STRAIGHT AND LEVEL

by Bob Lickteig
On behalf of the EAA Antique/
Classic Division, it is an honor for me
to welcome our members and guests to
Oshkosh '88. Planning for this year's
convention started the day after we
closed Oshkosh '87.
During these many months, your of-
ficers, directors and advisers have re-
viewed all programs, projects and
group events staged last year in an ef-
fort to improve them for Oshkosh '88.
Your Antique/Classic Division is
proud to represent you and your in-
terest in our era of aviation. We are
also proud of the contributions we
make collectively to the success of the
EAA annual aviation exposition.
Serving you properly and fulfilling
our commitments to the Convention re-
quires 21 various committees with
chairmen, co-chairmen, members and
hundreds of volunteers. We do this to
assure you an interesting, exciting and
safe flying event.
Once again while you are at the Con-
vention, I would like to ask that we all
become EAA ambassadors of good
will. We will have hundreds of
thousands of people on the field. All
are interested in aviation and many are
WELCOME
TO OSHKOSH '88
attending for the first time. Those of
us who are close to EAA may overlook
the magnitude of this event that must
completely overwhelm our Convention
guests.
The first sight our visitors see is the
ocean of transient aircraft parked on
both sides of our east-west runway.
Next the Warbirds area comes into
view, and a whole generation is re-
minded our our air triumphs of World '
War II. Where the road turns south,
the unique designs and the polished
homebuilts stand out like the morning
sunrise. By the time our guests catch
their breath, the awesome U.S Air
Force B-1 bomber and the glamorous
Concorde sit poised to penetrate the
stratosphere. Their eyesight tour then
captures the prestigious antique and
classic aircraft bringing back memories
of the exciting pioneering days of avi-
ation. As if this were not enough-the
buzzing of the ultralights demonstrates
this segment of sport aviation. To cap
it off, the majestic floating of the EAA
balloon memorializes man's first trips
into the air.
When we think about it, an event of
this size must be completely astound-
ing to the majority of our visitors. And
it happens only at Oshkosh. The size,
the color, the noise and the excitement
only add to the confusion.
I ask every member to pledge to look
for these concerned guests and offer to
help--to answer questions-to ex-
plain-and to point the way. These lit-
tle gestures will make the Convention
more informative and enjoyable for our
guests and we will have fulfilled our
responsibility to ourselves as part of
our great EAA Antique/Classic organi-
zation.
Our schedule of group events
planned for the Convention has been
published in our magazine, THE VIN-
TAGE AIRPLANE, plus complete de-
tails are in your Convention program.
With the number of group activities,
we have something for everyone in-
cluding family members and guests.
Please stop in at the Antique/Classic
Headquarters as we would like to say
hello and welcome.
So as the house lights dim and the
stage lights come up on the world's
greatest aviation exposition, let's all be
proud of our participation and commit
ourselves to the Antique/ Classic code
of good will. I ask every member,
guest and visitor to inhale the air of
excitement-stand tall and take it all
in-it's vibrant, it's exhilarating, it's
alive and it's America at its best. This
is EAA Oshkosh ' 88.
2 AUGUST 988
AUGUST1988 Vol. 16, No.8
PUBLICATION STAFF
PUBLISHER
Tom Poberezny
VICE-PRESIDENT
MARKETING &COMMUNICATIONS
DickMatt
EDITOR
MarkPhelps
ARTDIRECTOR
MikeDrucks
ADVERTISING
MaryJones
ASSOCIATE EDITORS
Norman Petersen
DickCavin
FEATUREWRITERS
GeorgeA. Hardie,Jr.
