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G\e"" y,
(Photo by Cene Chase)
Daryl Lenz, Museum mechani c, gasses up the replica
Laird Super Solution at Oshkosh '80.
Paul H. Poberezny
GeneR. Chase
Associate Editors: H. Glenn Buffington, Edward D. Williams, Byron
(Fred) Fredericksen, Lionel Salisbury
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 membership in the Division for their efforts. POLICY-Opinions
expressed in articles are solely those of the authors. Responsibility for accuracy in report i ng
rests entirelywith the contributor .
Claude l.Cray, JI. Arthur R. Morgan
9635 Sylvia Avenue 3744 North 51st Blvd.
Northridge, CA 91324 Milwaukee, WI 53216
213/34<),1338 414/44 23631
Morton W. lest er Richard H. Wagne r
P.O. Box 3747 P.O. Box 181
9191368-2875 Home
Martinsville . VA 24112 lyons, WI 53148
9191368-2291 Office 703/6324839 414/7632017
Dale A. Gust afson John R. Turgyan
JACK C. WINTHROP 7724 Shady Hill Drive 1530 Kuser Road
ROUTE 1, BOX 111
Indianapolis, IN 46274 Trenton , NJ 08619
317/2934430 609/5852747
ALLEN, TX 75002
AI Kel ch Robert E. Kesel
66 W. 622 N. Madi son Avenue 455 Oakridge Drive
Cedarburg, WI 53012 Rochester. NY 14617
414/377-5886 716/3423170
Ronald Fritz George S. York
7745 W. 183RD ST.
15401 Sparta Avenue 181 Sloboda Ave.
Kent City, MI 49330 Mansfield, OH 44906
913/681-2303 Home 6161678-5012 419/52<).4378
9131782-6720 Office
John S. Copeland Stan Gomoll Gene Morri s
P.O. BOX 145 9 Joanne Drive 1042 90th lane, NE 27 Chandell e Drive
UNION, IL 60180 Westborough, MA01581 Minneapolis. MN 55434 Hampshire, Il60140
617/366-7245 612/7841172 312/6833199
THE VINTAGE AIRPLANE (ISSN 0091-6943) is owned exclusively by EMAntique/Classic Division , Inc.,
and is published monthly at Hales Corners, Wisconsi n 53t30. Second class Postage paid at Hales
Corners Post Office, Hales Corners, Wisconsin 53130. and additional mailing offices. Membership
rates for EMAntique/Classic Division , Inc. are $14.00 per 12 month period of which $10.00 is for the
publication ofTHE VINTAGE AIRPLANE. Membership i s open toall who areinterested in avi ation.

P.O. Box 229, Hales Corners, WJ 53130
1980EAA Antique/Classic Division.Inc. All Rights Reserved.
(On The Cover . . A visilor from Essex, England, Jonalhan Turnbull pilots Chuck Hunter's Stearman past
the Golden Cate Bridge. Hi s passenger i sJim Richardson. Jim's wife, Deborah took thi s spectacular photo
from a friend's Citabria. The Stearman i sbased at Sonoma Va ll ey Airport, California.!
(On The Back Cover. . Howard DCA-15 based at Bridgeport, Connecticut in the '40s and ' 50 and used
for cha rter. See Letlers tothe Edi lor. Photo by Owen Hjerpe.!
AIC News byGene Chase............................................. . 4
The Lost Blade OfGrass byAI Wheeler ..... . ....... . ..... .... .. . ... .... 5
Lane Leonard's Gathering of the Clan Fly-In by Claude Gray .. ._..... ... .. 6
1934 Klemm Wins Top Award In Germany ..........................,.... 10
Ju st Another Cub? ... Not Really ...byGene Chase ......... ..... . .... . 11
Ford Tri-MotorStatus Report byGene Chase ............................ 12
Book Revi ew- " Aeronca ChampsAnd Chiefs" by Charles W. Lasher . ._.. 13
1980 Stinson Club Fl y-In by Michael G. Emerson .........................14
Plans For The Gere Sport Biplane - Part 2 by Douglas Rol fe . ...... .,...... 16
The MarlboroAntiquers byWally Smith ................................. 24
Letters To The Editor........ . ..... . .......... .. ......... .. ........... .. 26
oNON-EAA MEMBER - 522.00. Includes one year membership in the EAA Antiquel
Classic Division, 12 monthly issues of THE VINTAGE AIRPLANE; one year mem-
bership in the Experimental Aircraft Association and separate membership cards.
SPORT AVIATION magazine notincluded.
o EAA MEMBER - 514.00_ Includes one year membership in the EAA Antique/Classic
Division, 12 monthly issues of THE VINTAGE AIRPLANE AND MEMBERSHIP CARD.
(Applicant must be current EAA memberand must give EAA membership number .)
Page6 Page10 Page15
~ ~ e w s
., d by Gene Chase
CampI e
The top awards at the 2nd Annual Tullahoma EAA
Fall Convention October 1-5 at Tullahoma, Tennes-
see went to the following:
Britt, Tucker, GA
Air 6000, N8865, Morton Lester, Martinsville, VA
N1491H, jim Thompson, Roberts, IL
tang, N54B], Bill johns, Osawatomie, KS
3E, N9586Z, joe Dulvick, Lake Orion, MI
N99708, Edward Alderfer, Hamilton, OH
Gary Ingraham, Roanoke, VA
SUN 'n FUN '81
The dates for Sun 'n Fun '81 will be March 15 - 22
at Lakeland, Florida. The full spectrum of forums,
workshops, air shows, commercial displays, camping,
social activities, etc., is scheduled. For more informa-
tion contact Betty jones, 4195 Forrest Drive, Mul-
berry, FL 33860.
Congress adjourned without renewing the Airport
Development Aid Program, so not only is the airport
program in limbo but the supporting taxes have also
not been extended.
The FAA has under consideration a plan to license
technicians that work on electronic equipment for
aircraft. This has been in the discussion stage for many
years but it will probably be a year or two before any-
thing is done about it.
The FAA proposes to change the publication sched-
ule of the Airman's Information Manual to three times
a year instead of the present four times a year. The
object is to save money and to bring the schedule in
line with the publication dates for the Air Traffic
The August, 1980 issue of Reader's Digest had an
article called "Why People Make Mistakes". It is a
condensation of a longer article that was in the April
issue of "Psychology Today". When people do "dumb"
things like mindlessly putting ketchup into their cof-
fee (or landing a plane with wheels up), the basic cause
is that the human brain is a very sophisticated com-
puter. Sometimes it gets overloaded and sends out a
wrong message. By all means read this article if you
have not already done so. It will make you a better
pilot by teaching you something about how your brain
Readers of Th e VINTAGE AIRPLANE will recall that
in two different issues prior to Oshkosh '80, mention
was made of the efforts of the West Coast Cessna
1201140 Club to generate interest in a mass flight to
the Convention. Their efforts were successful be-
cause at noon on August 1, twenty-one Cessna 120/
140 types flew into Oshkosh in formation, in 3 groups
of 5 and 1 group of 6.
The initial departure point for the organizers was
some place in Northern California (must be a secret
hideout because the airport was never mentioned).
Others joined the group along the way at stops which
included Battle Mountain, NV, West Yellowstone, MT,
Lake Andes, SO, and Monticello, IA.
At Monticello the group had grown to 21 planes plus
two non 1201140 types, and represented the states of
California, Montana, Arkansas, Washington, Texas
and Ohio. Ohio? This was the group that proceeded
to Oshkosh, arrivi ng information on August 1.
