO-IT-YOURSELF INSTALLATION

CUSHION UPHOLSTERY SETS

UPHOLSTERED FOAM CUSHION SETS WALL PANEL SETS • HEADLINERS· CARPETS Airtex interior upholstery items are all made up into complete assemblies, ready for you to install. Your choice of three fabric s tyles and twenty colors. Luxurious cut pile carpets in seven colors, wrinkle free Duraliner headliners, baggage compart ments, seat slings and fire wall covers are also available for Clas sic planes.

RE-COVER ENVELOPES

Available for all Classics and some Antique models, in Ceconite # 101, # 102 and cotton. Airtex makes the world's finest envelopes!

."dolpl£ AIRCRAFT

FINISHES

Nitrate & butyrate dope, enamel,urethane, thinners, reducer, retarder and primers . Complete stock of re-covering supplies. Send $1.00 for Catalog and Our

Fabrics Selection Guide

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DEPT "R", LOWER MORRISVILLE ROAD

FALLSINGTON, PA . 19054

(215) 295-4 115