Dennis Parks
EDITORIAL ASSISTANT
Carol Krone
STAFF PHOTOGRAPHERS
JimKoepnick
Carl Schuppel
JeffIsom
EAAANTIQUE/CLASSIC
DIVISION, INC_
OFFICERS
President VicePresident
R.J.Lickteig M.C."Kelly"Viets
1718Lakewood R1.2, Box128
AlbertLea,MN56007 Lyndon,KS66451
507/373-2922 913/828-3518
Secretary Treasurer
GeorgeS.York E.E."Buck"Hilbert
181 SlobodaAve. P.O.Box145
Mansfield,OH44906 Union,IL60180
419/529-4378 815/923-4591
DIRECTORS
JohnS.Copeland PhilipCouison
9JoanneDrive 28415SpringbrookDr.
Westborough,MA01581 Lawton,M149065
6171366-7245 616/624-6490
WilliamA.Eickhoff StanGomoll
41515thAve.,N.E. 104290thLane,NE
St.Petersburg,FL33704 Minneapolis,MN55434
813/823-2339 6121784-1172
DaleA.Gustafson EspieM.Joyce,Jr.
n24 ShadyHillDrive Box468
Indianapolis,IN46278 Madison,NC27025
317/293-4430 919/427-0216
ArthurR.Morgan GeneMorris
3744North51stBlvd. 115CSteveCourt,RR 2
Milwaukee,Wi53216 Roanoke,TX76262
414/442-3631 817/491-9110
DanielNeuman RayOlcott
1521 BemeCircleW. 104Bainbridge
Minneapolis,MN55421 Nokomis,FL34275
612157Hl893 8131488-8791
S.H. "Wes"Schmid
2359 LefeberAvenue
Wauwatosa, WI 53213
4141771-1545
DIRECTOR EMERITUS
S.J. Wittman
7200S.E. 85th Lane
Ocala,FL32672
904/245-n68
ADVISORS
RobertC."Bob" Brauer JohnA.Fogerty
9345S.Hoyne RR2,Box70
Chicago,IL60620 Roberts,WI54023
3121n9-2105 715/425-2455
RobertD."Bob" Lumley StevenC.Nesse
N104W20387 2009HighlandAve.
WillowCreekRoad AlbertLea,MN56007
Colgate,Wi53017 507/373-1674
414/255-6832
Copyright"1988by the EMAntique/Classic Division,Inc.All rights reserved.
Contents
2 StraightandLevel/byBobLickteig
4 AlCNews/byMarkPhelps
6 VintageLiterature/byDennisParks
7 PeopleandAirplanes/byPamelaFoard
8 Calendar
8 MysteryPlane
9 WelcomeNewMembers
10 Members'ProjectslbyNormPetersen
11 VintageSeaplaneslbyNormPetersen
12 AcrossEuropebyS.56lbyNormPetersen
16 FlightofaRyan/byStevePitcairn
22 PassItToBuck/byBuckHilbert
24 Eyewitness/byBobandEmalouLaible
27 Volunteers,aBookofHeroes/
byArtMorganandBobBrauer
27 VintageTrader
Page 12
Page 24
FRONTCOVER ...Safeandsound inNewJersey, Steve Pitcaim's
Ryan STArestsafteritscross-countrytripfromCalifomia.SeeSteve's
storyand photosonpage 16.
BACK COVER ...Grahame-White Type 10 Char-A-Banc. this
machine set a world's record on October 2, 1913 for weight lifting
having flown for 19 minutes at Hendon Field England carrying nine
passengers.The plane had a spanof 60 feet and waspowered by a
120 hp. Austro-Daimler engine.The plane was designed to be used
for joy riding at Hendon. Photo from Grahame-White, THE AERO-
PLANE,1914.
ThewordsEM,ULTRALIGHT,FLYWITHTHEFIRSTTEAM,SPORTAVIATION,andthelogosofEXPERIMENTAL
AIRCRAFTASSOCIATION INC., EMINTERNATIONALCONVENTION,EMANTIQUE/CLASSIC DIVISION INC.,
INTERNATIONALAEROBATIC CLUB INC., WARBIRDS OF AMERICA INC., are registeredtrademarks.THE EAA
SKY SHOPPE and logos of the EMAVIATION FOUNDATION INC. and EMULTRALIGHT CONVENTION are
trademarks of the above associations and their use by any person other than the above associations is strictly
prohibited.