They were able to park together at Oshkosh be-
cause they phoned ahead from their last refueling
stop giving their ETA and number of aircraft, which
allowed the Antique/Classic parking committee to
plan for their arrival.
If other type clubs would coordinate their arrivals
in similar fashion, they could be assured of parking
their aircraft together at Oshkosh .
Some of the above information was extracted from
Laura Woodward's "Oshkosh Report" in the October
issue of the "West Coast Cessna 1201140 Club News-
letter" .
Chapter Meeting Place Insurance is available for
active, incorporated Chapters of the Antique/Classic
Division of EAA. This FREE million dollar general
liability coverage is available by application to:
The Richards Agency
P. O. Box 2424
Osh kosh, WI 54903
Telephone, 414/235-1980.
The programs and assistance provided by EAA are
available to the Chapters of the Antique/Classic Divi-
sion. If we can be of any assistance please contact
the Chapter Office at EAA Headquarters, phone 4141
The dates for the 1981 Reno National Champion-
ship Air Races have been scheduled for September
18-20, according to Thornton Audrain, race chairman.
" The races will be moved back a week later than
usual in an effort to avoid conflict with the Nevada
State Fair," Audrain explained. Since the conclusion
of this year's races, the Board of Trustees have been
concentrating on stabilizing the Unlimited race course.
"We are now working with other outdoor recreation-
oriented organizations to study the feasibility of mak-
ing the race site a year-round facility," he added.
Race Director Floyd Edsall termed this year's races
a success even though admission prices were not
raised. "We still managed to have a successful three-
day event in a time of inflation, when our operating
costs were increased sufficiently," Edsall said.
Edsall explained that the Board is working on many
improvements for the coming year. Among them are
the upgrading of the general admission seating area.
Several thousand better quality seats will be added,
along with a number of reserved seats, to avoid over-
crowding. The Board is also trying to develop more
readily available parking for daily spectators.
Threeaircraftowners stood, by chance
on an empty, lonelyfield
Each one lost in memory
Oftimes 'fore the gate was sealed
OfWacos, Fleets and Kitty Hawks
one man amongthem thought
Another dreamed ofages past
and the students he had taught.
The third man thoughtheheard the roar
ofengines, strong and round
And strained his eyes to see aplane
where he thoughthe heard the sound.
Ofonly three I speak in rhyme,
tho they number bythe score
The ones whosearch the grassy fields
for the things thatare no more.
The countryfields that theycalled home
have slowly disappeared
And factories , shops and industries
their ugly heads have reared.
The aeroplanes that they displaced
are here, as in the past
Restored to live and flyagain
their heritagewi ll last.
From asphalt runways , hard and long
they fly on gold priced gas
But in their hearts they'd like to hear
The swi sh of summergrass!
By AI Wh eel er, AIC 5519
12 Bi shop Pine Lane
EI Sombrante, CA 94803
(Photos by GeneChase)
Two vi ews of the 1955 Czechoslovakian Super Aero 45
which won the Most Unique Classic Award at Oshkosh
'80. Owner is Jon Svendsen, Waterloo, fA. Th e propeller
i s in th e full feath ered positi on on the 105 hp Walter
Minor 4- fll engine, above. Th e large and very effective
fl apsareshown bel ow.

Gatqe rillS
of tqe Clan FlY ill
byClaude Gray
fAA 9052, AIC 1003
9635 Sylvia Avenue
Northri dge, CA 91324
Photosby Bob Steel ePh otograph y
What started out a few years back as a once-a-year
Sunday afternoon get-together, has grown into a
very special event that attracts some 400 antiquers.
This gathering takes place in April at Cable airport,
located on the east edge of Los Angeles, California,
afew miles north ofOntarioand Chino airports .
Th e host for the occasion is Divi sion member Lane
Leonard, a retired American Airlines Captain and an
antique airplane enthusiast of longstanding. He owns
aStaggerwing Beech and a4000 Travel Air. His hangar ,
wher e the " Gathering" is held, is a mini-museum it-
self, with many old aviation publications , parts from
Left is Guest ofHonor, Bud Gurney, earl y fl ying buddy of
Charl es Lindbergh. On the ri ght i s host, Lane Leonard.
Th e Classi c Car Club of Ameri ca and The Roaring 20's
many beautifullyrestoredantique autos.
famous airplanes of the past, autographed pictures
Each year Lane honors one guest who is notable in
aviation history. In 1979 the honored guest was Gen-
eral Jimmi e Doolittle. This year the occasion was "Bud
Gurn ey Day". Bud' s experiences in aviation spanned
the time from the earl y Jennys on through the days
ofairlines, flying DC-8s with United Airlines. In the
early 20's, Bud's aviation career included barnstorm-
ing and later flying the air mail , where he spent time
on the same line with Lindbergh on the SI. Louis to
Chicago air mail route.
...... ... .....
Club joi ned the festiviti es to add a nostalgi c note with
The following is an excerpt from some of Lind-
bergh's writings. It was written about a time when
Lindbergh visited his friends at the Lincoln Standard
factory, after not having seen them for seven months.
Their time was spent in the usual way, doing much
ground flying and catching up on events . The fol-
lowing quotation refers to that session and what fol-
"I soon learned that Bud Gurney had made a para-
chute for himself and was intending to test it by the
simple method of going up to an altitude of fifteen
hundred or two thousand feet and cutting loose from
the plane. If the chute opened, it was successful.
" After a great deal of persuasion I prevailed upon
him to let me take him up in my ship while we made
the first test with a sandbag. The tanks had just been
filled with fuel but I had unlimited confidence in my
Jenny and we lashed the parachute and a sandbag on
the right wing. Bud, who weighed one hundred and
sixty-five pounds himself, climbed into the front cock-
pit and we started to take-off with a total load of about
six hundred pounds, to say nothing of the resistance
of the sandbag and parachute, which were directly
in the slipstream from the propeller.
" Even with this load we cleared the nearest obsta-
cle by a safe margin and finally attained an altitude
of about two hundred feet. Then we were caught by
a descending current of air which carried the plane
down to within ten feet of the ground, and try as I
would I could not get any higher. A wooded hill was
directly in front, and to avoid striking the trees I
turned downwind. A railroad trestle was then in front
of us and we stalled over it by inches. For the next
five minutes we dodged hills, trees and houses. I
signalled Bud to cut the sandbag, but when he started
to climb out of the cockpit to reach it, the added re-
sistance brought the plane down still lower. Then in
front of us appeared a row of trees, much higher than
the rest, which I knew it would not be possible to get
over. We were then passing over a grain field, and I
cut the gun and landed down wind. The grain was
high enough to keep the ship from rolling far, and we
unloaded the sandbag before taking off again. With
the weight of the bag and its resistance gone, we had
no trouble getting out of the grain and back to the
flying field.
" A week later Bud carried out his original inten-
tion of testing the chute. It was successful. "
. .. Charles A. Li ndbergh
Thi s Monocoupe was originall y owned by Tony LeVi er.
He recentl y purchased theairpl ane andrestored it.
Warner powered Fairchild 22, owned by Kal Irwin, Santa
Bud retired a few years ago, and since has con-
tinued to be very active in antique aircraft restora-
tion and flying. He has a Gipsy Moth and is seen at
most of the West Coast fly-ins year afteryear.
Attending this year was the well known jimmieMat-
tern. He is known for record breaking flights in the
early 30' s across the Atlantic in a Lockheed Vega and
nearly successful round-the-world flight during that
time. Heis holder of many early records.
