STRAIGHTAND LEVEL

The annual EAA International Convention is an avia-

tion landmark. Each year thousands of members and en-
thusiasts return and other thousands attend the Conven-
tion for the first time. What is it that brings so many fine
people together once a year? It all began in 1953 when
Paul Poberezny started EAA in the basement of his home
and the first fly-in brought out one homebuilt and a few
antiques and warbirds. The initial purpose was to promote
homebuilt aircraft and get them approved by the FAA for
recreational flight. It did come to pass and look what we
have today. Amateur builders are allowed to construct and
build aircraft of their own design, plans are offered to
builders and approved kits are available.
As EAA grew, so did the demand for what we now call
Divisions, which are special interest groups within EAA.
This is how the EAA Antique/Classic Division began.
When the International Convention was moved from
Rockford to Oshkosh the meet grew rapidly and it soon
became evident that what we now call antique and classic
aircraft would comprise about 50% of the show aircraft in
attendance. An informative group of volunteers would be
required to handle the traffic, parking and other Conven-
tion-related requirements; thus the formation of the Divi-
sion. As we grew and became more competent, we began
to formulate a purpose and plan for growth.
Each year, we found we were doing something right,
for the membership continued to grow and at Convention
time we were never short of volunteers to make our part
of the Convention an unqualified success. The Red Barn
headquarters is representative of the era of the vintage
aircraft we bring to Oshkosh each year. The grass around
Ollie's Woods is reminiscent of the past years of grass
pastUre airports, and as always, the shade offers a relaxing
place for EAA members to enjoy themselves.
As the years went by we attempted to add something
new each year to make the member's visit more enjoyable.
The Parade of Flight began with a relatively small quan-
tity of aircraft, flown in review at the Convention. It's
quite a sight today, as some one hundred aircraft represen-
tative of the 52-year period prior to December 31, 1955
can be viewed in flight at one time and place.
As time progressed, it became evident that a consider-
able variance existed in the judging methods used through-
out the country. In 1976 we formed a committee to deter-
mine judging standards which could be used universally
not only for antique and classic aircraft, but also for all
types of sport aircraft. These standards and an outline of
the point system have been published in a manual titled,
"Guidebook for Aircraft Judging," which is available from
EAA Headquarters for $1.50 postpaid. (Claude Gray de-
scribed this Guidebook in detail in his guest editorial , page
By Brad Thornas
President
Antique/ClassicDivision
2, July 1983 VINTAGEAIRPLANE.)Thisjudging system
is used at Oshkosh and is entirely suitable for all fly-ins
including those one-day events.
Members attending Oshkosh '83 will note two new
items of interest. First, the Red Barn has been altered
somewhat to provide more useable space, by converting
the "lean- to" on the south side to an enclosed room acces-
sible from insi de the barn. This area will be for the display
of merchandise, complimenting a recently inaugerated
sales program, and also a place for volunteers to relax.
The second innovation has been mentioned in previous
issues of The VINTAGE AIRPLANE and concerns the
space which has been allotted in the Antique/Classic tent
near the Red Barn for use by several type clubs and the
OX-5 Aviation Pioneers. These groups will be able to
promote their activities, solicit new members, and above
all, enjoy the abundant fellowship in the Antique/Classic
area.
So what is it that brings so many people together each
year? We have touched upon several points concerning
Antique/Classic members including a common interest.
Many of us plan an Oshkosh vacation each year. Some
like to camp, others like to relax in motel rooms, private
homes or the college rooms available during the Conven-
tion; but all in all, we like to be together and enjoy the
facilities available for the entire family. We arrive by car,
aircraft, motor home, camper, motorcycle, etc. Where else
in the world could one find such facilities, and also be able
to enjoy a full week of aviation entertainment, educational
projects, workshops, forums, daily airshows and free even-
ing entertainment? It is only at Oshkosh during the annual
EAA International Convention.
Above all, a common interest in sport aviation has
drawn us together, whether it be a special interest group,
or just the love of aviation and its related events. To be a
part of this vast and widely supported aviation sector is
an exciting and satisfying experience. The involvement of
the members ofEAA and its supportive divisions has made
possible the growth of the organization and the EAA Foun-
dation. When you visit the new facility during the Conven-
tion this year, think back to 1953 when it all began, and
then look at what you have done to be a part of this
fantastic organization.
2 AUGUST 1983
PUBLICATION STAFF
EDITOR
GeneR. Chase
MANAGING EDITOR
Pat Etter
EDITORIALASSISTANT
NormanPetersen
FEATUREWRITER
GeorgeA. Hardie,Jr.
EAAANTIQUE/CLASSIC
DIVISION, INC.
OFFICERS
President Vice President
W. BradThomas, Jr. JackC. Winthrop
301 DodsonMill Road Route 1, Box 111
Pilot Mountain, NC 27041 Allen,TX75002
919/3682875 Home 2141727-5649
919-368-2291 Office
Secretary Treasurer
M.C. "Kelly"Viets E. E. "Buck"Hilbert
Route 2, Box 128 P.O. Box 145
Lyndon,KS 66451 Union. IL60180
913/828-3518 815/923-4591
DIRECTORS
Ronald Fritz ClaudeL. Gray,Jr.
15401 Sparta Avenue 9635SylviaAvenue
Kent City. MI 49330 Northridge,CA91324
616/678-5012 213/349-1338
Dale A. Gustafson AI Kelch
7724 ShadyHill Drive 66W. 622 N. MadisonAve.
Indianapolis. IN 46274 Cedarburg.WI 53012
317/293-4430 414/377-5886
RobertE. Kesel MortonW.Lester
455OakridgeDrive P.O. Box 3747
Rochester,NY 14617 Martinsville, VA 24112
716/342-3170 703/632-4839
ArthurR. Morgan JohnR. Turgyan
3744 North 51st Blvd. 1530Kuser Road
Milwaukee. WI 53216 Trenton,NJ 08619
414/442-3631 609/585-2747
S. J.Wittman GeorgeS. York
Box2672 181 SlobodaAve.
Oshkosh. WI 54901 Mansfield. OH44906
414/235-1265 419/529-4378
ADVISORS
JohnS. Copeland StanGomoll
9Joanne Drive 104290thLane. NE
Westborough,MA01581 Minneapolis. MN 55434
6171366-7245 6121784-1172
RobertG. Herman EspleM. Joyce,Jr.
W 164N9530WaterStreet Box468
Menomonee Falls.WI 53051 Madison. NC27025
414/251-9253 919/427-0216
GeneMorris DanielNeuman
27 Chandelle Drive 1521 BerneCircle W.
Hampshire, IL60140 Minneapolis, MN 55421
3121683-3199 612/571-0893
RoyRedman S H. "Wes" Schmid
Rt. 1. Box 39 2359 LefeberRoad
Kilkenny,MN 56052 Wauwatosa, WI 53213
507/334-5922 4141771-1545
AUGUST 1983 Vol. 11, No.8
COPYRIGHT 1983EAAANTIQUE/CLASSICDIVISION,INC.,ALLRIGHTSRESERVED
Contents
2 StraightandLevel
byBradThomas
4 A/CNews
byGeneChase
5 AGatheringofAeroncas
byGeneChase
10 GrandChampionChamp
byGeneChase
12 AeroncaLCLow-Wing
byGeneChase
14 BordenlThompson Aeroplane Posters
fromthe1930s
by Gene Chase
16 PrimaryinaJ-3Cub
byDonToeppen
20 StinsonNC18425SparksMemories
byEdwardE.Beatty
24 AMomentinTime
byAIWheeler
24 CalendarofEvents
25 MysteryPlane
byGeorgeHardie
25 LetterstotheEditor
FRONT COVER . ..Aerial view of the First National Aeronca Clubs
of America Fly-In at the site of the Aeronca factory, Hook Field.
Middletown.OH. PhotobyGeneChasefromBillPancake'saward-win-
ning customized AeroncaChamp.See story on page 5.
BACK COVER ... Bellanca Long Wing "Liberty" being prepared for
non-stop flight from New York to Copenhagen. Denmark by Holger
HoiriisandOttoHillig.PhotodatedMarch1931 isfromtheJohnWarren
collection donated to the EAA Aviation Library.
Editorial Policy: Readers are encouraged to submit stories and photographs. Policyopinions expressed In articles
are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. Material
should be sent to: Gene R. Chase. Editor. The VINTAGE AIRPLANE. P.O.Box 229, Hales Corners.WI 53130.
THE VINTAGE AIRPLANE (ISSN 0091-6943) ispublished and owned exclusivelyby EAAAntique/ClassicDivision,
Inc. ofthe Experimental Aircraft Association.Inc.and is published monthlyat 11311 W.ForestHomeAve., Franklin,
Wisconsin 53132, P.O. Box 229, Hales Corners, Wisconsin 53130. Second Class Postage paid at Hales Corners
PostOffice.HalesCorners,Wisconsin53130andadditionalmailingoffices.MemberShipratesforEAAAntique/Classic
Division. Inc. are $18.00forcurrent ':.AA membersfor 12 month period ofwhich$12.00 isforthe publication ofThe
VINTAGE AIRPLANE. Membership is open to all who are interested in aviation.
ADVERTISING- Antique/ClassicDivisiondoesnotguaranteeorendorseanyproductofferedthroughouradvertising.
Weinviteconstructive criticism and welcomeanyreport ofinferiormerchandiseobtained throughouradvertising so
that corrective measurescan be taken.
Postmaster:SendaddresschangestoEAAAntique/ClassicDivision.Inc. P.O.box229,HalesCorners.WI53130.
VINTAGE AIRPLANE3
SWALLOWTOURS JAPAN
EAA AVIATION FOUNDATION
RECEI VESTWO AIRCRAFT
(Photo by Dick Stouffer at Oshkosh '73)
The prototype Rearwin Model 8135, NC25451 donated by George
Williams.
Two more aircraft have been accepted by the EAA
Aviation Foundation; the 1939 Rearwin Cloudster,
NC25451, SIN 809 donated by George T. Williams (EAA
20934, AIC 1384), Poynette, WI and an Osprey II, N346JS
donated by John S. Schifferer (EAA 93112), Escondido, CA.
The Rearwin is the prototype Model 8135 and is pow-
ered with a Ken-Royce 7 -G engine of 120 hp. This particu-
lar airplane was featured on one of the old "Wings"
cigarette cards in the 1940s. Those cards were, and still
are, popular collectors' items.
NEWVULTEE TYPE CLUB
The Vultee Owners and Pilots' Association has been
formed and its first newsletter has been mailed. If you're
the owner or a fan of the Vultee BT-13/15 and want tojoin
and receive the newsletter , send $10.00 to Col. Frank A.
Augustine, 1545 Red Cedar Rd., Eagan, MN 55121.
SIEMENS ENGINE NEEDED
Juan Giralt of Madrid, Spain is restoring the famed
Bucker Jungmeister EC-ALP owned by Senor Aresti , the
originator of the Aresti system of aerobatic "hierog-
lyphics". The airplane is now fitted with a Lycoming en-
gine, but Giralt wants to refit it with a Siemens radial. If
any of you have information on the availability of a
Siemens Sh 14A-4, please contact Senor Juan Giralt, cl
Canoa 29 Bajo D, Madrid 22, Spain.
(Photo by Ted Koston)
Buck Hilbert in United Airlines' much-traveled Swallow, N6070,
SIN 968.