EditorialPolicy:Readersareencouragedtosubmitstoriesandphotographs.Policyopinionsexpressedinarticlesare
solelythoseoftheauthors.Responsibilityforaccuracyin reporting restsentirelywiththecontributor.Materialshould
besentto:Editor, TheVINTAGE AIRPLANE, Wittman Airfield,Oshkosh,WI 54903-3086. Phone:414/426-4800.
The VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusivelyby EMAntique/Classic Division,
Inc.ofthe Experimental AircraftAssociation,Inc.and ispublished monthlyat WillmanAirfield,Oshkosh,WI 54903-
3086. Second Class Postage paid at Oshkosh, WI 54901 and additional mailing offices. Membership rates for
EMAntique/Classic Division, Inc. are $18.00 for current EMmembers for 12 month period of which $12.00 is
forthe publicationofThe VINTAGE AIRPLANE. Membershipis open to all who areinterested in aviation.
ADVERTISING- Antique/ClassicDivisiondoesnotguaranteeorendorseanyproductofferedthroughouradvertis-
ing. Weinviteconstructivecriticismand welcomeanyreportofinferiormerchandiseobtainedthroughouradvertising
sothatcorrective measurescan betaken.
Postmaster:SendaddresschangestoEMAntique/ClassicDivision,Inc.,WittmanAirfield,Oshkosh,WI54903-3086.
VINTAGE AIRPLANE 3
Compiled by Mark Phelps
NATIONAL AERONCA
ASSOCIATION
The National Aeronca Association,
Inc. has been formed to meet the needs
of Aeronca enthusiasts. This organiza-
tion is governed by a central board of
directors that oversees the biennial
convention on even years at the
Aeronca factory in Middletown, Ohio.
Regional Aeronca events will be pro-
moted on the odd years . The National
Aeronca Association Magazine will be
published six times a year, starting in
September 1988. A series of technical
advisers has been appointed to cover
the whole spectrum of aircraft built by
Aeronca. A major goal of the N.A.A.
is the establishment of an Aeronca
museum adjacent to the Aeronca fac-
tory.
Since leaving the field of light
airplane manufacturing in the early
1950s, Aeronca had become a major
aerospace contractor. This year' s con-
vention at the factory included a tour
of the facility supplemented with
photographs showing comparable
views during the era of airplane man-
ufacturing at Aeronca. At the banquet
on Saturday evening the speakers were
mostly Aeronca veterans who talked
about various aspects of airplane man-
ufacturing at Aeronca during the 1930s
and 1940s. Awards in several
categories were also given for restored
as well as custom Aeroncas . Special
awards were given to Aeronca-built
PT-19s and PT-23s that were produced
during World War II.
Two categories of membership are
available in the N.A.A. Charter mem-
bership is $40.00 for the first year and
. is limited to the first 1,000. Charter
members receive six issues of the
magazine, membership certificate,
special association patch, membership
card and recognition in the member-
ship roster. Regular membership is $20
per year and includes six issues of the
magazine, association patch and mem-
bership card. All Aeronca enthusiasts
are invited to join. Aeronca ownership
is not a requirement. Applications are
available at: National Aeronca Associ-
Aeronca enthusiasts can now join forces with the National Aeronca Association.
ation, 266 Lamp and Lantern Village,
Chesterfield (St. Louis), Missouri
63017 telephone 314/391-8999.
NORTHERNNEIGHBOR WANTS
EAA Chapter 85 in Surrey, British
Columbia, Canada needs the follow-
ing:
Aeronca C-3---cowIi ng, gear parts
and front end
Buhl Pup-Szekely engine and gear
parts
Waco IV-radiator and fuel tank
American Eagle -wings or wing in-
formation
Contact Grant Thoreelsson, 11067-
146th Street, Surrey, B.C. Canada
V3R 3V3 telephone 604/588-1196.