Martin jensen was present this year and is remem-
bered as 2nd place winner of the famous Dole Pine-
apple Race in 1927 from Oakland, CaliforniatoHawaii.
The race was won by the late Art Goebel. Only these
two planes made it out of eleven that tried. Many of
the other planes that tried either aborted or cracked
up on take off due to being so over gross that they
just could not fly. The others were lost enroute. As
the story goes, Goebel would often remind jensen
that he did not do so well either, as he was next to
From the racing days of the past was guest, Cliff
Henderson. Cliff was managing director of the Na-
tional Air Races formanyyears, startingin 1928.
TonyLeVier, well known retired Lockheed test pilot,
brought out his recently restored 1928 Velie Mono-
coupe.As you can seefrom thepictures, itis a beauti-
ful restoration. He has since picked up a few top
trophies at fly-ins including Watsonville and Chino.
Please note his new title on his T-shirt. Test flying
restored Monocoupes must notpay toowell!
There were over 40 Antiques, Classics, Warbirds
and Homebuilts on the field.
Two car clubs were invited: Classic Car Club of
America and The Roaring 20's Club. Their members
brought out over 50 very top quality antique cars for
display. This added much color and interest to the
"Gatheri ng".
The "mean looking" fellow in the straw hat is Mor-
gan Woodward of movie and TV fame, who is well
known for his roles as "the bad guy". He is really
just the opposite and an antique airplane enthusiast
from years back. He is presently between airplanes
because of lack of time, but a few years ago he re-
stored and flewone of the nicest PT-19s around.
The weather was great this year , with a turnout of
people who consumed over 400 delicious bar-b-que
beef dinners. The beef was furnished and cooked by
one of the antiquers. Salads and other good food was
furnished by the wives. This is always a great event
andwearealllookingforwardtonextspring' s"Gather-
ing of the Clan".
On l eft i s Jimmy Mat/ ern, earl y record holder wi th his
Lockheed Vega. On ri ght i s host Lane Leonard, ori ginator
of" Gathering ofthe Clan" .
Ton y LeVi er capitali zing on his recent exp eri ence as a
Monocoupe test pilot is available for those needing his
servi ces (maybe) .
Claude Gray on ri ght,
auth or of this arti cl e, i s
having a round with movi e
and TV " bad guy" Morgan
Woodwa rd, who isalsoan .....
he isoffscreen.
Brad Larson's Rya n Sew.
Martin jensen, second (a nd last) place winner
of 1927 Dole Pineapple Race.
Gray's American Eagle didn ' t l et that P-51 dampen its spirit.
The Klemm L 25 d VII R owned by Rolf Ehmann,
EAA 55441 and a member of the Oskar-Ursinus-
Vereinigung, the German counterpart of EAA, has
been nominat ed by the International Amateurbuilt
Aircraft Committee (CiACA) of the FAI to receive the
Phoenix Diploma for 1980.
This prestigious award was created by the FAI in
1978 for the best restoration of a vintage airplane (over
30 years old) by an individual amateur. In 1979 the
award went to a French Simoun.
This Klemm , Serial Number 978 was built in 1933/34
by Klemm Lei chtflugzeugbau at B6blingen in Ger-
many. It was certifi cated in 1934 with the registration
This photo was not capti oned but we assume th at one of
the gentl emen is Rolf Ehmann, the owner of the beautiful
award winning Klemm. Note the 1976 EAA winged decal
on the fuselage side on the trim line between the cockpits.
designation D-ELAH . The aircraft was sold to the
Deutscher Luft sportverband Kempten, a sport avia-
tion club. In 1938 it was operated by the Shell Flight
Center in Hamburg. The last inspection of the aircraft
took place in 1938 in Hamburg and the plane did not
fly during World War II .
After the war the aircraft was taken over by a holders
pool within another sport aviation club, the Luftsport-
verband Bonn , which included among its members
Peter Klimpel, Hans Frintrup, Josef Baier , Matthias
Ludwig and Heinz Simon. They restored the aircraft
and it received a new registration designation, D-EJOL.
After numerous flights during the next ten years
EDITOR'S NOTE: The photo and the above i nfor-
mation was sent to us by EAAer Wolfgang Wagner,
AIC 3074, of West Germany.
it was bought in 1975 by Rolf Ehmann who is the
present owner.
The aircraft still is in good airworthy condition and
it holds a standard certificate of airworthiness. The
aircraft is entirely original, with no modifications to
be found when checked against drawings bearing dates
prior to that of the machine's production. The 85 hp
HM 60 R Hirth engine bears serial number 857 as was
entered in the aircraft's first documents.
There is no problem with hangar space for Mr. Eh-
mann as the wings are removable and can be fitted
to the fuselage in no more than eight minutes.
The aircraft is based at G6ppingen Berneck where
the Fritz Ulmer Oldtimer Collection can also be found.
About 600 of this type were sold during the 1920's
and 30's.
Story & Photo by Gene Chase
How many Piper J-3's do you suppose are flying
today, still with the origi nal factory installed engi ne
and propeller? How about a Cub with one original
tire and the original tailwheel? (The other tire was
replaced by a used one in 1948 when the plane was
two years old!)
This unusual Cub is owned by Arthur L. Johnson,
a farmer near Berea, Nebraska in the northwest cor-
ner of the state. It was manufactured on 2/28/46 and
Art purchased it from the original owner the follow-
ing year.
Total time on the airframe and engine is 992:00
hours and the C-65 engine has just undergone its
first major overhaul. It previously had been topped
The original fabric was replaced recently with Grade
A Cotton and butyrate dope by Dick Bosn, an A & P
mechanic at Scottsbluff, Nebraska. Dick was very care-
ful in maintaining authenticity and was disappointed
when he could not obtain the original style Sensenich
decals for the wood prop which he refinished .
Art operates his prized Cub off a small grass strip
on the edge of Berea and he fully intends to fly the
p lane for another 30 plus years .
(Phoro by Ron Al exander)
Th e locati on of this beautiful scene i s Cedar Ri dge Air-
port near Griffin , Georgi a and the time was earl y Sept em-
ber, 7980. Th e Stearmans bel ong to Carl King, j oe Shelor
and Ron Al exander, all Delt a Air Lines pil ots. The Ford
and th e Pure gasoline pump are owned by Ed j ones.
by Gene Chase
Seven years ago the EAA Air Museum Foundation
acquired a Ford Tri-Motor from an insurance company
when a freak wind storm lifted it from its moorings
and severely damaged it at the Burlington Wisconsin
Airport. It had been owned by Dale Glenn of Lawrence,
Kansas and was a familiar sight over the years at EAA
Conventions at Oshkosh, and before that at Rockford ,
Cash donations to the Ford Tri-Motor restoration
fund have been coming in, due mostly to a 60 page
booklet, "A Ford In EAA's Future" , by George Hardie,
Jr. This publication is not for sale but it can be ob-
tained free by anyone making a ten dollar minimum
donation to the SAVE THE FORD FUND.
" A Ford In EAA' s Future" is a brief history of the
development of Henry Ford' s "Tin Goose" and spe-
(Photo by Dick Stouffer)
Th e Ford taking off with a load of passengers at th e fAA
Convention at Rockford, Illinois in 7969.
cifically EAA's Ford 4-AT-E, NC8407, Serial Number
4-AT-69. The booklet is 8'12" x 11 " in size and in addi-
tion to the fascinating story of Ford planes, it con-
tains many outstanding photos, including several from
the Ford Archives .