AntiquelClassic Division Treasurer E. E. "Buck" Hil-
bert spent most of March, April and May of this year in
Japan flyi ng United Airlines' Swallow to promote United's
new 747 service to Tokyo. The Swallow was airlifted in a
474 freighter and placed on exhibit in Japan's largest
shopping center. Later, Buck flew the plane to Kobe and
other cities in Japan.
After the Swallow's return to the U.S., it was displayed
in July in Chicago's Museum of Science and Industry to
help commemorate the 50th anniversary of that institu-
tion.
Buck Hilbert is a captain with United Airlines and also
a director of the EAA Aviation Foundation.
RENO AIR RACES -
20th ANNIVERSARY
Maj . Gen. Floyd Edsall (Ret.), director of the Reno
National Championship Air Races and Air Show disclosed
that an "unprecedented number of racing aircraft" will be
in the pits when the four-day event opens on September
15 at Stead Field, 10 miles north of Reno, Nevada.
More than $300,000 is available for prize money in five
classes of closed course, pylon racing, to be shared by
Unlimiteds, T-6s, Formula (lXL), Racing Biplanes and
Sport Biplanes.
This year's event will celebrate the 20th anniversary
of the Reno Air Races and will also be in conjunction with
the Air and Space Bicentennial marking man's first ascen-
sion into space. In recognition ofthese two historical dates,
an extra day has been added to the show.
The supporting air show will feature the Eagles, the
Canadian Forces Snowbirds, the U.S. Navy's Blue Angels,
the Ray-Ban Golds, the U.S. Army's Golden Knights, Betty
Stewart, Bob Hoover, Art Scholl plus a host of other indi-
vidual performers.
Although final arrangements are not yet complete,
three racing pi lots from England and three from France
are making preparations to have their airplanes trans-
ported to t his country so they can compete.
For addit ional information contact the Reno Air Races,
P.O. Box 1429, Reno, NV 89505, Tel. 702/826-7500.
4 AUGUST 1983
1935 Aeronca C-3, N15252, SIN A-572 received Best C-2/C-3 Award. Owned by Les Steen, Lansing, MI.
Hook Field at Middletown, Ohio was host to one of the
largest gatherings of Aeroncas ever, on June 10-12, 1983
when 115 various models were registered for the First
National Aeronca Clubs of America Fly-In. This event was
the brainchild of Jim and Betty Thompson of Roberts,
Illinois and was co-sponsored by four Aeronca "type clubs":
the Aeronca Club, the Aeronca Sedan Club, the Aeronca
Lover's Club and the Aeronca A viator's Club.
For all but three of the planes, it was a trip back home
as they had been manufactured in the Aeronca plant at
Hook Field between 1940 and 1951. The other three were
two model C-3s and one LC which were built in the 30s
when Aeronca was located at Lunken Airport, Cincinnati,
Ohio.
Aeronca moved to Middletown in 1940 partly because
of the disastrous flooding of the Ohio River in 1937 which
inundated Lunken Field. One old-time employee recalls
seeing two Aeroncas floating off down the river at that
time.
The three day fly-in included bus tours on Friday to
nearby Dayton to see the U.S. Air Force Museum and tours
through the Aeronca plant at Hook Field on Saturday.
The folks at Aeronca were delighted with the grand
turnout and they rolled out the red carpet for fly-in atten-
dees. Employees conducted guided tours through the plant,
pointing out the location of the old Aeronca production
lines and explaining the various items currently being
manufactured, such as component parts for NASA's space
shuttlecraft, Boeing-Vertol Chinook helicopter, Boeing
747, Lockheed L-1011, Grumman F -14 plus several more.
Aeronca has less than 500 employees at their
Middletown plant today, compared with 1,800 in 191f?
when they averaged 31 Champs and Chiefs per day, wit'1\.
the peak production occurring during the month of June
at 48 planes per day. One employee said they "flooded the
market" with Aeroncas.
Story and photos by Gene Chase
George Wedekind, manager of Hook Field at Middletown, OH.
Some of those same planes were on the flight line once
again, many looking as good as the day they first rolled
out of the factory. Several retired Aeronca employees came
to see the spectacle and renew old memories. One old-timer
VINTAGE AIRPLANE 5
John and Steven Hause, Waterloo, Ontario, Canada are greeted
by one of the parking crew as they arrive in their 1938 Chief,
C-GGJX.
Dorothy and Irv Woodhams, Lake Placid, FL and Kalamazoo, MI
with a quart of oil for their 1941 Chief, N31948 which was flown
to the fly-in from its home base in Michigan by Robert Carpenter.
This Chief and N31925 flown by son Don Woodhams were the
only '41 Chiefs in attendance and both were purchased new by
Irv. Incidentally, Irv is 85 years young.
6 AUGUST 1983
AERONCAS
Aircraft judges, Buck Hilbert, Dale Wolford (Chairman) and
George York.
Bill and Marilyn Shatt from Sparta, NJ camped on the field with
their 1943 Model L-3B, N47502.
Dick Alkire, Dayton, OH displays the Best Pre-War Tandem Award received by the 1943 Aeronca 0 -58B, N35BB restored by hi mself
and fellow EAAer Roger James.
came specifically to see a low wing Aeronca and he wasn't
disappointed. David Powell of West Des Moines, Iowa was
there with his newly restored 1937 Aeronca LC, one of
only two known to be flying today. (See story on page 12).
Jim Thompson, fly-in organizer, owns the other LC.
One of the 115 Aeroncas in attendance was from
Canada while the remainder were from throughout the
eastern U.S. , with club members coming from all over the
country. They arrived via auto, airline, or other types of
aircraft which numbered 48.
A listing of award winners gives an indication of the
various Aeronca models at the fly-in:
Grand Champion Antique - LC, N17484, David Powell,
West Des Moines, IA
Grand Champion Classic - 7 AC, N84998, Bob Armstrong,
Rawlings, MD
Best in Class
C-2/C-3 - C-3, N15252, Les Steen, Lansing, MI
Pre-War Tandem - 0-58B, N35BB, Dick Alkire, Dayton,
OH
Pre-War Side-By-Side - 50C, N21308, Dale Gilbert,
Fremont,OH
Post-War Champ - 7 AC, N85448, Ron Wojnar, Mil-
waukee, WI
Post-War Chief - 11AC, N85829, Al Nase, Rehoboth
Beach, DE
Sedan - 15AC, N1491H, Jim Thompson, Roberts, IL
Military - L-3B, N48407, Paul Grice, Waynesville, OH
Pre-War Custom - 65CA, N31948, Robert Carpenter,
Vicksburg, MI (Aircraft owned by Irv Woodhams)
Post-War Custom - 7 AC, N1390E, Bill Pancake,
Keyser, WV
'41 Chief - 65CA, N31925, Don Woodhams, South
Haven, MI
Longest Distance - 1,250 miles, 65CA/85, N33731,
Ken Rickert, Lakeland, FL
Note that two of the above winners are past Grand
Champion winners at Oshkosh, namely Wojnar's Champ
and Thompson's Sedan. This will give a clue as to the
quality of the restored Champ which won the Grand
Champion Classic Award for Bob Armstrong. (See story
on page 10).
The hard-working judges were Dale Wolford (Chair-
man), Ashland, OH; George York, Mansfield, OH and
Buck Hilbert, Union, IL.
In addition to the trophies above, two special awards
for meritorious service were presented, one to John Houser,
an engineer with Aeronca who, over the years has provided
Next to the last L-3C built, N47811 , SIN 43-26752 was manufac-
Main entrance to the offices at the Aeronca plant at Middletown, tured on 4/26/43. Ownedl flown by Clarence Brown and son Eric,
OH. Jordan, MN.
VINTAGE AIRPLANE 7
Jim and Betty Thompson's 1951 Aeronca 15AC, N1491H won
the Best Sedan Award.
"
"
'.
Standing (L-R): Buzz Wagner, Pat Wegner, Betty Thompson,
Julie Dickey, Gene and Dorothy Chase. Kneeling: Jim
Thompson, Augie Wegner, Joe Dickey and Dick Welsh.
8 AUGUST 1983
Grand Champion Antique was this rare 1937 Aeronca LC, N17484, SIN 2060. Power is 90 hp Warner. Owned by David Powell, West
Des Moines, IA.
invaluable research assistance to restorers of Aeronca
aircraft, and one to Jim and Betty Thompson for their
efforts in organizing the Aeronca Fly-In.
The highlight of the Saturday night banquet which
was attended by 415 Aeronca enthusiasts plus several
Aeronca employees and retirees, was a talk by Mr. Joe L.
Miller, Chairman ofthe Board, President and ChiefExecu-
tive Officer of Aeronca, Inc. Mr. Miller attended the fly-in
from his home in North Carolina where the corporate
offices are located in Pineville,
He expressed pleasure with the continued interest in
the planes his company built so many years ago and stated
his desire to see Aeronca get back into the aircraft man-
ufacturing business again with a design in the ultralight
category. He is familiar with the "FP-101," a Champ look-
alike and "Le Pelican," the Canadian pseudo-C-3, and feels
with today's modern technology that a strong and safe
small aircraft could be produced which would qualify as
an ultralight within FAA regulations. Not that a new
Aeronca design would look like a Champ or C-3, but
wouldn't it be great to see factory new Aeronca aircraft
on the market again?
Preceding Mr. Miller's talk was an interesting address
by Mr. Gordon J . Wolfe, Secretary of Aeronca, Inc. who
recounted some of the trials and tribulations of the early
days of the company. Also on the evening program was
Mr. Val C. Baiz, former Plant Superintendent and the
originator of the "Champ" assembly line, and Mr. George
Wedekind, Manager of Hook Field who announced that he
and Mr. Miller were each contributing $500 checks to help
finance a 1984 Aeronca Fly-In.
That was good news to everyone because there had
been no firm plans to make this an annual event, but with
such support by both Aeronca and airport management,
the 2nd Annual Aeronca Fly-In is virtually assured. And
additional support was promised by the officers and mem-
bers of local EAA Chapter 784, who assisted with aircraft
parking and other duties this year.
For a first time event this fly-in was highly successful ,
thanks to the herculean efforts ofJim and Betty Thompson
with the assistance and support of Augie and Pat Wegner
(Aeronca Club), Dick Welsh (Aeronca Sedan Club), Buzz
Wagner (Aeronca Lover's Club) and Joe and Julie Dickey
(Aeronca Aviators Club). Those in attendance were unani-
mous in wanting to return and I predict the Aeronca Club
Fly-In will become an institution as has the Waco Club
Fly-In held annually at Hamilton, OH, now in its 24th
year.
Bill Pancake, Keyser, WV in his Continental 0-200 powered, full
IFR custom Aeronca Champ.
(L-R): Dr. Robert Poling, Cumberland, MD, Jay Spenser, Curato-
rial Assistant at the National Air and Space Museum,
Washington, DC, and Jeff Miller with AOPA in Washington, DC
discuss Aeroncas under the wing of Bob Armstrong's Champ.
(L-R): Louis Gaston, Treasurer of EAA Chapter 784, Wally
Baldwin and Jim Thompson.