TIM TALEN-RESTORER
Aviation has a tough time getting
positive press, but EAA Antique/
Classic member Tim Talen (EAA
8615, AlC 1616) is doing his part . He
was featured in a recent article entitled
"Craftsman takes planes under his
wing" and featured in the Eugene, Ore-
gon Register-Guard . The article is
complete with color photography and
tells Tim's story.
Years ago Tim and his father built
an airplane in Tacoma, Washington.
After a stint in college, Tim lost some
years to the Vietnam war before earn-
ing his pilot license under the GI bill.
Working at the airport, Tim earned his
A&P ticket in 1975. After teaching
college for a couple of years, he de-
veloped a clientele in the aircraft re-
building business. In 1980, he and two
friends bought 63 acres on a high ridge
in Springfield, Oregon and built an
airstrip with three homes adjacent to
it. The view of the valley below is
spectacular.
The place began to look like a real
airport when Tim dismantled a huge
4,800-square-foot hangar at an old air-
port and reassembled it on his airstrip.
With plenty of work space below and
living quarters for his family above,
Tim has things humming his way!
Recently he added two helpers in the
business to try to keep up with the huge
amount of restoration work that finds
its way to his door. Tim admits that
he's a happy man, doing what he really
enjoys . And besides, he gets to do all
the test-flying!-Norm Petersen
OREGON A VIATION MUSEUM
GETS ANZANI LONGSTER
Les Long, of Cornelius, Oregon was
an enterprising innovator who, with his
brother owned a radio shop in the late
1920s. Les got interested in aviation
and went on to become nationally fa-
mous as a designer. Although early ef-
forts were less than successful, his
"Longster" powered by a three-cylin-
der, 35-hp Anzani engine was a hit.
Plans were published in the 1930 FLY-
1NG AND GLIDER MANUAL and
Les went on to design a series of
airplanes, bringing glory to his home
state as a hotbed of amateur aviation
design.
The Oregon Aviation Museum re-
cently received a replica of an Anzani
Longster that museum officials believe
includes the same engine used in the
original prototype. The engine had
been in the Lane Community College
collection for over 45 years when the
replica Longster was completed in
1984 as a class project and displayed
at fly-ins and airshows in the area. The
airplane is now available for viewing
and the museum's newsletter says that
it hopes the airplane will someday be
displayed permanently in the new
museum building.
4 AUGUST 1988

by Dennis Parks
Library Archives Director
August Vintage Airplane
Claude Graham-White: and his
Aerial Bus
On the back coverofthis issue is a
picture ofthe Graham-White Type 10
AerialBus,oneofthe largestand most
remarkable planes of its era. One of
the first airplanes designedfor passen-
gercarrying, it cameabout becauseof
operations at the Hendon flying field
outside ofLondon.
Hendon Aerodrome opened to the
public in 1910 and the demand for
passenger flights increased so rapidly
thattwo-seatairplanesquicklywereren-
dered inadequate. The Graham-White
company decided in 1913 that a plane
capable ofcarrying several passengers
for normal operations, not just as a
stunt,wouldhelpunplugthebacklog.
As reported in theOctober 11, 1913
issue ofFLIGHT:
"So popular have the passenger
flights at Hendon proved, that, al-
though the Graham- White Aviation
Co's 'stables' include about half a
dozen passenger-carrying machines,
these have been found inadequate to
cope with the ever-increasing demand,
especially at week-ends, for trips
round the aerodrome. In orderto meet
this contingency, a new machine, cap-
able ofcarrying four passengers in ad-
dition to the pilot has been constructed,
and it has already becomevery popular
amongst the spectators, who have
nicknamed it the char-a-bancs. '"
Designed by J.D. North, the plane
was completed in the summerof1913
andtestflown byLouisNoel, thechief
pilot for the Graham-White company.