The fuselage of NC8407 was damaged so badly that
it could only have been rebuilt in a jig. It so happened
that KAL-AERO, Inc., of Kalamazoo , Michigan had
such a fixture thanks to the Ford Tri-Motor fuselage
which J. R. Nielander retrieved from a Nicaraguan
jungle in 1975, and donated to the EAA Air Museum
Fou ndation .
This fuselage was corroded too badly to ever be
airworthy, but it served just fine as the pattern from
which KAL-AERO constructed a jig. The first use of
the new jig was to rebuild the Island Airways' Ford
Tri-Motor which had been substantially damaged in
a landing accident in 1978.
The Island Airways Ford was completed last April
and KAL-AERO immediately began work on the EAA
Ford . By the time Oshkosh ' 80 rolled around, they
had completed the fuselage rebuild from the fire-
wall to the station aft of the cabin door. That was the
portion which KAL-AERO had trailered to the Con-
vention and placed on display near the Mini Museum
Since then the fuselage framework has been com-
pleted and is now ready for its covering of corrugated
aluminum. However, the project is currently at a stand-
still because the SAVE THE FORD FUND is depleted.
The Museum's interest in acquiring the Ford back
in 1973 was to save this priceless bit of aviation his-
tory. NC8407 made its first flight on August 21, 1929
and then was sold to Pitcairn Aviation, Inc. , which
was later absorbed by Eastern Ai r Transport. More of
the aircraft 's interesting background is described in
the booklet , " A Ford In EAA's Future".
Why' not make a ten dollar contribution today to
the SAVE THE FORD FUND, and receive the Ford story
as a gift from the Museum? Better yet, make several
ten dollar contributions and give the books as Christ-
mas gifts.
Contributions may be made to SAVE THE FORD
FUND, EAA Air Museum Foundatioll , Inc. , P. O. Box
469, Hales Corners, WI 53130.
(Photo by Lee Fray)
This i s a result of th e fr eak wind storm whi ch hit the Bur-
lington, Wi sconsin Airport on June 76, 7973. In addition
t o the Ford Tri-Motor, several oth er aircraft were also
(Photo by Gene Chase)
Th e parti all y rebuilt fuselage of the Museum Ford Tri-
Motor l ooked like thi s at Oshkosh '80. The remainder of
the fusel age framework has since been completed. KAL-
AERO is doing a remarkable job with this project. Th e
plane willbeli censedStandard Categor ywhen compl eted.
by Charles W. Lasher
The Aeronca Owners Club
74700 Lake Candl ewood Court
Mi ami Lakes, FL 33074
This book is modestly described by the editor, Jer-
roldA. Elling,as "AnEdited CompilationoftheAeronca
Owners Club Bulletins". That probablyis a true state-
ment, but it certainly gives no-insight as to the vast
amount of useful information contained in this 240
It tells the reader what to look for when buying an
Aeronca . It gives the designation and specifications
for the 7 and 11 series airplanes, as well as conver-
sion information on the various models.
AD's and Service Bulletins are covered including
"Aeronca Service Letters" and "Aeronca Helps and
Maintenance, repair and restoration information is
included, along with excellent photos and drawings.
Original factory paint schemes and colors are de-
scribed in detail.
This large8%"x 11"volume published by Flambeau
Litho Corporation of Tony, Wisconsin is a must for
all Aeronca buffs and especially those who own
Champs and Chiefs . It's a shame that comparable
publications aren ' t available for other popular vin-
tage lightaircraft.
Gene Chase
6Zub rJiZyJn
The National Stinson Club's 108 Section held its
Fourth Annual Fly-In at the south central Nebraska
village of Mi nden on july 18, 19, and 20th. Forty-six
Stinsons were registered, with several other planes
flying in and over twenty Stinson lovers driving in.
The Stinson aircraft in attendance gave testimony of
the great pride of ownership. Twenty-one states and
Canada were represented, with Texas, Nebraska, Kan-
sas, and Minnesota having the most present . Aircraft
also attended from Washington and Oregon on the
West Coast and Maryland and Ohio from the East,
with the longest distance being flown from Merigo-
mish, Nova Scotia, Canada, by t he Frank Penny family.
Articl eand Photos by Mi chael C. Emerson, AIC 2423
708 West 16 Street
BI g Spring, TX 79720
All of the previous three 108 Section fly-ins have
been held at Minden, originally organized by current
Fly-In Chairman Bob Near of Hastings, Nebraska. The
local Experimental Aircraft Chapter 544 with Minden
Coordinator john Al bers have traditionally been hosts
for the Stinson Fly- In.
Early arrivals came in Thursday evening, with the
majority of the attendees arriving on Friday and Satur-
day morning. There was an ice cream social Friday
evening at the Kearney County 4-H Community Build-
ing on the airport premises . Seminars were held in
the same building Saturday afternoon as well as the
Banquet and Awards Presentation Saturday night.
Seminars included recovering and painting; the
story of Aviatrix, Phoebe Omelie; a presentation by
Phillips Petroleum of their XI C oil; and a presenta-
tion on repair of metal parts on the Stinson 108 series .
Steve Dyer , President of Univair, conducted the re-
covering and painting seminar. Steve, a veteran of
five complete aircraft restorations and countless parts
projects, gave tips on how to uncover, then cover and
finish your aircraft. He talked about some of the newer
products available (especially those from Randolph,
one of Univair's distributor lines) and techniques for
applying them. He showed a rudder covered in Ce-
conite and cotton and finished in various methods.
The original paint scheme drawings for the Stinson
108' s were also displayed.
jane Ormsby Stevens presented the Phoebe Omelie
Story. She told of her past six years researching the
Aviatrix through use of slides of old newspaper arti-
cles and pictures. Phoebe Omelie and her husband
formed a famous flying stunt team that toured the
United States in the 1920's, and later she went on to
win national air races on her own. In 1933, President
Roosevelt appointed her to the National Advisory Com-
mittee on Aeronautics as a technical advisor, and in
1941 she became a flying specialist for the Civi l Aero-
nautics Administration. She and Amelia Earhart got
involved in a project to mark the names of towns and
cities on the roofs of buildings and on highways as a
gUide to pilots.
George Leamy of Spartanburg, South Carolina, gave
his usual interesting seminar - this year on repair
of Stinson metal parts. George covered repair of vir-
tually every metal part with rivets, body epoxy, and
with Lumiweld. The Lumiweld process accomplishes
wel ding without flux and by dissolving and fUSing
with aluminum at a temperature about 400 degrees F.
below normal melting temperature of aluminum. It
is a beautiful way to wel d up minor cracks and tears
in non-stru ctural al uminum parts . For further infor-

Bruce Hoover, ri ght, Chairman of the 108 Secti on of the
Nati onal Stinson Club presents an Appreci ati on Award
to Bob Near. Bob founded th e 108 Fl y- In in 1977 and is
th e current Fl y- In Chairman.
mation on the Lumiweld process, write Dept. H, Al umi-
smiths , Inc., P. O. Box 517, Deland, Florida 32720.
George also made reference to an Air Progress maga-
zine article entitled " All About Riveting" by Matt
Bill Ackerman , Aviation Sales Representative for
Phillips Petroleum , gave a presentation on th eir rela-
tively new multiviscosity aviation oil , "X/C", for cross
country. Its merits are the same as for automotive oils
in that i t maintains the correct viscosity at a range of
temperatures, thus maintaining optimum lubrication
of engine parts.
There was a static display (engine conversion kit)
Don and Anna Maxfi el d, Kearney, Nebraska. 1944 Stin-
son V-77, NC33543. Winner of Best CuI/wing award and
the Sweepstakes.