ABOUTTHE
AERONCA CLUBS
The following is a brief history of the four Aeronca
Clubs and their leaders:
Aeronca Club - Oldest of the clubs, it was taken
over by Augie and Pat Wegner from the retiring Ed
Shubert about two years ago. The goals of this club
are to maintain a roster of its more than 200 mem-
bers, provide a newsletter for communication, make
available copies of manuals, etc. , sponsor fly-ins and
work with all people involved with Aeroncas. Contact
Wegners at 1432 28th Court, Kenosha, WI 53140,
414/552-9014.
Aeronca Sedan Club - Is now six years old and
was started by Dick Welsh, who had been a Sedan
owner for about three years. He sends newsletters
to the nearly 300 Sedan owners registered in the
U.S., Canada and a few other countries, providing
information, maintenance help, sources of new and
used parts and descriptions of available S.T.C.s in-
cluding a 180 hp Lycoming conversion and metal
AERONCAS
fuel tanks. Dick can be contacted at 2311 E. Lake
Sammanish PI. S.E., Issaquah, WA 98027.
Aeronca Lover's Club - Started a couple years
ago by Buzz and Lloydine Wagner. Buzz is well
known for his Aeronca Forums each year at Oshkosh.
Buzz is an aircraft rebuilder and mechanic with
great fondness for Aeroncas. He has S.T.C.s for gre-
ater hp Lycoming and Continental conversions on
the post-war Champs and Chiefs. He also provides
informational newsletters to over 200 members. The
Wagners can be reached at Box 3, 401 1st St. East,
Clark, SD 57225.
Aeronca Aviators Club - Going on its second year
with a membership of over 200. It was started by
Joe and Julie Dickey after Charlie Lasher retired
from the Aeronca Owners Club which he had for .
many years. They provide commercial sources for
parts and services, tips on maintenance, news of
fly-ins and air tours, and a questions and answer
column for owners. They are still able to consult
with Mr. Lasher and draw on his vast experience to
help members with technical problems. Contact the
Dickeys at 511 Terrace Lake Road, Columbus, IN
47201, 812/342-6878.
VINTAGE AIRPLANE 9
Top award winner at the First Aeronca Fly-In was this 1946 Aeronca 7AC Champ owned by Bob Armstrong, Rawlings, MD.
rIJIJA SIJlJm}liolJ
SAlim
Story and photos by Gene Chase
In 1981 retired U.S.A.F. Col. Clement H. Armstrong
(known as Harold to many) and his son, Bob from Rawlings,
Maryland attracted considrable attention when they flew
their newly restored 1927 OX-5 powered Waco 10 to
Oshkosh and captured the Reserve Grand Champion
Award.
So that Bob would have something to build up time in
during the lengthy restoration period on the Waco, Harold
purchased a 1946 Aeronca 7 AC Champ, NC84998, SIN
7 AC-3722. This champ had been in the Virginia and West
Virginia area all its life prior to its purchase in 1974 by
Armstrong.
The first order of business was to overhaul the Conti-
nental A-65 before Bob started a 700-hour flying stint in
the bird. At the end of this period Harold transfered the
title to the Champ to Bob and a decision was made to
restore the plane back to factory original.
The engine was overhauled again, by Bill Pancake, an
AI and good friend from nearby Keyser, West Virginia.
10 AUGuST 1983
Bill is an expert and perfectionist and does the mainte-
nance and re-licensing of many aircraft in the area.
As with all outstanding restorations, many hours were
spent in research to assure authenticity. Here again, tri-
bute is paid to John Houser, an engineer with Aeronca,
Inc. in Middletown, Ohio who provided blueprints and
other technical data for this project.
For example, John supplied information which enabled
the Armstrongs to duplicate the original covering method
such as fabric laps, seams, location of inspection rings, etc.
The plane is covered with cotton and finished with nitrate
and butyrate dope and acrylic lacquer on the metal.
The colors of newly restored Champs usually evoke
arguments because one sees nearly as many different
shades of yellow and red as there are planes. Here's the
way the Armstrongs handled the problem.
First, they got the original paint specs from John
Houser. Aeronca obtained their colors from the Seagrave
Corporation, but today this company will fill special orders
only with a 25 gallon minimum order. Not wanting to
purchase 25 gallons of each color, they contacted Randolph
with their problem.
Randolph came up with equivalent color numbers and
offered to supply the special mix in minimum lots of five
gallons. An order was placed and the Armstrongs are as
pleased with the outcome as they were with the Randolph
dope used on the Waco 10.
During the Aeronca Fly-In some obervers commented
that the yellow on NC84998 looked a little brighter and
darker than it should be. However, three Aeronca factory
employees agreed it looked more authentic than any other
Champs on the field.
Harold suggests that in the early days many Champs
were tied down outside and the colors naturally faded in
ti me. Consequently most people have memories of the
"lighter" colored Champs than when they first left the
factory.
Also, only one coat of yellow was applied by Aeronca
originally (hot dope method, equivalent to two coats). The
Armstrongs applied three good cross coats of yellow plus
an extra coat on the top of the wing. They noticed that as
successive coats were sprayed, the color darkened. They
feel they are right on with their colors and Randolph
agrees.
In finishing the interior, the proper material was lo-
cated in a local fabric shop, t hen taken to an upholstery
shop to be sewn up using the fabric as a pattern. This
was a waste of time and money because the finished pro-
duct didn't fit and all of Mrs. Harold Armstrong's efforts
to alter it were unsuccessful. She ended up discarding the
misfit and made a new one from scratch which worked out
vpry well.
All of the hardware that went into the project was new
1 ld double checked by Bob with reference to the Parts
Lanual. One problem was encountered in locating the long
machine screws which hold the lower wrapper cowl to-
gether. Unable to find them, Harold's brother in California
was contacted as he had access to a machine shop. He made
up a complete set out of stainless steel. In fact, all the
screws used in the restoration were of stainless rather than
cadmium plated because the former maintain the "new"
look indefinitely.
Another problem facing Aeronca Champ retorers is
replacing the windshield. The Armstrongs looked for two
years before they found a manufacturer who could provide
an original, standard profile windshield, using molds
exactly as done originally by Aeronca. Most people are
going with the bubble type windshields, blown under heat
in an oven, which aren't shaped quite right.
Bob's Champ was missing all the original instruments,
but by doing some "horsetrading" he came up with a set
of original type gages. The most troublesome was finding
an airworthy Airpath magnetic compass. The originals
used rubber diaphragms which haven't been manufactured
for years.
In their searching they acquired an Airpath B-15 com-
pass which was serviceable and holding fluid. Noting that
it had metal bellows and was better engineered with an
improved card mount, they put the B-16 "innards" in an
original type Airpath case and the instrument looks and
works great.
The tach presented less of a dilemma. Several years
ago the original one failed and was replaced with a record-
ing unit. Not wanting to replace the newer type shaft and
drive, they mated the recording tach mechanism with the
original case, including the old face and hand, and solved
that problem.
Back in the 40s, Harold worked for a F.B.O. who was
also an Aeronca dealer. This man had a prop on display
bearing the original combined SensenichiAeronca decal.
Remembering this, Harold contacted his old boss who
loaned the prop to him so he could have a local craftsman
photograph and reproduce the decal. Next they took the
new decals to the Sensenich Propeller Company and or-
dered a new prop made to Aeronca specs . . . naturally
with the original-type decals installed.
This beautiful Aeronca Champ was licensed on June
1, a scant nine days before the First Aeronca Fly-In, so it
had only a few hours oflocal time before its first cross-coun-
try back "home" to Middletown. The flight was made with
no problems after a minor mag glitch was remedied the
evening before departure. The shiny new Champ was ac-
companied to and from the fly-in by four other Aeroncas,
most of which are based at Keyser, West Virginia.
The Armstrongs' efforts were not in vain, for the Champ
received the Grand Champion Classic Award over some
very tough competition. I first had the feeling this plane
was something special when I noted an original Owner's
Manual and an old sectional chart in the map pocket on
the door. The 1945 chart was printed with the latest revi-
sions dated one month before the Champ was first delivered
from the factory in July 1946 . .. and of course the chart
included Middletown, Ohio!
(L-R): Bob and Harold Armstrong with John Houser, the ex-
This is precisely how the artwork on the fin and rudder looked t remely knowledgeable and helpful engineer with Aeronca, Inc.
when new Champs first left the factory. who has helped so many restorers of Aeronca aircraft.
VINTAGE AIRPLANE 11
JlERONCA LC ~ -'WING
This 1937 Aeronca LC, NC17484 was named Grand Champion at the Aeronca Fly-In.
Story and photos by Gene Chase
Many folks don't visualize a low-wing aircraft when
they think of Aeronca, but in 1936 and 1937 the Aeronca
plant at Lunken Field in Cincinnati, Ohio built approxi-
mately 60 of their new design. There were three versions
of the "Model L," designated "LA" when powered with the
70 hp LeBlond 5DE, "LB" with the 85 hp LeBland 5DF
and "LC" with the reliable 90 hp Warner Scarab Jr. As
interest in the L Series waned it was replaced with the
less expensive Model K in 1937.
Regular attendees at the annual AAA Fly-Ins at Ot-
tumwa, Iowa in the mid-sixties will recall seeing a white
and red Aeronca LC owned by "Shorty" Kellow of Des
Moines, Iowa, Shorty bought the LC in about 1962 and
flew it until 1968 when it was damaged in a windstorm.
He passed away before repairs were completed and the
plane was made available by the Kellow estate.
The lucky new owner was David Powell (EAA 194005),
316 Prospect, West Des Moines, IA 50265 who purchased
the plane in 1975. This Aeronca LC, NC17484, SIN 2060
was manufactured in 1937, one of the last of the low-wing
series.
The restoration was started the following winter and
was a long, slow process with little progress being made
until this past year. Dave credits John Houser of Aeronca,
Inc. and Jim Thompson, Roberts, Illinois and owner of the
only other Aeronca LC known to be flying, with providing
invaluable assistance in making the restoration as authen-
tic as he hoped for.
A new instrument panel was made from scratch with
a hand-painted wood grain finish per factory photos. The
instruments are original except for three which he purch-
ased at the Fly Market at an Oshkosh Convention. The
plane's interior duplicates the original.
Dave did deviate from original in finishing the LC in
that he used Ceconite and polyurethane paint which he
hopes will make the plane easier to maintain.
NC17 484 left the factory sporting a bright coat ofyellow
with orange trim, but Dave, not liking either of those colors
recalled seeing a beautiful red and maroon Beech G 17S
Staggerwing at Ottumwa one year and chose those colors
for his LC. Although not authentic, those colors compli-
ment the plane very well, which reinforces Dave's conten-
tion that the plane "looks like it should be red!"
While searching for a replacement 90 hp Warner engine
Dave located one in Sioux City, Iowa by following up on
a tip. By coincidence the Warner was mounted on an
Aeronca LC mount and was complete with oil tank! Dave's
immediate good fortune ended there when the owner re-
fused to sell, but he would consider trading.
The next three years were spent in negotiating a suc-
cessful trade and Dave finally acquired the engine in the
summer of '82. The Warner appeared to be in good condi-
Attention to detail is evident here.
tion with new pistons, valves, guides and seats. The rods
had been reamed for over-sized pins and bushings in the
master rod.
The engine was installed on the plane that winter and
run ... but not for long as it had a nasty knock. Dave
figured that a rod was bent or out of alignment and knock-
ing against a journal, so once again the Warner was disas-
sembled.