The plane proved very successful for
its purpose and gainedfame by setting
world records for passenger flights.
On September 22, 1913 Noel took
off with seven passengers and stayed
aloft for over 17 minutes .The follow-
ing week, on October2, the pilotbet-
teredhisrecordbycrammingninepas-
sengers into the fuselage and staying
airborne for over 19 minutes.
A 120-hp Austro-Daimler engine,
builtin Austriawasusedforpassenger-
carrying because of its weight lifting
power. In an attempt to win the 1913
MichelinCup(awardedfor a 300-mile
round-trip flight between Brookland
and Hendon), however, the Austro-
Daimler was replaced with a 100-hp
Green engine to make the attempt an
all-British one.
The modification did the job, as on
November 6 pilot R.H. Carr won the
cupanda500pound-sterlingprize. Six
monthslater,overHendon, W. Newell
made Great Britain's first parachute
jump from the airplane.
With its span of62 feet, six inches
and a maximum gross weight ofover
3,000pounds,thechar-a-banc wasone
ofthelargestBritishairplanesbuiltbe-
fore World WarI. Thebiplane pusher
had the pilot's and passengers' seats
placed well in front ofthe wings in a
nacellebuiltoffourashlongerons .The
pusherenginein therearnacelleswung
a nine-foot, three-inch propeller.
SPECIFICATIONS
Type: five-seat pusher biplane, wood
structure fabric-covered.
Dimensions: span-62'6", length-
37'6", wing area-790 sq. ft.
Weights: empty-2,OOOIbs.,maxgross-
3,100 Ibs., record weight 3,550 Ibs.
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6AUGUST 1988
[----Planes & People
J
MikeAdelman- SWift GC-1BIN2432B
Mike Adelman began flying when
he was 16, and between then and now
he's owned a Cessna 170B, a Cessna
172, a Grumman Trainer - TR2, and a
Cessna 337. His most recent acquisi-
tion (1986) was a white Swift , with
blue, red and yellow accent colors.
Mike bought the Swift through
Trade-a-Plane, and says that many
owners will now send video tapes of
by Pamela Foard
their planes to potential buyers! (For
those of us who have bought our
airplanes sight unseen, this is a highly
desirable development.) He will even-
tually put in an 10360 Continental en-
gine to replace the Continental 0300-
D.
Although he misses his Cessna
170B, Mike says he enjoys the Swift
for its sturdy and light characteristics.
He belongs to the Swift International
Association, which he finds very help-
ful, (they own the type certifiate) . Be-
sides holding a five-day fly-in every
Memorial Day, the Association flies
from Oshkosh to Lake Elmo, Min-
nesota on the first Saturday of the EAA
convention for an overnight fish fry .
The next day, they fly back to Oshkosh
in Swift formation!
by George Hardie, Jr.
Floatplanes (or seaplanes) have been
around since the earliest days of flying.
This one was built by an early American
company and resembles another of the
period built by another company. The
photo, date and location unknown, was
submitted by Owen Billman of
Mayfield, New York. Answers will be
published in the November issue of
THE VINTAGE AIRPLANE. Deadline
for that issue is September 10, 1988.
The Mystery Plane in the May 1988
issue is a Collier Ambassador. George
Goodhead of Tulsa, Oklahoma who
submitted the photo writes:
"I have been trying for many years
to find out what happened to William
S. 'Bill' Collier or the airplane. I re-
ceived my first three hours of flying
instruction in this airplane from Bill
Collier in exchange for photographs
and drafting back in 1938.
"Bill, in 1940, moved to Wichita
and took over the old Swallow factory.
I visited him twice while he was there.
He had a model I had made of the ship
with a Warner engine hanging above
his desk at that time. He planned to
build another ship with the Warner en-
gine.
"I am enclosing the first and last
page of the FAA forms I received from
Oklahoma City. As you will note, Bill
applied for a ferry permit to ferry the
ship to Danville, Illinois . Gene Chase
checked with several around Danville,
but no one had ever heard of the ship.