Cork y Barnett and sons, Ponca Cit y, OK. 1947 Stinson
108-2, N9836 K. Bes t Modifi ed Stinson and th e bes t of
all - th e GRAND CHAMPI ON.
Frank Penny and famil y, Meri gomi sh, Nova Scoti a, Canada.
1948 Stinso n 108-3, C-GLDA. Longest distance award.
provided by Univair and Alpine Aviation (Mike Mc-
Daniels, Tom Bond , and " Bobcat") . Craig and Julie
Baldwin brought a new Lycoming 180 hp engine from
Colorado and newly manufactured parts for the 180
hp and 200 hp Lycoming engine conversion for the
Stinson 108 series .
At the Saturday evening Awards Banquet , Bob Near,
John Albers , and Osee Newbold were recognized for
their efforts in organizing the 1980 Fly-In. Receiving
the award for the Best Stinson 108 were Richard and
Julie Klepperich of Webster , Minnesota; Best 108-1 -
Raleigh and Pat IIlgen of Watertown, Wisconsin ; Best
108-2 - Merle and Marge McNeel of Litchfield, Ne-
braska; Best 108-3 - M. C. Hanley of Pauls Valley,
Oklahoma; Best Pre-War Voyager - Bill Lakes of Man-
hattan, Kansas, for his HW-7S; Best V-77 - Don and
Anna Maxfield of Kearney, Nebraska.
Other awards were made for Most Original Restora-
tion - Charles and Louise Idler of Kirk, Colorado,
for their 1949 Piper Stinson 108-3; Best Modified Stin-
son 108 - paul and Maria Taipale of Belleview, Wash-
ington ; Best Modifi ed Stinson 108-1 - Jerry and Jane
Callahan of Portage, Michigan; Best Modified Stin-
son 108-2 - Ray and Marilyn Helmich of Kansas City,
Missouri ; Best Modified 108-3 - George and Linda
Leamy of Spartanburg, South Carolina.
Awards were also presented for Best Modified Stin-
son to Corky Burnett of Ponca City, Oklahoma, who
also won the Grand Champion award for his Stinson
108-2. Sweepstakes were presented to Don Maxfield
for his V-77 Gullwing. Other awards were presented
for Best Work Horse to Ronald Mosman of Minne-
apolis, Minnesota; to the Oldest Pilot , Charles Idler,
age 72, of Kirk, Colorado; and to the Youngest Pilot,
Bill Delise, age 16, of Bingham, Nebraska.
Appreciation was expressed for the hospitality ex-
tended by Lil ' Red Aero, local FBO managed by Louie
and Don Bosworth. Thanks was also given for the
support of the Minden Chamber of Commerce and,
of course, to Harold Warp, owner of the Pioneer Vil-
lage Museum for his unending support and gener-
osity extended to the Stinson Club.
The Stinson Club looks forward to another success-
ful fly-in at Minden, Nebraska, in 1981 .
Bill Laker, Manhattan, Kansas . His 1939 Stinson HW-75, Juli e and Ri chard Kl epperi ch, Webster, Minnes ota. 1946
NC23 7 10 won the Bes t Pre- War Voyager award. Stinson 108, N97607. Bes t Stinson 108.
Plans For The
GERE Sport Biplane
Part I of this 2 part seri es appeare(1 in the November, 1980 i ssue of Th e Vintage Ai rpl ane.
This excellent photo of the Gere Sport Biplane speaks for
itself. Good design, clean lines and beautiful workmanship.
Part 2 As Taken From The EAA Reprint Of The
1933 Flying Manual.
by Douglas Rolfe
This chapter shows plans for building the Gere Sport deal of banging about. Now, rightly or wrongly, most
Biplane wings, tail assembly, controls, and control sur-
training ships are of the biplane type and from this
faces. When you' ve finished ship you' ll have a light bi-
we may assume that the type is particularly well suited
plane thatis the last wordin modern design.
to hard usage if not actual abuse. Certainly it can com-
bine rugged strength with low weight - two factors
which are of supreme importance in any lightplane
In case you fellows who have followed this article design.
think I am hipped on the subject, let me confess to "The writer's purpose in designing this plane was to
a weakness for biplane design. Amateur builders as make a lightplane that would perform like the ordinary
a rule do not have very much flying time behind them commercial or training plane and be of modern design
and therefore need a plane which will stand a good and construction throughout the entire structure . .. the
factor of safety often is maintained throughout and i s
greater in many places." (From the unfinished notes
of George "Bud" Cere.)
After reading Bud Cere's stated reason for design-
ing and building this ship and after digesting the plans
and pictures which accompany this article there is
little doubt in my mind that you will feel inclined to
agree that he just about hit the mark.
As mentioned in the previous installment, every-
thing has been done to try and make the accompany-
ing working drawings self-explanatory. It has also
been explai ned that th rough unfortunate circu m-
stances the builder of the original ship was unable
to complete the plans himself.
Now it is literally impossible in the limited space
at our disposal to cover every single detail of any air-
plane design and the prospective builder must be pre-
pared to exercise a certain amount of ingenuity and
generally use his own head. These remarks are par-
ticularly directed to those who may feel the urge to
write in and complain that I have not covered the en-
tire ship.
My personal opinion is that builders will always take
certain liberties with one or more details of the de-
sign they are reproducing; and for various reasons,
not the least of which is the desire to incorporate
some little improvement of their own - fancied or
real - into the finished job. Which seems to me a
healthy attitude deserving nothing but praise so long
as the important features of the design are not tampered
For the builder who is tackling his first job and who
therefore is rather at sea when it comes to tackling
some of the construction operations I can think of
no finer advice than to recommend the purchase of
a copy of the 1932 Flying Manual. This is literally a
mine of information and contains not one but several
airplane building articles. Written as they are by dif-
ferent designers and specialists, these articles are of
unusual value to the amateur builder and a careful
perusal of this volume will put the reader in posses-
sion of just about all the written knowledge neces-
sary to build the Cere plane from the plans furnished
Now having got that off my chest let's proceed with
the work in hand:
You will see by the drawings and photographs that
the wings are cut off square at the tips. This elimi-
nates the making of curved tips, which are hard for
Gere Sport built by A. S. Smokovitz, Vulcan, Mich., in 1934. Powered with a 60 hp Dayton Bear engine.
(Photo by Jock McRae)
most amateur plane builders to make all alike. There
is so little loss in dynamic effect in using a flat tip on
a plane of this size and type that the additional work
involved in making curved tips is not warranted.
The spars are designed large enough to permit the
use of pine if spruce is not available, but spruce is
recommended. They are 1 in. thick. The depths of
front and rear spars respectively can be obtained from
the working drawings. The spars are not routed to
form I beams, as difference in weight is so slight that
it would not pay to have it done in a mill and to rout
them by hand is a tedious operation requiring a good
deal of time and care. Top and bottom edges of the
spars should be beveled to meet the form of the rib,
this operation naturally being delayed until after the
ribs have been made. While making the wing spars
it would be a good plan to make the center section
spars, one front and one rear, following th e draw-
ings for length.
Each of the two upper wings requires nine full ribs,
the two lower wings will each account for another
four full ribs and five shorter ribs which extend to
the rear spar only. In addition to these four more ribs
will be needed to complete the center section, mak-
ing a total of 30 full ribs and 10 short ribs to be made
before the wings and center section can be assembled.
The ribs are made from 1/8 in. by 1/2 in . spruce with
gusset plates of 1/32 in. fiber. This latter material is
obtainable from most electric supply houses and is
recommended in preference to plywood, which,
though permissible, is more difficult to handle.