At this point Dave called on Harold Lossner in nearby
Des Moines for assistance. Harold is a well-known antiquer
and an excellent engine man. All new rods, bushings and
Dave Powell and his newly-restored low-wing Aeronca.
master rod were installed, the engine re-assembled and
run again just one month before the Aeronca Fly-In.
As luck would have it, there was still a knocking noise
but it sounded different and was at a slower rate, which
made the cam area suspect. Pulling the case apart where
it splits at the back, they found a snap ring missing on
the camshaft. This allowed the cam to slip back and hit
on the cam followers.
The installation of a new snap ring solved the problem
and the engine ran fine from that time on.
(Continued on Page 23)
Mr. Cary Purdum, retired Aeronca employee whose favorite
plane was the Model LC.
This view shows the beautiful sheet metal work and installation
of the 90 hp Warner engine.
VINTAGE AIRPLANE 13
""''''''''''''''''''''''''''"
STOUT SKY CAR
The Seversky Pursuit will be featured next mC!nth.
[,"1:""""1:""'''9''''''''''''''''''''''''''''''''''''''''''''' ''''''' '''''''''''''''''''''''''''''''''''''''"'WII''",,'''''''''' ' '''''''''''''''''''''''''''',"''''''",.'''''''''''''''""",U"",sn"""MS!""rln!:"W'"WW"",SC'm_,,'
BORDEN/THOMPSON

POSTERS
FROM THE
1930's
Article Number30
By Gene Chase
STOUTSKYCAR
The design of the all-metal Stout Sky Car was started
by William B. Stout in 1929. The first drawings were made
in chalk on a blackboard with ideas being formulated and
then put down on paper.
A glider was built along the lines of the craft and tested
at Ford Airport during the summer of 1929. The Sky Car
was announced in the April 1931 issue of Aero Digest but
no mention was made of the plane actually being flown.
The plane was to be a safe, easy-to-fly machine with a
three wheel landing gear. Landings were to be made on
the main gear and then "pushed over on the nose skid,
placing the wing at a no-lift angle."
It was Mr. Stout's contention that ... "any normal ,
intelligent man or woman with vision good enough to drive
a motor car and balance sufficient to walk a straight line
should be able to learn to solo this plane within a maximum
of four hours' time and be ready for local cross-country at
the end of six to ten hours."
The following is the description of the Stout All Metal
Sky Car as presented on the back side of the Thompson
poster:
Made by the Stout Engineering Laboratories of Dear-
born, Michigan, the Stout Sky Car is designed as nearly
as possible to be a fool proof, comfortable vehicle for the
amateur aviator. It is an all metal , high wing monoplane
with cabin seats (2).in tandem and with the motor at the
rear - pusher type. The whole appearance of the plane is
quite unusual.
The wing span is exceptionally large for so small a
plane, which makes for very low landing speed and stabil-
ity. The ailerons instead of being part-way out towards
the ends of the wing, are actually the wing tips. In the
customary sense, there is no fuselage extending back to
the rudder and elevator, the cabin being cut off at the
propeller and upon frame work extending back from there
on.
The engine is mounted back of the cabin to reduce noise
and the passengers' hazard from fire, and rear wall of the
cabin is heavily insulated for the same reasons. All of the
cabin space lies forward ofthe wings, giving the passengers
unobstructed view in every direction.
SPECIFICATIONS:
Wing span ... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 ft .
Length overall . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 24 ft .
Wing area ... ..... . ... . .. . ...... . ... .. 168 sq. ft .
(less ailerons)
Aileron area ..... . . .... ... . . . .. ....... 20.5 sq. ft .
Elevator area ..... . . . ....... . . . .. .... . 11.3 sq. ft .
Stabilizer area. . . . . . . . . . . . . . . . . . . . . . . .. 10.7 sq. ft .
Fin area . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 11.7 sq. ft.
Rudder area . . . . . . . . . . . . . . . . . . . . . . . . . . .. 6.5 sq. ft .
Weight empty .. ... .... .. ........ .. ...... 9501bs.
(with starter and battery)
Useful load . ...... ....... ..... . .... ..... 475 lbs.
Gross weight . . . . . . . . . . . . . . . . . . . . . . . . . .. 1425 lbs.
Power (Rover engine) . . . . . . . . . . . . . . . 75 horsepower
Wing loading . . . . . . . . . . . . . . . . . . .. 7.6 lbs. per sq. ft.
Power loading . . . . . . . . . . . . . . . . . . . .. 19 lbs. per h.p.
Fuel capacity . . . . . . . . . . . . . . . . . . . . . . . . . . 20 gallons
Flying range .... . .... . . .. . ... . .......... 4 hours
Oil capacity .. . . . . . . . . . . . . . . . . . . . . . . .. 2.5 gallons
VINTAGE AIRPLANE 15
Piper J-3 Cubs on the Rising School of Aviation flight line, Bemidji , MN in 1942.
PRIMARY IN if-.1 CUB
Don Toeppen in 1942 wearing headgear for motorcycles and
convertibles.
16 AUGUST 1983
ByDon Toeppen
(EAA 109869)
42 White OakCircle
St. Charles, IL60174
(Photos courtesy of the author)
Visibility was at least 100 miles under the clear, blue,
September post frontal sky. I knew that upon reaching
1500 feet above ground, the air would be so smooth that
the J-3 Cub would cruise hands off. Getting to 1500 feet
took a bit of flying time; I'd be in the practice area off the
southern tip of Lake Bemidji by the time I got there.
From airport traffic pattern throughout the climb, we'd
been flying a series of shallow banked 90 turns so as not
to run into another aircraft that might be hidden by the
nose. Not that such an event was likely; there were very
few civilian planes flying in September 1942. Most of them
were assigned to some military or military contract oper-
ation. Other than our four War Training Service Cubs,
there was a lone Taylorcraft and a single Luscombe at the
Bemidji, Minnesota Municipal Airport. They were both
parked in the old WPA constructed hangar when I took
off, and the other three Cubs were in their own practice
areas. The plane and I were alone.
Upon reaching 1500 AGL, I trimmed her up, picked
out the likely forced landing spots; there were plenty of
freshly cut grain fields available for that purpose. So I just
flew straight and level a few minutes enjoying the view.
Buster, my instructor, said there would never be a time
to just sit and look, but the whole flight experience was
so new and spine tingling, I just had to sneak a moment
now and t hen to enjoy the total experience. Buster had
told me to practice spins. I certainly was in no hurry to
get started with that! I had become accustomed to the nose
high attitude we needed to get a clean stall, but still didn't
like it. To me, the attitude for a spin entry was worse
because of what was going to happen next! A fellow had
to think about this for a minute or two; it wasn't something
to rush right into. So I did a series of clearing turns. The
other Cubs were so far away that they were not discernable
without binoculars even in this northern Minnesota visi-
bility. Damn! Well, two more turns ought to do it.
Uggghh. Time to stop procrastinating and do it.
Carb heat on, throttle closed, and pull the nose up.
Gad, it was quiet! Just the prop barely turning over, and
the slip stream sound diminishing to a whisper. Seemed
like the nose was 80 degrees above the horizon. The first
nibble of the stall caused a little tremble to run through
the airframe and I kicked in full left rudder, and held the
stick full back. All hell broke loose. The nose fell off to the
left and the ground filled the windshield. It certainly didn't
stay still, but started pin wheeling around like the num-
bered gambling wheel in a carnival.
Oops - I'm supposed to count the turns; where are we
anyway? That has to be two turns, I think, let's recover!
Full right rudder, then pop the stick forward. Holy smokes,
Buster didn't turn upside down when he demonstrated
spins! Ease her out, steady now. Slowly, slowly, ease the
nose up. Might as well use this excess speed to get back
to altitude. Now full throttle and climb her back to 1500
feet.
After about thirty minutes, it didn't take quite as many
clearing turns to screw up enough courage to kick her into
a spin, and it seemed that I could actually count the roads
as they spun under the nose. We even almost lined up with
the road after recovery, and I had an understanding with
the Cub about tucking under. The Cub promised not to go
upside down if I didn't hold the stick full forward for such
a long time.
I kicked her into a final spin, recovered, and glided
down to 500 feet AGL. There was just enough time for a
rectangular pattern, "s" turns along U.S. Highway 2 back
toward town and into the traffic pattern. Opposite the land-
ing point on downwind, carb heat on, throttle closed. The 65
Lycoming ticked over beautifully. Check for traffic, turn
on base leg and clear the engine. Now check for traffic,
turn on final and clear the engine. Aim for the point, and
as the ground starts to fill the windshield, commence the
flare, holding her off, bringing the stick back, back, until,
when it is full back, the wheels kiss the sod. Three point!
How long would it be until I got another squeeker like
that? Not bad for 12 hours.
Keep the stick back while taxiing into the wind. Left
turn toward the hangar. Keep the stick back, and now the
stick points into the wind coming from the right. Not much
wind today, but Buster said to always taxi as if it were
really howling, and when it did, the proper response would
be automatic. "s" turn the ship so as to be able to see
around the nose. After all, in 1942 there were very few
tricycle gear aircraft. The B-24 and 25, a couple of fighters,
the P-38 and 39, and who would ever by lucky enough to
fly one of those? Now line up the wheels on the flight line
and cut the mags.
And thus it went for 40 hours which completed the
Primary WTS course for our class, just before Thanksgiv-
ing, 1942.
War Training Service, or WTS was a military adaption
of a Civil Aeronautics Administration program known as
the Civilian Pilot Training Program, or CPT. The object
when our class started was to train us to be flying Staff
Sargents, presumably as artillery observers. By the time
we were graduated some ten months later, the goal had
changed many times as the needs ofthe war effort dictated.
But back to WTS Primary. The civilian course origi-
nally led to a private ticket. It consisted of a federally
Forest "Buster" Rising, Don's flight instructor at Bemidji.
funded cooperative effort between an educational institu-
tion and a fixed base operator. In this case, Bemidji State
Teachers College and Rising School of Aviation were the
principals involved. The impressively named flight school
consisted of Buster Rising, Commercial Pilot and Flight
Instructor who also had an Aircraft and Engine Mechanics
ticket, his wife Lou who ran the paperwork and dispatch
functions, and two employee flight instructors.
Ground school was held at night at the College. We
flew every flyable day, seven days a week, sun-up to sunset.
Basically, ground school subjects were the same as they
are today for the private ticket, except we had no radios
or instruments to contend with. In fact , we never saw a
needle, ball, or radios until we hit Cross Country WTS two
courses later.
As you might imagine, with seven students per instruc-
tor, and four airplanes total , we flew the planes so much
that we saw several 100-hour inspections on each ship
before the course was completed. That meant no flying for
some of the students until the plane was back in service.
With nothing else to do, and us wanting to get back in the
air, we had a chance to help Buster with the inspections
and repairs. It was a good chance to learn something else,
like, "Hold that bolt still , dummy, or I'll never get this nut
tightened. "
Toward Thanksgiving it began to get quite cold. At
night after the last flight , the oil would be drained from
the engines and stored in large tin cans. In the morning
the cans were placed on top of the oil stove that heated
the dispatch/weather shack, the only heated area on the
field other than Buster's house. When we were ready to
fly, the hot oil was poured into the engines, and away we
went.