I have the N number reserved in case
I should find it. If not, I'd like to build
a replica. Ifyou receive any informa-
tion as to what happened to it, I would
really appreciate hearing from you. "
Answers were received from Will-
iam S. Collier (another William S. Col-
lier-Ed.) of Allentown, New Jersey;
Frank Pavliga, Cuyahoga Falls, Ohio;
Leonard Opdycke, Poughkeepsie,
New York; Glenn Buffington , El-
dorado, Arkansas; and Charley Hayes ,
Park Forest, Illinois .
CALENDAR OF EVENTS
JULY29-AUGUST5- OSHKOSH,WISCONSIN
- 36th annual International EAA Convention
and SportAviation Exhibitionat Wittman Field.
Contact: John Burton, EAA Headquarters,
Wittman Airfield,Oshkosh,WI 54903-3086.
AUGUST 7 - BELOIT, WISCONSIN - Fly-In
breakfast at Beloit Airport, sponsored by
StatelineFlyingClubandtheBeloitAirport.Ca-
tered by International House of Pancakes.
AUGUST 20 - WINTER HAVEN, FLORIDA -
Florida SportAviationAntique and ClassicAs-
sociation, EAAAlC Chapter 1Fly-In at Gilbert
Field Municipal. Contact: Rod Spanier, 502
JamestownAvenue, Lakeland, FL33801,8131
665-5572.
AUGUST 21 - BROOKFIELD, WISCONSIN -
EAAAlCChapter11 IceCreamSocialandAir-
craft Display at Capitol Airport, noon to 5:00
p.m.Contact :George Meade,414/962-2428.
AUGUST 21 - MANKATO, MINNESOTA -
Chapter 642 Fly-In Breakfast and Swap Meet
atMankatoMunicipalAirort.Contact:Ken,507/
387-2582.
AUGUST 26-28 - SUSSEX, NEW JERSEY -
SussexAirShow'88.Contact:PaulG. Styger,
Airport Manager, P.O. Box 311, Sussex, New
Jersey07461,201/875-9919.
AUGUST 27-28 - WATKINS, COLORADO -
BalioonfestlEAA Chapter 660 Air Show. Con-
tact: 303n51-1981.
8AUGUST 1988
SEPTEMBER 3-4- GEORGETOWN,CALIFOR-
NIA - Gathering of Taildraggers at
Georgetown Municipal Airport. Contact: P. O.
Box 1438, Georgetown, California,call (days)
916/6n-go09, (eves) 916/333-1343.
SEPTEMBER 9-11 - DENVER, COLORADO-
TwinBeechAssociation1 stAnnualfly-inmeet-
ing atCentennialAirport.Contact:TwinBeech
Association, P.O. Box8186,Fountain Valley,
CA92728-8186.
SEPTEMBER 10- JENNINGS, LOUISIANA-
Southwest Louisiana Fly-In, Sponsored by
EAA Chatpers 529 and 541. Trophies.
Louisiana Championship Fly-in Series Event
NO.3. Contact: Bill Anderson, 211 Bruce
Street, Lafayette, LA70533,318/984-9746. .
SEPTEMBER 1D-11 - MARION, OHIO - 23rd
Annual MERFI EAAFly-In.Campingon airport
grounds. Contact: Lou Lindeman,3840 CLov-
erdal Road, Medway, OH 45341., 513/849-
9455.
SEPTEMBER 1D-11 - GREELEY, COLORADO
- RockyMountainRegionalFly-In.Sponsored
byColoradoStateEAAChapter.Contact:303/
798-6086or303n5H981.