After laying out the rib jig from the drawings, steam
the cap strips until they are pliable enough to be bent;
then place them in the jig. Next cut the truss strips
to size and set in place, brush plenty of waterproof
glue into each joint and nail the gussets on, taking
care to use plenty of glue on each gusset before set-
ting it in place.
Twelve compression ribs - three to each wing -
are specified in the plans. These are illustrated in de-
tail on the wing drawing. They are made by stiffen-
ing the ordinary ribs at the point specified. It would
be a good plan to make all four ribs for the center
section in this manner. The slight increase of weight
is nothing in comparison to the extra stiffness which
will result from this treatment.
When all the ribs have been completed and the
spars shaped to accommodate them the wings are
almost ready to assemble. First, however, the spars
have to be drilled for drag fittings, interplane strut
A !JOOd view of the wing construction. It is
suggested that 20 gao steel wire be used for
the false ribs instead of shaped aluminum, as
used on the original job.
Working drawi,ngs of the wings and center section are given here. Note the position of the surge tank in the middle panel
of the center section. A further improvement would be to place this tank on one side and the gas tank on the other.
The center panel could then be braced as shown in the drawing. Tips of the wings a,re square for simple building.
fitt ings , etc. , and the fittings themselves made. Fol-
l ow th e pl ans f or these units. Drill the rear spar of
each l ower wi ng to accommodate the ai l eron hinge
bolt s and cut the f uselage end of all the l ower spars
t o an angle of 10 deg. This angl e i s necessary in order
to secure a snug fit in the wing fi tti ngs attached to
the fusel age on account of th e dihedral angl e of the
l ower wi ng.
The wi ngs may now be assembl ed. Sli p the ribs i n
place, foll owi ng the pl ans for position, and secur e
in place. Bol t th e drag f i tt ings i n place and rig the
wi ng wi th No. 10 aircraft wire, usi ng 325 SF turn-
buckl es to tighten. Great care should be taken i n ri g-
ging the wi ngs to insure that t hey are fi ni shed abso-
lutely true.
False ribs extending fr om the top of the f ront spar
to the lead ing edge of the wing and si tuated between
the main ribs are advisabl e. They are not shown in
the drawings but can quickl y and easil y be made by
taki ng l engths of 20 gao hard wir e and shaping it to
th e contou r of the nose ribs . The ends of these wi re
nose ribs are pressed fi rml y i nto hol es drill ed in the
f ront spar and the l eadi ng edge. If a more powerful
mot or is considered i t will be advi sabl e to cover t he
enti re l eadi ng edge of the wi ngs from the fr ont wi ng
spar to th e l eading edge member wit h 1/32 i n. pl y-
wood . Th is i n additi on to the false ribs alr eady men-
ti oned.
The center section is the next point of attention.
Spars and ribs for this are exactly si milar to the main
wing construction, with the added suggestion that
all fou r ribs be stiffened in the manner prescribed for
the compression ribs. The spars should be drilled to
take care of the upper wing fittings before assembling.
On the original ship no provision is made to carry
either surge (water) or gas tanks i n this member. It
was decided later to incorporate one or both of these
tanks into the center section and our recommendation
is that actually both tanks should be located here. It
will simplify things generally and in consequence of
this. decision a layout showing this form of install-
ment has been added since the first plans were made
- this layout will be found on the conti nuation pages.
It shows the disposition of the two tanks and you
will see that this arrangement takes a slight change
in the rigging essential. The tanks occupy the spaces
between the ribs l eft and right, the center space
being rigged with No. 10 aircraft wire the same as
the wings. So before drilling the center section spars
it will be necessary to check with the additional lay-
out reterred to.
The center section strut attachment system is shown
in the drawings.
Ailerons are employed on the lower wings only.
They are built up in the same manner as the wings
and are attached by three hinges which are shown
in detail on the drawings . The aileron control is
operated by torque rod and bell and crank. Thi s con-
trol , also shown in detail , should be made and fitted
before attempting to cover the ailerons and wings.
The entire framework of ailerons and wings should
be given a good husky coat of varnish before cover-
ing; and if you have any misgivings about the cover-
ing operation itself drag out the old 1932 Flying
Manual again - it tells all about it there!
The entire tail assembly is so thoroughly explained
in the detail ed drawings that little comment is neces-
sary. As it is a welded job from start to finish the same
care should be lavished on this unit as has been al-
ready given to the fuselage. Make the necessary hinges
for flippers and vertical rudder and all other fittings
shown in the detail. After the assembly is completed
This picture was snapped at Wold-Chamberlain airport just after the plane had won her
wings in a successful test flight _ George Gere, Sr. is seen congratulating pilot Elmore Wall
on his expert handling of the plane designed and built by his son.
The Gere rib is very strong and follows modern construc-
tion practice. Compression ribs are formed by covering
ordinary ribs on each side with 3/32 in. plywood. Use
this drawing in laying out a rib jig.
check for fit on the fuselage, as it may be necessary
to make a few alterations and this is more easily at-
tended to while the framework is still uncovered.
Gere plane as Bud built it is the excellent operation
of all the controls. As will be seen from the drawings,
positive control is used in all cases with the exception
of the rudder control, which is operated by cables.
These have been covered in great detail in the work-
The location of the control column and rudder bar
ing drawings. One of the outstanding features of the
is not arbitrary - these units may be placed in what
seems to be the most comfortable position for the
pilot. This being the case, control rod lengths and
similar measurements will have to be determined by
the builder to suit his needs.
MEMBERS ARE ~ ) ( l 8 GA .
The moving end joints for the center section, or cabane struts.
The only essential instruments are the oil gauge,
tachometer, altimeter, air speed indicator and switch.
For those who have the means the combination instru-
ment panel as used by Gere will add a finishing touch
to this smart little ship, but it can of course be dis-
pensed with .
Wing struts are covered in detail drawings. The
diagonal strut should be cut to the proper length
before welding and a jig should be used in assembling
both the outer bay struts and the center section struts.
The center section struts are welded to the spar fit-
ting at the top, but we recommend a moving joint at
the fuselage point of attachment. This is not neces-
sary and if the builder prefers he may dispense with
fuselage fittings and moving strut ends at this point,
merely welding the lower ends of the struts direct to
the fuselage. Flying wires and wing bracing generally
may be either 1/4 in. streamline cable or stranded
This simple arrange
ment of gas and . wa
ter tanks is recom
mended as most prac
The unusual radiator mounting
shown here is used with Ford
type motors as well as with the
Chevrolet seen in these pictures.
If an aircooled motor such as
the Packmag Twin is installed,
the radiator is, of course, eli.
___........ _ _ 6 FOR NOSE
__--- "\ " " fRAMING
DOTTED OUTLINE .......... ',_
, -
--- - -=".

Each individual builder will prob
ably have ideas of his own when it
comes to the engine cowling, which
will have to be modified to suit the
particular power plant selected,
The above sketches will be helpful
where Ford or Chevrolet engines
are used, Straight lines carry out
the general lines of the ship and
are easier to handle, Start by mak
ing paper patterns.
1929, 1930, 1931
2.50 ea.
EAA Air Museum Foundation,Inc.
Box469 Hales Corners,WI 53130
Allow4-6 Weeks For Delivery
Wisconsin Residents Include4% Sales Tax
cable. Although some may feel like using ordinary
aircraft wire for rigging the wings, it is not desirable
and should be avoided. Rig the ship with great care,
as the wings mustbe true in every respect.