The flight curriculum was unusual by today' s stan-
dards. It consisted of a series of maneuvers that had to be
performed in a specific order. Thus, the instructor or check
pilot could ride with a student ready for final check and
never utter a word. Theoretically, every student in the
country could follow this sequence without command.
Needless to say, I do not remember the sequence, but the
VINTAGE AIRPLANE 17
Waco UPF-7, NC174 flown by
CAA inspector O. J . Kells out of
the Fargo, NO office in 1942.
log book shows the following maneuvers were flown: A
standard departure was made from the airport traffic pat-
tern, and the Cub flown to the practice area. The log shows
the low work to have been rectangular course, "S" turns
across a road, series of "8s," climbing turns to 1500 feet .
Now for the high work: Series of turns, 720
0
steep turns,
stalls, forward slip, 2 turn spins, spirals, gliding and glid-
ing turns, and coordination exercises. Somewhere during
the series, there were ample opportunities to practice
forced landings. Upon return to the field, we'd shoot 180
0
side or overhead approaches. After a couple of trips with
the instructor, you knew just where to go to have plenty
of good forced landing fields available, and just which
roads to use for reference during the maneuvers. A guaran-
teed thumbs-up ride if you didn't foul up a series of man-
euvers.
Back at the airport, those of us who were waiting to
fly would take a model plane, draw lines in the sandy soil
representing roads, and talk ourselves through the flight
sequence. I suppose we would have washed out had we
completely forgotten the sequence on the final check. My
old log shows I transposed two of the maneuvers on the
final check, but still passed.
One other "skill" we picked up due to the small size of
the school was that of weather observer. Bemidji was one
of the many stations that reported weather every six hours.
This information was taken, put into a code quite different
from that used for sequence weather today, or even in that
day. This was sent to the Weather Bureau by Western
Union. Either Buster or Lou had to take these readings
at 0000,0600, 1200 and 1800 every day. The only way for
them to have a nigJ-.t out was for one of us to take the
readings. It has now been 41 years since I did this; by now
I might be a bit rusty.
Our relationship with the town and college was differ-
ent than that of the usual student. Our schedule pre-
cluded complete assimilation into the student body. Addi-
tionally, most of us were older than the senior students
though some of the younger members of our group struck
up interesting relationships with the co-eds, as might be
expected. We did enter my 1941 Ford convertible as a float
in the homecoming parade, decoration courtesy of one of
our class members, Bob Petersen, a commercial artist
before Pearl Harbor.
We took our breakfast in the college dining room. One
18 AUGUST 1983
morning, several of us were seated at a large, round table
with some of the freshmen women, girls who had appa-
rently led a sheltered home life. Verdie Paulsen, a true
woodsman who also was an experienced heavy equipment
operator was with us. As the warm cereal was served,
Ve1-die quipped, "Where is my warm beer?"
The poor freshmen girls were visibly shaken, and even
moved their chairs away from Verdie, as much as the
limited space would permit.
We arranged for our own sleeping quarters, usually
one or two with a local family. It was my good fortune to
obtain a room on the main street, Bemidji Blvd., with the
Foley family. One of their sons had preceded me in WTS
Primary and was at that time, flying Waco UPF-7s in
secondary. My room was on the second floor of their bun-
galow. Though the quarters were comfortable, there was
minimal space for clothing which required storing some
things in my suitcase behind the attic dwarf wall .
One Friday night, we were all going to a school dance
after class. Following dinner I took a fresh white shirt
from the suitcase, put on my suit and went to class. It was
hot in the classroom that night. Soon I felt something
moving under my shirtfront. Unobtrusively as possible, I
located and extracted a small fly. A few minutes later, I
felt another and the exercise was duplicated. Soon, it felt
like my undershirt was alive! Exiting as gracefully as
possible I rushed to the men's room and stripped to the
waist. Somehow fly eggs had been layed in my clean shirt
and the hot room plus my body temperature had been
sufficient to start the hatching process. A good brushing
of the "clean" shirt solved the problem.
On yet another Friday night, Dr. Height who taught
all navigation and math subjects was dressed in his hunt-
ing clothes when we assembled. Calling the class to order,
he fixed "Downwind" with a stern look and said, "At 2100
I am meeting my companions to start on a weekend hunt-
ing trip. We have a great deal of ground to cover. I will
not answer any damn fool questions anyone asks just to
take up time."
That was one of the shortest Friday night classes on
record!
On Sunday afternoon my closest friend in the class,
Chuck O'Meara and I finished flying and went in the '41
Ford to his home ground, Cass Lake, some 18 miles from
Bemidji . Chuck was an expert woodsman who had worked
Don's 1941 Ford Super Deluxe
convertible served as the WTS
float, transporting the queen in
the 1942 Bemidji State Teachers
College homecoming parade.
as a guide and mail boat pilot on the lake for most of his
young life. As we walked the wooded shore path of the
lake that fall day, he suddenly noted a movement in the
path ahead of us. Quickly he picked up a stone, threw it
and stunned a grouse twenty feet ahead of us. Before I
could fully comprehend what he was up to, he had rushed
ahead, grabbed the grouse, and wrung its neck. As a city
boy with some knowledge of wilderness ways, it was only
now I fully comprehended the lucky, successful hunting
demonstration that had taken place before my eyes. On
return to the campus, Chuck gave the bird to Dr. John
Glas, the school business manager and WTS coordinator.
A week later, Mrs. Glas invited Chuck and myself for a
Sunday dinner of grouse, supplemented by enough other
fowl to make a most enjoyable and welcome home-cooked
meal for four . This was typical of the wonderful feeling
that existed between our class members and the people of
Bemidji.
The most memorable event? My first solo, just before
sunset on a beautiful fall afternoon. The J-3 is soloed from
the rear seat. It doesn't establish any climb records when
there are two of you on board, especially when you are
both required to wear parachutes. The person in front acts
like a sound insulator to a certain extent. Thus, the first
solo takeoff will give the student some surprises. First,
without the sound barrier, the engine noises are more
clearly heard. But small matter; you are going to get to
do this yourself! You go through the runup, clear the area
for traffic, line up and open the throttle. She jumps into
the air! The lighter load really makes a difference. The
airport boundary sees you well into the air, and the
crosswind turn is just barely outside the field. Opposite
the point on downwind you apply carb heat, chop the
throttle, and as the ship glides through the approach, the
engine ticks over ever so nicely. You break the glide, hold
her off until the stick is all the way back in your lap, and
she touches down, three point! It will be a few hours before
you duplicate such a well executed landing again.
The funniest event? The day "Downwind" took off to
the west in a light wind and, instead of doing his practice
work, flew over to Ten Strike to buzz the school where his
girlfriend taught. By the time he returned to the airport,
we had a 180
0
wind shift and the velocity had become quite
brisk. He entered the pattern without looking at the wind
sock. Only problem was that he flew across the far boun-
dary of the field some 200 feet in the air. His correction
was nice, but even with the base leg over the shore of the
lake, he was still airborne at the west boundary. By now
two instructors had fired up two other Cubs, and had them
headed into the east wind. As "Downwind" chopped the
power, the first one took off to the east, right over the point
he was using for touchdown - he thought. This didn't phase
him; he just continued. As he turned final, the second
instructor took off right at him. He got the message and
after reversing his pattern, made a beautiful landing. He
never did outlive the name of "Downwind".
Final Check Ride? CAA Inspecftor D. J . Kells came in
from the office at Fargo, North Dakota in a Waco UPF-7,
NC174, a beautiful ship with a black fuselage and orange
wings. His first check ride on the base? Me. All went well
up to stalls. While trimming the aircraft, she stuck in the
up position and wouldn't trim down. Kells tried to help by
approaching a stall to unload the stabilizer, and trimming
like mad, but that didn't work. Between the two of us, it
was in full nose up position and seemed destined to stay
there forever. Did you ever try flying a plane with the nose
trimmed full up? It leads to stiff arms, and not very good
straight and level flight. I was damn glad to get Piper Cub,
NC35228 back on the flight line where Buster could re-ad-
just the trim cable tension!
We were all home by Thanksgiving, awaiting our next
assignment to WTS Secondary where we would fl y the
wonderful UPF-7s. It would be after the war before we
would have a chance to go back to Bemidji where a fine,
new airport with paved runways replaced our sod field.
Lou had passed away; Buster and the children had left. I
never saw or heard from the man who had really started
me in this wonderful industry. It has been so worthwhile.
It would have been nice to tell him so.
Editor's Note: After completing WTS training, Donald B.
Toeppen was sent to Central Instructors School at Brooks
and Randolph Fields in Texas and then to Spartan School
ofAeronautics in Tulsa, Oklahoma where he served as an
Army Primary Instructor in 1943 and 1944. In 1944 he
was hired by United Airlines, making captain in 1947.
When he retired in 1977 Don was Director ofFlight Oper-
ations, based at Chicago's O'Hare Field.
In retirement, Don continues to fly in single and twin
Piper and Cessna aircraft as pilot, chiefpilot, and Director
of Operations for three different Part 135 operators.
VINTAGE AIRPLANE 19
STINSON NC18425
(Photo by Ken Sumney via Ted Koston)
This photo of the 1937 Stinson SR-9FD, NC18425, S/N .5715 was
taken In 1940 at Pittsburgh, PA. It is currentl\( owned by J. J.
Paul (EAA 36793, AlC 145), 14418 Skinner Road, Cypress, TX
77429.
By Edward E. Beatty
(EAA 155741, Ale 6448)
10744 u.s. 27, So. 172
Ft. Wayne, IN 46816
When I received the May 1982 issue of The VINTAGE my parents one day in April of 1945 that I was going to
AIRPLANE the first thing that met my eyes when I slipped seek employment at the Smith Field Airport in Fort
it from the envelope was the back cover. I felt a chill run Wayne, Indiana. At the time I was just finishing my junior
through my body like I have seldom had. There it was .. year in High School in Huntington, Indiana, about 25
. Stinson Reliant NC18425. This is the first airplane I was miles southwest of Fort Wayne.
ever hired to work on. The date was in late May 1945 and They gave me little encouragement and told me not to
I was 16 years old. be disappointed when I was turned down. However, as
Having soloed in October 1944 and being the proud planned, the next Sunday morning I rose bright and early,
possessor of nearly 20 hours of flying time I announced to pedalled my bike to the local airport, rented a plane and
20 AUGUST 1983
flew to Smith Field to meet Mr. Ralph Bleke who was the
owner and operator of Consolidated Aircraft Repair Ser-
vice.
Arriving at Smith Field around 8 a.m. I sought out Mr.
Bleke and introduced myself. Stating my desires and inten-
tions I was amazed when he asked me when I could start
work. I gulped and said "just as soon as school lets out in
May." We agreed on a starting date and I was hired. The
flight home was one of the pleasant experiences of my life.
I sang, shouted and rocked the plane all over the sky.
The world was mine.
I reported for work by commuting the 25 miles on a
Greyhound Bus. I was somewhat late on the first day
because I had to hitchhike from downtown Fort Wayne to
the airport. In a few short days this problem was solved
because I had met enough of the people at the field that
getting a ride was easy.
Walking into the shop I found an enormous pair of
beautiful Stinson wings, ready to be recovered. My first
job was to help recover the wings for 18425. I couldn't
forget that number ifI tried. After the fabric, pinked tapes,
16 coats of clear dope, four coats of silver and all the
sanding and masking of those numbers in preparations for
the four coats of pigmented dope, they have been indelibly
implanted in my brain.
I loved every minute of it and even slept in the shop
on a few occasions so I wouldn't have the expense of com-
muting to the airport on my day off. There was so much
going on at that time I didn't want to miss a minute of it.
I'm sure you know that Stinson produced a quality product
and the workmanship put into the Reliant was a beauty
to behold. Hand rubbed finishes were the order of the day
and not to be outdone, we knocked ourselves out to equal
or better the factory finish.
We spent so many man hours sanding between coats
of dope I don't know how we ever made any money on it.
When the plane was finished you could not tell that pinked
edge tapes had been applied because they were sanded
down to blend in with the fabric. It was truly a proud
moment the day we rolled her into the sunlight for the
world to admire. In her red and black with silver piping
trim she couldn't have looked better the day she rolled out
of the factory.
The owner of 18425 at the time was Homer Stockert
who owned and operated a flying service at South Bend,
Indiana. I cannot swear to the following, but this is the
way it was told to me. Homer had been a pilot for Republic
A viation during the war years and at the time 18425
belonged to Republic.
I'm pretty sure this is a fact because the plane was still
carrying the Republic name on the fuselage when we
started to work on it. With the war winding down Homer
left Republic to return to his own business and he purch-
ased the plane from the company when he left them. I
never had the opportunity to meet him personally but I
was there the day he lifted 18425 into the sky for her test
flight and then home to South Bend. That was the last
time I ever saw either of them, but I'll never forget .
Other memories were brought back when I read Randy
Barnes' article about the Sky Romer in the January 1982
issue of The VINTAGE AIRPLANE. I have no personal
knowledge of the airplane but many of the men associated
with it and others included in the article played a large
part in my aviation education during my years at Smith
Field, and even before that in Huntington. To name a few
. . . Bob McComb, Carl Buecker, Russell Hosler and Paul
Hobrock.
Although I can't saythat I really knew Paul Hobrock
I did speak with him on numerous occasions when he would
stop by our shop to visit. His home at that time was
adjacent to the airport in a beautiful wooded area. And
yes he did raise some prize-winning Palominos. We could
see them every day through the shop windows.
Mr. Hobrock was highly regarded by many people
around the field and naturally had many friends he enjoyed
spending time with there when he had the time. He was
a rather striking man who commanded respect just from
hi s appearance but at the time I had no knowledge of his
past experiences and contributions to aviation. Mr. Barnes'
article filled a lot of gaps in my education about Fort
Wayne's aviation history.
In my two years at Smith Field I worked for three
different companies. Shortly after completing the job on
NC18425, Mr. Bleke hired a well experienced mechanic
who was working for another company on the field and as
a result he was forced to let me go. Momentarily crushed
I gathered up my things and walked across the ramp to
the company who just lost a man. I was immediately hired
and started to work the same day.
A few months later this company went out of business.
When it was rumored they were going to lock the doors I
was approached by Mr. Fred Romy who was owner and
operator ofInter-City Flying Service who asked ifI would
be interested in working for him. I was, and did as soon
as the key was turned.
While working for Inter-City I met Bob McComb and
Carl Buecker. By this time I knew nearly everyone on the
field. Bob was in and out a lot since he was running the
airport at Decatur, Indiana. Carl was there a lot in the
evenings and on weekends since during the day he was an
engineer for the Magnavox Corporation. A few years hence
Bob became one of my advanced instructors, and we flew
several hours together. But that's another story.
Bob McComb was a great aerobatic pilot and he per-
formed in a wide variety of aircraft. At the time I first met
him he had a surplus Navy N3N which he had painted up
in a fancy red and white paint job. Bob was more or less
free-lancing air show work at the time and had two young
men, Gene Zerkel and Don Cody, working with him.
In June 1946 we were plannmg an air show at Smith
Field with Bob as the featured performer. Gene and Don
were wing riders and assisted Bob with other parts of his
show. Bob had decided to let Don, who was a Marine
veteran of World War II and a paratrooper, do an act
standing on the top wing of the plane while Bob performed
all the usual air show maneuvers. Of course this is done
regularly now but at the time I'm not sure it had ever been
done.
Of course this would require a special platform and
harness to be mounted on the top wing in order for Don
to be able to stand up. Bob brought the airplane to us and
asked my shop boss, Vince Parker, if he could rig up
something that would be safe. Vince said he thought he
could, so we rolled the ship into the shop and went to work.
In a couple of days Vince had rigged up a platform with
some stirrups on it and some cables which fastened to a
parachute harness. Don came out and tried it on for size
and said he was satisfied it would work, so on with the
show.
But it was not to be. About three days before the show
was to take place a stunt man from around Chicago, I
believe, showed up unannounced. Maybe Bob had con-
tacted him and knew of his arrival but no one else seemed
to. His name was Ace Lillard. When he discovered what
Bob and Don had planned he convinced Bob it was too
dangerous and the act was scratched from the program.
Don was so mad he was livid and for a while we thought
there might be a fight but Bob got them calmed down and
things cooled a bit.
The day of the show came and the weather was perfect.
Everything went as planned; Gene and Don did their wing
riding act, Don made a parachute jump and things were
all set for the last act of the show. Ace Lillard was to do
a free fall from the wing of the N3N, sans parachute, and
come to a stop at the end of a rope attached to the bottom
VINTAGE AIRPLANE 21
of the plane. Then he was to climb back up the rope and
into the plane. Sensational!
They took ofT, flew past the crowd with Ace walking
around on the wings and crawling all over the plane.
Suddenly he fell, the crowd gasped, and then he hit the
end of the rope and everyone breathed a sigh of relief. Now
the' real show began. Ace had used a nylon rope which was
looped around his ankle and when he hit the end of the
rope the shock was greater than he had anticipated and
he was dazed. Also he had not allowed for the slickness of
the nylon rope which required more than normal strength
to climb back up. So there he hung, weakened from the
shock, which had already sapped his strength, getting
weaker from hanging head down and he had no parachute.
I don't know whether Bob could see him or not but I doubt
it. Obviously when he did not climb back into the plane
in a reasonable period Bob knew something was wrong.
Down on the ground we didn't realize at first what was
going on. After ten or fifteen minutes of circling over the
field with the action at the end of the rope becoming less
and less it was obvious to us that Ace was in deep trouble.
Some quick decisions were made and shortly Dick Teeple
took ofT in a Fairchild PT-19 with Gene Racht in the back
cockpit. Gene was an old-time parachute jumper and he
was carrying an extra chute and a knife with him.
The plan was to try and come up under Ace, attempt
to hand him the chute and the knife then get out of the
way so he could cut himself free. It might have worked
but just as they got under him the Fairchild slipped ahead
and about that time they hit a pretty healthy updraft. Bad
deal! The Fairchild's rudder went right up into the N3N's
prop.
Now things were really getting hairy. Dick was an
outstanding pilot and was able to get the Fairchild back
on the ground without further incident but Ace was still
up there in trouble. It was decided to try it once more but
the only plane available was a Vultee BT-13. Being quite
a bit faster than the Fairchild it was not the best plane
for the job but something had to be done fast, so away they
went. This time Al Schertz was at the controls. It didn't
work. Al just could not get the speeds coordinated so that
contact could be made.
Next a convertible was located and Bob was signaled
to attempt lowering Ace into the car. Smith Field had
3300-foot runways and after two unsuccessful attempts it
was decided to get a police escort across town to Baer Field.
This was a military field at the time and had 6500-foot
runways. They signaled to Bob and he headed south which
took him directly across town.
Coming up over the city Bob's engine suddenly started
heating up and running rough. Contact with the Fair-
child's rudder had bent the prop and the results of that
were taking their toll . Bob immediately turned back to
Smith Field making a long, agonizingly slow approach and
in a shallow slip. By slipping he could see Ace below him.
When Ace hit the ground Bob chopped the power, the plane
hit in a three-point attitude and Bob tromped on the brake
and rudder, spinning the tail around and preventing it
from hitting Ace.
We were sure Ace was dead. The ambulance was stand-
ing by and they quickly loaded him into it and headed for
the hospital. He was not dead but no one knew his condi-
tion. Bob had done the best job anyone could have under
the worst possible circumstances. He was completely
wrung out and didn't seem to even be aware of the praises
being heaped upon him. What a show, and would you
believe Ace Lillard was back at the airport within two
hours wearing only a couple of Band-Aids? He was as cocky
as ever without even a broken bone!
I might not be able to write a book on Russel Hosler
but I could probably come up with a pretty lengthy story.
As mentioned by Mr. Barnes in his article, Russ did design
22 AUGUST 1983
and build an unsuccessful race plane in the late 30s. It
was called the "Hosler Fury". The Fury was an extremely
advanced design for its day and might have flown given
enough space to get ofT the ground.
The plane had a pencil-like fuselage of about 28 feet
in length with the cockpit faired into it similar to Frank
Hawks' "Time Flies". There was no break in the top contour
of the fuselage whatsoever. Forward visibility was nil. To
aid in takeofT and landing, the cockpit was enclosed in
Plexiglas which extended quite a ways forward of the
instrument panel.
A small hatch opened in the top of the cockpit and the
pilot's seat had a hydraulic hand pump which enabled him
to raise his head up through the hatch during ground
operations. The wing was nearly square in plan form and
was roughly 12 feet long by about 11 feet wide. At its
thickest point it was probably no more than three inches
thick and the airfoil was symmetrical. The leading edge
was like a razor and great care had to be taken when
walking around the plane lest you sufTer severe cuts. The
wing sat well forward of the cockpit and was mounted atop
the fuselage.
The landing gear was retractable and folded back and
into wells in the side of the fuselage. Power was provided
by a 600 hp Curtiss Conqueror engine with a Hamilton
Standard ground adjustable propeller. The entire front end
of the plane was radiator with the prop shaft extending
through the lower portion ofit. Construction of the fuselage
was of Chromoly tubing with wood formers. The rest of
the airframe was of wood construction. The entire plane
was covered with plywood skin which was covered with
fabric and the resulting finish was slick as glass. The plane
was painted bright vermillion with black numbers with
the name painted on it in bright yellow.
I'm not sure exactly what year the Fury was completed
but it was finished at Smith Field. I learned many years
later that original construction was started at Floyd Ben-
nett Field in New York, but again, that is another story.
Completion had to have been around 1938 or 1939 and the
first attempts to fly it were at Smith Field. I was not there
so again I have to go on what I have been told concerning
the test attempts.
Naturally the airplane was quite heavy, sporting ex-
tremely small wheels and brakes. With only 3300 feet of
runway to work with Russ would get rolling pretty well
but the plane was in no way ready to fly so he would have
to abort the takeofT. With all the weight on the small tires
he would burn them up every time he got on the binders.
He tried to get permission to test it at Baer Field, but
being a military field the brass said no.
Finally giving up Russ transported the Fury to Hun-
tington and stored it in his sister's barn which was .only
a few blocks from where I lived. He continued to work on
it from time to time in between rebuilding some other
planes and I spent many summer afternoons in his shop
trying to get little odd jobs just to be able to be around
him and his planes. I was about 11 or 12 at the time. Russ
tolerated me better than many others would have and did
give me things to do which made me feel important.
I think it was during the winter of 1940-41 that Russ
built a pair of skis for the plane and hauled it up to lake
Wawasee which is about 40 miles north of Huntington.