Use agood grade ofairplane fabri c throughout and
give six coats of dope, using pigmented dope for the
last three coats. Added attractiveness is obtained by
finishing the ship in one of many striking color com-
binations which Berry Brothers, Detroit, furnished on
request for a nominal sum - ifindeed they makeany
charge at all.
The motor cowling will naturally depend on the
type of motor selected. However , if a Ford, Szekely
or Packmag Twin type is employed it will be neces-
sary to check the weight and point of balance before
making a motor mount to accommodate the engine.
In any case, it will be advisable to check the point
of balance whatever motor is used, before drilling the
engine bearers and bolting the motor down. A good
plan is to shift the motor back and forth along the
bearers until the properbalance is obtained.
Ifa water cooled motor is used, a remote tempera-
ture gauge should be fitted and the motor always
run up to about 150 deg. F. before attempting a take-
off. A Paragon 10 J60 in. propeller is satisfactory for
the Chevrolet motor. For Ford motors, use the pro-
peller recommended by Mr. Pietenpol and for other
motors obtain the manufacturers' advice on the sub-
ject .
- - - - - - -
Closeup view of the aileron. The inboard
aileron hinge and a compression rib are
seen to advantage in this picture.
Tail group with elevators and
horizontal r u d d e r removed.
Closeup view of the plrtly finished
cockpit with instruments on panel.
. . i-x . _____.
'- ---'


Chevrolet motor cooling ho'okup.
.fIx 20GA.TUBE
ARE 16
This detail expl,ains the aileron
hinge constructio,n and gives furthe'r infor-
mation on the aileron controls.
The late Bud Gere survey
ing his handiwork. This
photo emphuizes the all
uound sturdy construe
tion of the ship.
Extreme simplicity of the
Gere tail unit makes these
plans selfexplanatory.
~ ~ ~
~ B O ~
j"x 20 GA . CONTROL
MADE UP OF i"x 20 GA .
Note that the vertical rud-
der is the only cable o-p.
erated control.
w ~ ____~ ____________~ ~ ____________________~ ~ ______________~
Not to preface this narrative with, "Once upon a
by Wall y Smith
time ...", is difficult because as tempus fugits, the
activities of the original Marlboro Antiquers appear
to have faded away into a long ago story-book-like
tale . The locale was Marlboro Airport , situated on
Farm Road in Marlboro, Massachusetts. The field ,
the oldest privately owned in the state, having been
established in 1929. The year was 1960 when , for all
intents and purposes , the Marlboro Antiquers in-
formally organized and held their first fly-in, an event
which became an annual affair through 1966. Regret-
fully, it was decided that the proceedings had out-
grown facilities and the Marlboro Antique Fly-In was
held no more. Nevertheless, for seven years the
Father's Day weekend heralded one of the best known
and eagerly awaited fly-ins with participants arriving
from all parts of the country.
The nucleus of the Marlboro Antiquers was made
up, understandably, by owners of antique airplanes
and in 1960 these were: Don LaCouture, airport man-
ager and co-owner (with Tony Nunes), who owned a
Meyers OTW; Carmen Perrotti, Jr . , Fleet 16-B; Ted
Perrotti, Fleet 10; Ed Waters, Dart G; Bill Purcell,
Ryan ST3-KR; and Gerry Barg, Meyers OTW. The pre-
ceding aircraft were all active, flying from the field.
Another noteworthy airplane which was hangared at
Marlboro but which never flew there was a Rearwin
Speedster owned by Don.
As the years passed, other antiques such as Travel
Airs, Curtiss Robins, other model Fleets, a Kittyhawk,
Stearmans, Great Lakes and early Cubs have been in-
habitants, giving pleasure to the camera-toting fana-
tics as well as the casual spectator.
And so it was that the Marlboro Antiquers, zealots
to a man, would congregate most every Sunday morn-
ing, be it snow, rain or shine, to see what was hap-
pening; possibly a buddy ride in an old bipe, one
cared not where as long as that old radial was pop-
ping away up front; maybe a hot session of hangar
flying, slides and movies if the weather wasn't pretty
much CAVU; or just plain taking it easy under a wing
on a hot summer day.
Annual banquets, cookouts and social gatherings
served to mollify some of the wives and sweethearts
of the Antiquers who at times must have felt akin
to golf widows! But , by and large, the Marlboro An-
tiquers existed in a spirit of good fellowship and co-
operation, each one doing his part toward the suc-
cess of each fly-in, spot landing contest or what-
ever event had been undertaken.
The sixties were, in retrospect, the " good old days"
of antique airplane activity, at least here in the East.
There was no energy crisis, fewer restrictions on sport
flying by government and, most important of all, the
(photo by Don LaCouture, Ir,)
Lineup of four aircraft l eaving for Oshkosh 79 from Marl-
boro, Massachusetts.
(Photo by Ira Ward)
7929 Curti ss Robin C-2, when owned by th e Perrotti
Brothers, Thi s plane was the Grand Champi on at the AAA
National Fl y-In at Ottumwa, Iowa in 7962, Thi s Robin
i s now owned by the Hill Country Museum, Morgan Hill,

(Photo by Wall y Smith)
Trophy winners at the Marlboro Antiquers 7967 Fly-In,
Standing, l eft to right: Carmen Perrotti , Sr., Pete Brucia,
Fr. lohn MacGillivray, Arch McConnell, Ted Perrotti , Miss
Marlboro Antiquer, ludi Smith, Ted Larter, Bob Brodeur,
Demi Copadis, Bill Purcell, Front row, Don LaCouture,
Gerr y Barg with daughter Marcia, Art Bujnowski , Mike
Farrey, Dee Barnard, Carmen Perrotti, Ir., Di ck lohnson,
(Photo by Don LaCouture, Jr,)
Dave Watso n, President of fAA Chapter '673 enroute to
Oshkosh 79 in his Clip Wing Cub whi ch received th e
Custom Class " A" Award that year.
value of antique aircraft hadn' t soared to the point
where flying them presented a large financial risk.
Oh, well, it was fun while it lasted!
And so one story and one era ended as individuals
such as the Perrottis, Carmen and Ted, Dale Means,
Ed Waters and others, with the exception of original
Marlboro Antiquer, Bill Purcell, and a newer tenant,
Bob lebewohl and his Stearman PT, drifted away from
the field to other interests. However, the end of one
story marks the beginning of another.
There were always (and we say this fondly now),
many aircraft on "RAG ROW" such as Taylorcrafts,
Cubs, Champs, etc. which were entirely ignored at
antique activities for years . These planes, now re-
ferred to as classics are coming into their own, being
restored and flown by dedicated individuals who have
banded together in their common interest. This group
has in turn been accepted by the homebuilt enthusi-
asts forming a healthy and growing sport flying or-
Many of these people, although not formally or-
ganized, had been meeting at Marlboro for breakfast
flights and other activities for quite some time when,
in 1974, Don laCouture, Jr. flew a 90 hp Cub to Osh-
kosh, Wisconsin to attend the EAA's Annual Fly-In.
Don Jr:s enthusiasm generated interest by other own-
ers and soon plans were being made for other flights
to the big event. A banner year in 1979 saw four air-
craft, each either a classic or antique, flown as a
group from Marlboro carrying six pilots to a touch
down at Oshkosh. And there wasn't a radio in the
When the mini-armada returned, the prevalent feel-
ing was that Marlboro Airport was long overdue for
establishment of an EAA chapter and so, application
for same was made. This was done through the initia-
tive of Dave Watson of Marlboro who had been pre-
sented the 1979 Custom Classic Class A Award at Osh-
kosh for his J-3 Clipwing Cub.