Again I was not there, but it was reported to the Hun-
tington Herald Press that the Fury had lifted ofT the ice
but had to be landed immediately in order to get it stopped
before it ran out oflake. Lake Wawasee is the largest lake
in Indiana and has to be five or six miles across. The plane
was brought back to Huntington, stored in a barn and that
is the last I ever saw of it.
World War II started and Russ left Huntington, repor-
tedly to fly for the RCAF Ferry Command. I didn't see him
again until 1958.
In 1948 I attended the Cleveland Air Races. Among
the entries was a Bell P-63 flown by Bob Eucher. The plane
was painted all black and on the nose, in bright yellow,
was the name Hosler. I wondered about it at the time but
could find no one in the crowd who could verify the name
of the owner. The plane won the Sohio Trophy Race that
year and was doing pretty well in the Thompson when it
developed engine problems and had to drop out.
In 1957 through 1960 the National Air Races were held
at Ft. Wayne, consisting only of Formula One Racers. At
the race in 1958 I bumped into Russ at the airport restaur-
ant. This was the first time we had seen each other in
nearly seventeen years. I had changed a whole lot more
than Russ had and naturally I had to tell him who I was.
It was quite a reunion and I had an opportunity to ask
him a lot of questions. First, was it his P-63 that raced in
Cleveland ten years earlier? Yes it was. Second, what ever
happened to the Fury? Russ told me that shortly after the
turn of the decade (1950) he hit a real bad snag in his
business and went bankrupt. During this period the "Fury"
and the P-63 were tied down at the Cleveland Airport.
One day he got a letter from the airport management
telling him he was behind in his tie down rental fees and
until the money was paid the planes were being im-
pounded. Not having the money at the time there was
nothing to do but let them impound the planes. Quite some
time later things took a turn for the better and Russ went
to the airport to reclaim his property. According to him,
no one knew where they were or what had happened to
them. He never saw either of them again.
That was the last time I saw Russ and I read where he
passed away a couple of years ago in a small town about
twenty miles north of Fort Wayne. Until then I didn't know
he had returned to the area.
Getting back to the Hosler Fury, I was talking with
the man in charge of the American Air Racing Society
display at Oshkosh '75 and I asked if he had ever heard
of Russ Hosler. He thought a moment and then said he
was certain they had information on him.
We compared notes for several minutes and then I
became aware that someone else had joined us and was
waiting for a lull in the conversation in order to ask a
question. He introduced himself as Nick D'Apuzzo. I recog-
nized the name immediately. Then he asked the attendant
if he had ever heard of an old time race pilot by the name
of Russ Hosler.
I thought the man was going to have a stroke! He looked
at me then back at Nick and said, "I don't believe this. A
hundred thousand people here and the only two persons I
have talked with in the past hour both walk up and ask
me about the same pilot. I just don't believe it."
Nick and I introduced ourselves and then he told me
he had worked with Russ at Floyd Bennett Field on the
initial construction of the Fury. Of course we compared a
lot of other information but that was the first I had ever
known that fact about Russ and his Fury. I wonder what
the odds ofsomething like that happening at Oshkosh are?
AERONCA LC LOW-WING . ..
(Continued from Page 13)
The beautiful Hamilton Standard ground adjustible
prop has been with the plane for at least 20 years ...
Harold remembers it being on NC17484 when Shorty
Kellow first owned it in 1962.
Dave's only previous experience flying an LC was about
30 minutes with Jim Thompson in the latter's plane. The
two Aeroncas are somewhat different in that Jim's has a
later model tailwheel installation, being at the rear of the
fuselage while Dave's is a full swivel installation mounted
further forward.
Before making the first flight in his new pride and joy,
Dave taxied it around quite a while to get the feel of it,
then took off and climbed to 5,000 feet to start breaking
in the engine in the cooler air.
He was worried that the LC might be "squirrelly" on
landing, but on his first attempt the plane was down before
he knew it, with no directional control problems. This
pleased him greatly, but he does admit the forward visibil-
ity leaves a lot to be desired.
Dave's wife, Phyllis is as fond of the LC as he is and
she enjoys flying in it. The Warner does throw out a little
oil and grease and to date Phyllis has spent more time
cleaning the plane than riding in it.
She accompanied Dave on the six-hour flight from
home to the Aeronca Fly-In at Middletown, Ohio. Although
they wouldn't have had to refuel twice, they landed at
Marion County Airport in Illinois and again at Alexandria,
Indiana because it was the maiden voyage away from home
port and Dave wanted to inspect the plane carefully.
Dave is completely satisfied with the LC but does hope
to improve the ineffective braking system before flying
much more. The wheels are 18 x 8-3 with mechanical
brakes and he would consider installing hydraulic brakes,
but would prefer not to.
Among the many admirers of the LC at the Aeronca
Fly-In were two Aeronca retirees, one who came to the
airport that day because he heard there was a Low-Wing
on display, and the other because the LC was his favorite
plane and he worked in the sheet metal shop making the
fairings and cowlings for LCs. He commented that all the
sheet metal work on the LCs was hand made which meant
that like pieces weren't interchangeable from one plane
to another.
The latter gentleman was 81-year-old Cary Purdum
who worked for Aeronca 36
1
/2 years, starting in Cincinnati
on 3/12/31 in final assembly of Aeronca C-3s, then in the
sheet metal shop making gas tanks and ailerons.
Mr. Purdum carefully inspected Dave's Aeronca LC
then put his stamp of approval on the sheet metal work.
This pleased Dave because all the metal work was new on
NC17484.
Mr. Purdum wasn' t the only one who approved of Dave
and Phyllis Powell's Aeronca LC because the judges named
it the Grand Champion Classic Antique at the First Na-
tional Aeronca Clubs of America Fly-In ... a fitting reward
for an outstanding restoration.
The following specifications and performance data for
the Aeronca LC are from Juptner's "U.S. Civil Aircraft -
Volume 7," page 58.
Wing span 36' 0"
Length 22'4"
Height 7' 0"
Empty wt. 10341bs.
Gross wt. 16801bs.
Max speed 123 mph
Cruising speed (1900 rpm) 108 mph
Landing speed (with drag-flap) 48 mph
Gas cap. 28 gal.
Oil cap. 3 gal.
Cruising range 520 mph
Price at factory $3275.
VINTAGE AIRPLANE 23

clKomenf
In Jime
ByAlWheeler
(EAA 64433, Ale 5519)
525KumulaniDrive
Kihei, HI96753
As the chill hush of the winter evening embraced the
rolling Connecticut countryside a tousle-haired young man
and his father sat quietly reading in a comfortable farm-
house kitchen. Suddenly, the boy stirred, tilting his head
as though to better hear some distant sound. Then, eyes
alight with excitement, he rushed to the door shouting,
"Dad, it's him, it's him!" The older man, aroused from his
thoughts, nodded, and taking a five cell flashlight from a
convenient hook next to the door, followed his son out into
the chill night.
Pausing there to listen, he too heard the faint throb of
a J-5 Wright. Glancing at his watch, he nodded again,
saying, "And right on time too, it's 9:15. " He followed the
boy, now racing to the edge of a broad meadow next to the
sprawling farmhouse.
There they paused, peering intently in the direction of
sound. Seconds later the boy pointed skyward saying, "I
see him, Dad," as pinpoints ofred and green became visible,
followed by the unmistakable torch of blue exhaust bet-
ween them. As the aircraft approached the father raised
the heavy flashlight, sighted over its long body and pressed
the switch, one - two - three pause and one - two. He
lowered the light and watched the aircraft lights, now
brighter as it closed the distance between them. Again he
raised the light and flashed his signal , lowered it, and
waited.
Suddenly both father and son shouted excitedly as two
pinpoints of white broke the darkness below the winking
navigation lights. One - two - three pause one - two they
flashed. "He saw us," the lad exclaimed as the aircraft
passed overhead, now with only the blue exhaust visible.
Douglas M-2 mail plane as flown on the early Los Angeles to
Salt Lake City route. Painting by Charles Hubbell.
As the white tail light appeared, blending itself with
the bright stars, the boy spoke, "Engine sure sounds good,
doesn't it Dad?" The older man, listening, nodded, "Yup,
sure does. But I'll bet he's cold up there tonight." They
stood silently watching and listening as the single light
and the drone of the engine were slowly swallowed by the
northern sky.
Turning, they walked back to the house, each now
aware of the night chill and each imagining what it might
be like to be the lone aviator. High in the night sky,
someone who, huddled in a cold cockpit, must watch
nightly for his pinpoint of light, and seeing it, flash back
his recognition. Twin rays of friendship probing the dark
night, uniting for brief minutes the earthbound and the
aviator. A momentary contact between friends and soon
lost, one swallowed by the dark earth and the other slowly
blending with the twinkling stars.
The time, the early 1930s, in the early days of the New
York to Boston mail flights. Lone aviators braved the night
skies in open cockpit Pitcairns and Boeings. Pioneers they
were, blazing the invisible routes of the early air mail ,
invisible but for the flashing beacon lights dotting the
rolling countryside and the tiny pinpoints of light along
the route, friendly markers they, some flashing a code,
others just winking on and ofT as to say, "Hi up there, hope
all is well ."
Fifty years later on a sunny California afternoon, a
man, still tousle-haired, listened intently to the exhaust
note of his steeply climbing Pitts Special and remembering,
murmured half aloud, "Engine sure sounds good, doesn' t
it Dad?"
CALENDAR OF EVENTS
AUGUST 5-7 - SHELTON, WASHINGTON - Third Annual Antique, Classic
and Warbird Fly ln at Sanderson Field. Sponsored by Puget Sound Antique
Airplane Club, EAA NCChapter 9. Public display, dinner Saturday evening.
Flyaway Breakfast Sunday. Contact Pete Bowers, 10458 16th Ave. So.,
Seattle, WA 98168, 20612422582.
AUGUST 5-7 - THREE FORKS, MONTANA - 6th Annual Montana Antique
Airplane Assoc. Fly ln. Contact Bud Hall at 40615863933.
AUGUST 8-12 - FOND DU LAC, WISCONSIN - EAA lAC International
Aerobatic Championships. For information contact EAA, P.O. Box 229,
Hales Corners, WI 53130. 41414254860.
AUGUST 21 - WEEDSPORT, NEW YORK - Antique, Classic and Homebuilt
Flyfn sponsored by EAA Chapter 486 at Whitfords Airport. Pancake
breakfast and air show. Contact Herb Livingston, 1257 Gallagher Rd. B,
Baldwinsville, NY 13027.
AUGUST 26-28 - TULSA, OKLAHOMA - Annual EAA Chapter 10 Fly ln at
Tulsa Downtown Airpark. Contact LeRoy Opdyke, 13535 N. 155 E. Ave.,
Collinsville, OK 74021 , 9181371 5770.
24 AUGUST 1983
SEPTEMBER 1-5 - TULLAHOMA, TENNESSEE - 3rd Annual Ol e South
Flyln at Parish Aerodrome, SoesbeMartin Field. Sponsored by Tennessee
Valley Sport Aviation Association, Inc. For information contact Jimmy
Snyder, 5315 Ringgold Road, Chattanooga, TN 37412, 6151894-7957.