In keeping with tradition the eleven charter mem-
. bers decided that the name of the chapter should
reflect the history of the antique/classic movement of
the 60's. And so the official title became, "Chapter
673 - The Marlboro Antiquers, Inc."
After just two meeti ngs the chapter roster had
swelled to the present twenty-five members. Meet-
ings featured discussions and instruction on varied
topics such as welding, riveting and other aircraft
oriented procedures.
The new " Marlboro Antiquers" are pointing toward
the flight to Oshkosh as the highlight of Chapter
673's activities for the year. A number of pilots have
signified intentions to make the, flight so look fO.r
them there!
1940 Piper J4A Cub Coupe - Oshkosh Winner 1976
Outstanding Workmanship, 1977 Reserve Grand Cham-
pion - See Vintage Airplane feature story and cover,
August, 1977 also November, 1977, October , 1979.
Serious offers only. AI Anderson , 313/676-3119.
1973 - March through December
1974 - All Are Available
1975 - July/August, September/October, November/
1976 - January through May, August through Decem-
1977 - All Are Available
1978 - January, March through June, August, October,
1979 - February through December
1980 - January through November
Back issues are available from Headquarters for $1.00
each , postpaid, except the July 1977 (lindbergh Com-
memorative) issue, which is $1.25 postpaid.
Membership in the Expeflmental Aircraft Association. Inc. IS $25.00 for one year . $48.00 for 2 years
EAA and $69.00 for 3 years . All include 12 Issues of Sport Aviation per year . JUnior Membership (under 19
years ofage) IS availableat$15.00annually.
EAA Member - $1400. Includes one year membership In EAA Antique-ClassIc DIVISion . 12 monthly
ANTIQUE- Issues of The Vintage Airplane arid memjershlp card (Applicant must be a current EAA member and
mustgive EAA membership number .)
NonEAA Member - $22.00 Includes one year membership In th e EAA Ant ique-Classic DiVISion. 12
monthly Issues of The Vintage Ailplane. one year membership In the EAA and sep arate membership
cards Sport Aviation notIncluded.
Membership In t he International Aerobat lc Club. Inc. IS $16.00 annually wh ich includes 12 Issues
lAC of SportAerobatics AlllAC membersare requlfedto bemombers ofEAA.
Membership i n the Warbirds of America, Inc. is $20.00 per year , which i ncludes a subscription to
WARBIRDS Warb irds Newsletter. Warb i rdmembersare requi red to bemembers 01 EAA.
The enclosed photos (see right and back cover ...
Ed.) are of a Howard DGA-15 that I operated during
the 1940s and 50s. A pre-Waraircraft , itl eft the factory
poweredwitha330hpJacobs which waslater replaced
with the power pack, firewall forward, from a ,BT-13,
including the P. & W. R-985AN-l, Hamilton Standard
constantspeed prop, cowlingand spinner .
Flown from Air Service, Inc., at Bridgeport, Con-
necticut, it was used for both passengers and light
cargoand covered much oftheEast Coast. The photos
were taken shortly after an airframe Illajor overhaul
(known as a complete restoration today) and the red
and black exterior finish and the authentic mohair
and leatherinteriorwould make NC1227 a trophywin-
She was a greatairplane and I' m happy I spent over
900 hours in her when she was a working airplane in-
stead of a " priceless antique" . She wasn' t pampered
and washed and polished before each flight - she
worked hard, and enjoyed it- and so did I!
AI Wheeler
AIC 5519
12 Bishop Pine Lane
EI Sombrante, CA 94803
Editor' s Note: This Howard is currently registered to
Ron Rippon ofRockford, Illinois.
In your September, 1980 issue of Th e VI NTAGE AIR-
PLANE, which, bytheway, is a finepresentation, page
11 showing a car which is shown to be a 1920 Packard
chassis with an older Locomobile body.
I showed this picture toa friend of mine, Mr. Ralph
Buckley, who is one of the foremost antique car re-
storers in the country. He tells me the bodyis from a
'21 to'26Pierceandthechassis is arounda' 28 Packard.
I really enjoyyour fine publication.
VictorG. Plumbo
Box 230 !Photo by Owen Iherpe)
Millville, NJ 08332 The beautiful interior of the pre-war Howard flown by AI Wheel er.
Dear Gene:
Spent three enjoyable hours the oth er Sunday f ly-
ing in and out of a British meadow and giving rides
in the Miles M.65Gemini 1A, photograph enclosed.
This is a li ght twin produced just after the WW 2
by the Mil es Company at Reading in Berkshire. The
basicairframe is that of the singl e engi ned Miles Mes-
senger , an AOP wartime effort with remarkable per-
forman ce, and which was also sold as a civilian four
The name Gemini is obvious with the two Cirrus
Minor 2 engines each 100 hp. The frame is all wood
and all plywood covered. Maximum endu r ance is
six hours, but not wit h four people on board! Note
the external Junkers style f laps which really work.
Only about three of these are left f lying. The gear
ups and downs by el ectric jacks . The props are Fairey
Reed made of metal slabs just twisted.
Beautiful weather today here but four hours away
by Tailwind a nasty front in the mountains just before
Switzerl and, my destination, so being yellow I stayed
in the office and wil l use the airline tomorrow.
Hope thatall i swell with you.
Yours sincerely,
Harold Best-Devereux
European Office Director
European Region Office
Stonehi ll sHouse
Welwyn Garden City
Herts.AL8 6NH
n UP
All Items READY-MADE for
Seat Upholstery - Wall Panels
Headliners - Carpets - etc.
Ceconite Envelopes and Dopes
-Send for FREE Catalog
Fabric Selection Guide- $3.00

EAA Air Museum Foundation,Inc.
259 Lower Morri.ville Rd.
Box469 Hales Corners, WI 53130
Fall.ington, Po. 19054
_VISA . (215) 295-4115 Allow4-6 Weeks For Delivery

.ft_ :.. =" __ft= =- 'II.__ ftft- ftft........... ;.ft,,:.
Wisconsin Residents Include4% Sales Tax
MARCH 15-22 - LAKELAND, FLORIDA - Sun ' n Fun ' 81. A full spec-
trum offorums, workshops, airshows, commerci al displays, camp-
ing, social activities, and more. For further information, pl ease
contact: Betty Jones, 4195 Forrest Drive, Mulberry, FL 33860.
AUGUST 1-8 - OSHKOSH, WISCONSIN - 29th Annual EAA Con-
vention and Sport Aviation Exhibition - the world' s largest and
most excit ing aviation event. For further information, please con-
tact: EAA, P.O. Box 229, Hales Corners, WI 53130.41 4/425-4860.
For Sale
The new 2-place aerobatic trainer and spor t bi-
plane. 20 pages ofeasy tofollow,detailedplans . Com-
plet ewith isometricdrawings,photos ,explodedvi ews.
Plans - $85.00. Info pack - $4.00. Send check or
money order to : ACRO SPORT, INC. , Box 462, Hales
Corners , WI 53130. 414/425-4860.
HISTORICAL MILITARIA, our most recent photo-
illustrat ed catalogue featuring antique edged wea-
pons, medals, and military items will soon be pub-
lished . $4.00 for First Class copy, ord er by General
Sales Catalogue No. 132G. Roger S. Steffen Historical
Mili taria , 14 Murnan Road , Dept. 24, Cold Spring,
1929, 1930, 1931
2.50 ea.