SEPTEMBER 16-18 - RENO, NEVADA - Reno National Championship Air
Races at Stead Airfield. Qualifying September 13-15. Airshow. Contact
Greater Reno-Sparks Chamber of Commerce, P.O. Box 3499, Reno, NV
89505. 7021786-3030.
SEPTEMBER 17-18 - BALTIMORE, MARYLAND - 14th Annual EAA East
Coast Fly-In at Glenn L. Martin State Airport. Sponsored by East Coast
EAA Chapters. Show aircraft, static displays, flea market, forums, aerobatic
demonstration, pancake breakfast, Saturday chicken barbeque. Contact
Jim Eggleston, 2602 Elnora St. , Wheaton, MD 20902, 301 1933-0314.
SEPTEMBER 23-25 - TAHLEQUAH , OKLAHOMA - 1982 Tulsa Fly-In at
Tahlequah Municipal Airport. Sponsored by Tulsa chapters of lAC, NC,
UL and AAA. For information contact Charles W. Harris, 119 East 4th St. ,
Tulsa, OK 74103, 9181585-1591 .
OCTOBER 6-9 - EFFINGHAM, ILLINOIS - International Cessna 120/ 140
Association, Inc. Annual Convention and Fly-In at Effingham County Memo-
rial Airport . For information contact AI Hourigan, 839 N. 6th St. , Vandalia,
IL 62471,6181283-0320.
OCTOBER 14-16 - CAMDEN, SOUTH CAROLINA - EAA Antiquel Classic
Chapter 3 Fly-In. Antiques, Classics and Homebuilts welcome. Contact
Geneva McKiernan, 5301 Finsbury Place, Charlotte, NC 27211 .
MYSTERY PLANE
By George Hardie
Lightplane amphibians have al-
ways been a challenge to airplane de-
signers. This one appeared in the
period just before we became involved
in World War II . The photo was sub-
mitted by member Cedric Galloway of
Hesperia, California, and is from the
John Vasey collection. Identification
of the airplane is not as it appears.
Full details will be published in the
November 1983 issue of The VIN-
TAGE AIRPLANE. (We have decided
to extend the publication of the
answers to the column by one month
because of lead time required for copy
for each issue.)
* * * * * * *
The Mystery Plane that appeared
in the June 1983 issue of The VIN-
TAGE AIRPLANE is a Brown-Young cross country via bus when I stopped
BY-I , license number NX13987, built for an hour's visit at the airport.
in Tulsa, Oklahoma in 1936. Standing Sincerely,
in front of the airplane is Willis Emil Strasser
Brown, President ofthe company, who (EAA 1069, A/C 3289)
in 1926 founded Mid-Continent Air- 4464 W. 115th St.
craft Corp. which later became Spar- Hawthorne, CA 90250
tan. The airplane was designed by A correct response was al so received
Dick Young and had a metal fuselage from Joe Tarafas (EAA 49351 , A/C
and wood and fabric wings. It was 5245) of Bethlehem, PA.
powered by a 285 hp Jacobs engine.
George Goodhead furnished the photo
and information.
Although details vary somewhat, a
correct answer to the June Mystery
Plane follows:
Dear George:
The Mystery Plane in the June 1983
issue of The VINTAGE AIRPLANE is
the Columbia BY-I , powered by a
Jacobs L-4 of225 hp. (Ibelieve the BY
stood for Brown-Young! )
I'll be pleased to read further details
on this one-of-a-kind aircraft as I've
never read anything on it since I
photographed it on 10/18/36 on the
ramp at Spartan School of Aeronau-
tics at Tulsa, Oklahoma. I was going
LEITERSTO THE EDITOR
Dear Gene:
I would like to point out a goof in the A. C. "Charlie"
Miller story in the May 1983 issue of The VINTAGE
AIRPLANE. The photos of the Douglas DF-151 and Dol-
phin on pages 11 and 12 obviously are switched.
The prototype DC-4 had DC-3 shaped wings as did the
B-18, B-23 and B-19 bombers.
Speaking of the XB-19, the photo on page 13 was on
the cover of the July 12, 1941 issue of Collier Magazine.
I picked this up for a buck at the library a few years back
(Continued on Page26)
g ~ ~
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Log Book ... ............ $2.95 ppd.
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UltralightOwners and Operators:
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Also Now Available:
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CAA Manual) . .... . .. .... $6.95 ppd.
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Order From:
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Phone 414/425-4860
Includepayment with arder- Wisc. residents add5%sales tax
Allaw4-6 weeks fardelivery
VINTAGE AIRPLANE 25
LEITERSTO THE EDITOR ...
(Continued from Page 25)
when they were clearing out some old material. This
magazine is datedsix weeksbefore I wasborn.
TheB-19wasslatedfortheproposedAirCorpsMuseum
butwith foot-dragging, pressurefrom somescrapdealers,
and non-caring military officers, the plane was cut up.
ThiswouldbeasplendidexhibitattheAirForceMuseum
ifitwere still around.
Sincerely,
JohnCarter
(EAA 41067, A/C 180)
1403 2ndAvenue E.
Bradenton,FL33508
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Regulartype, 45cperword;Bold Face,50c perword;ALLCAPS,
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$7.00.Classifiedadspayable inadvance,cash withorder .Sendad
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PLANE, P.O. Box 229, HalesComers, WI 53130.
ACRO SPORT - Single place biplane capable of un-
limitedaerobatics.23sheetsofclear,easytofollow plans,
includes nearly 100 isometrical drawings, photos and
exploded views. Complete parts and materials list. Full
size wi ng drawings. Plansplus88 pageBuilder'sManual
- $60.00. Info Pack - $4.00. Super Acro Sport Wing
Drawing- $15.00. Sendcheckormoneyorderto:ACRO
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425-4860.
FLYINGAND
GLIDER MANUALS
1929, 1930.1931
1932,1933
2.50 ea.
SEND CHECK OR MONEY ORDERTO:
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Box469 HalesCorners, WI 53130
Allow4-6 Weeks For Delivery
Wisconsin Residents Include4% Sales Tax
ACRO II - The new 2-place aerobatic trainer and sport
biplane. 20 pages ofeasy to follow, detailed plans. Com-
plete with isometric drawings, photos, exploded views.
Plans - $85.00. Info Pac- $4.00.Send check or money
order to: ACRO SPORT, INC., P.O. Box 462, Hales Cor-
ners, WI 53130.414/425-4860.
POBER PIXIE - VW powered parasol - unlimited in
low, cost pleasure flying. Big, roomy cockpit for the over
six foot pilot. VW power insures hard to beat3
1
/2 gph at
cruisesetting.15largeinstructionsheets.Plans- $45.00.
Info Pack - $4.00. Send checkormoney order to:ACRO
SPORT, INC., Box 462, Hales Corners, WI 53130. 414/
425-4860.
THE JOURNAL OF
Go antique on ground and in the air: 1926 Std. 6 Buick
Sedan fully restored. AACA Senior and Preservation
Awards. $15,000. M. J. Shelton, 1567 Bartram Way, El
Cajon, CA 92021. 619/444-2323.
WANTED: PARTS,TOOLS, MANUALS,TECH. ORDERS,
SERVICE BULLETINS FOR EARLY WRIGHT 1820 F
SERIES, F-50 SERIES, MILITARY -04, -78, -17, -19, -20,
-25,-30,-33,-37 & -75. ODER,13102DAYWOOD DRIVE,
HOUSTON,TEXAS n038. 713/445-33n.
HOWARD DGA 15P, excellent shape, recent paint and
fabric, good wood, recent top overhaul and backcase
SAMPLE ISSUE $4 replacement on engine. Call Jack Braden, 316/663-4741
15CRESCENT RD. POUGHKEEPSIE, N.Y. 12601 office, or316/662-8756home.
MEMBERSHIPINFORMATION
fAA
ANTIQUf-
CLASSIC
lAC
WARBIRDS
U
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Membership in the Experimental Aircraft Association. Inc. is $25.00 for one year. $48.00 for 2 years
and $69.00 for 3 years. All include 12 issues of Sport Aviation per year. Junior Membership (under 19
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must give EAA membership number.
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monthly issues of The Vintage Airplane, one year membership in the EAA and separate membership
cards.SportAviationnot included.
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SportAerobatics.All lAC membersare required to be members of EAA.
Membership in the Warbirds of America, Inc. is $25.00 per year, which includes a subscription to
Warbirds Newsletter. WarbirdmembersarerequiredtobemembersofEAA.
Membership in the EAA Ultralight Assn. is $25.00 per year which includes the Ultralight publication
($15.D? additional/or Sport Aviation magazine). For current EAA members only, $15.00, which includes
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ADDRESSALL LETTERS TO EAA OR THE PARTICULAR DIVISIONATTHE FOLLOWI NGADDRESS:
P.O. BOX 229- HALES CORNERS, WI 53130- PHONE(414) 425-4860
OFFICE HOURS: 8:30- 5:00MONDAY-FRIDAY
26 AUGUST 1983
tRe
01

Jacket - unlined tan poplin with gold and
white braid trim. Knit waist and cuffs, zipper
front and slash pockets. Antique/Classic
logo patch on chest.
Sizes - XS through XL . ....... $28.95 ppd
Cap - pale gold mesh with contrasting blue
bill ,trimmed with gold braid. Antique/Classic
logo patch on crown ofcap.
Sizes- Mand L
(adjustable rear band) ..... $ 6.25 ppd
7
Antlque/CIa.slc Patche.
Large- 4Vi' across....... ..... $ 1.75ppd
Small - 3V4' across...... $ 1.75 ppd
AntIque/Cla.slc Decal.-
4" across (shown left) . ....... $ .75 ppd
Available BackI ..ue.ofThe VINTAGE AIRPLANE
1973 - March through December
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19n - January through June,August through December
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Send check to:
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EMAntlque/ClaaslcDtvl.ion,Inc.
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1982- February,May through December
Allow 4-6 Weeks tor Delivery
Wisconsin Residents Include 5% Sales Tax
1983- January through July
PerIssue ................. ...... $1.25 rpd
Lindbergh Commemorative Issue (July 19n) . . ...... $ 1.50ppd
Classic owners!
Interior looking shabby?

Finish itrightwithan
airtex interior
Complete interior assemblies tor do-it-yourself installation.
Custom Quality at economical prices.
Cushion upholsterysets
Wall panel sets
Headliners
Carpetsets
Baggage compartment sets
Firewall covers
SeatSlings
Recover envelopesand dopes
FreeCatalogofcompleteproductline.FabricSelectionGuide
showing actual sample colors and stylesof materi als:$3.00.
WAR BIRDS IN WALNUT
Miniature Scale Replicas of Your FavoriteMilitaryAircraft
from Yesteryear to Today, Meticulously Handcrafted in
American Black Walnut.
A Truly Unique Desk Set with Matching Pen and Gold-
tone I.D. Plate for Gift , Award or Flying Event Trophy.
Planes Can be PedestalMountedDepicting "In-Flight,"
or Base Mounted to Depi ct a "Landed" Attitude.
For FREE Color
Brochure with
Price List and
Full Details:
WRITE or PHONE
PLANE PEOPLE
2017 Fi eidcresl Court So.
Salem. Oregon 97306
(503) 370-9806
et .,;r
Qlr ex inc.
259LowerMorrisville Rd., Dept. VA
Fallsington, PA 19054 (215) 295-4115
VINTAGE AIRPLANE 27
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