SEPTEMBER 16-18 - JACKSONVILLE, IL-
LINOIS - 4th Annual Byron Smith Memorial
Stinson Fly-Inand ReunionatJacksonvilleAir-
port. Seminars, fly-outs, contests.Camping at
field.Contact: Loran Nordgren, 815/469-9100,
4 West Nebraska, Frankfort, IL 60423.
SEPTEMBER 17-18 - MERCEDES, BUENOS
AIRES, ARGENTINA- EAA AlC Chapter 12
aerial spring picnic. Contact : Abel Debock,
C.C. 275, 2930 San Pedro, Argentina, phone
0329-24307.
SEPTEMBER 3D-OCTOBER 1 - CAMDEN,
SOUTHCAROLINA- Annual EAAAlCChap-
ter 3 Fall Fly-in for antique and classic aerop-
lanes. Trophies, major speaker, vintage
airplanefilms.AtWoodwardField.HQHoliday
Inn, Lugoff, SC. Contact : R. Bottom, Jr., 103
Powhatan Pkwy., Hampton,VA 23661.
OCTOBER 1-2- PINEVILLE,LOUISIANA- 3rd
Annual LouisianaEAAConvention,sponsored
byEAAChapters614and836.Trophies,ban-
quet,camping.Final LouisianaChampionship
Series Event. Contact : Jim Alexander, 2950
Highway 28W, Boyce, LA 71409, 318n 93-
4245.
OCTOBER 6-9- CELINA, OHIO- 13th Annual
International Cessna 120/140 Association
ConventionFly-InatLakefieldAirport.Contact:
TerryZimmerman, 419/268-2565.
OCTOBER 7-9- THOMASVILLE, GEORGIA-
FloridaSportAviationAntique and ClassicAs-
sociation, EAA AlC Chapter 1 Fly-In at
Thomasville Municipal Airport. Contact: Rod
Spanier, 502 Jamestown Avenue, Lakeland,
FL33801,813/665-5572.
OCTOBER7-9- TAHLEQUAH,OKLAHOMA
- 31st Annual Tulsa Fly-In. Contact: Charlie
Harris, 3933 S. Peoria,Tulsa,OK74105,918/
742-7311.
OCTOBER 7-9- TAHLEQUAH,OKLAHOMA-
8th Annual National Bucker Fly-In. Contact:
Frank Price, Route 1, Box 419, Moody, TX
76557,817/853-2008 .
WELCOMENEWMEMBERS
The folowing is alisting of new members who have joined the EAA Antique/Classic Division (through July 20, 1988). We are
honored to welcome them into the organization whose members' common interest is vintage aircraft. Succeeding issues of
THE VINTAGE AIRPLANE will contain additional listings of new members.
Anders,JeffP.
Jacksonville, Florida
Anscombe,C.A.
Blenheim, NewZealand
Bailey,MilesH.
Hills, Iowa
Baker, DukeI.
Nolensville,Tennessee
Bstes,David
Faribault, Minnesota
Beaugrand,George
Lucerne Valley, California
Bernie,Schaub
Fenwick, Ontario, Canada
Best,BruceL.
Mississauga, Ontario, Canada
Bloomquist,Ronald
Mooresburg, Tennessee
Bottorff,Marshall
Ardmore, Oklahoma
Browning,Don
Longwood, Florida
Bunch,MarionC.
Lake City, Arizona
Byars,EdwardF.
Clemson, SouthCarolina
Cash,MarionA.
McDaniels, Kentucky
Clark,BarrettN.
Lemoyne, Pennsylvania
Clayton,Brady
Palastine, Texas
Clifford,W. E.
Sidney,British Columbia, Canada
Clinton,PeterC.
Erie, Colorado
Cohen,SydneyB.
Wausau, Wisconsin
Cooper,JamesDudley
San Diego, California
Cooper, RobertJ.G.
Kingman, Kansas
Cox,Dennis
PaloAlto, California
Dietrich,Tom
Kitchener, Ontario, Canada
Drake, AlanL.
Anderson, Califomia
Drane, Paul L.
Stockton, Illinois
Dudgeon,EdwardA.
EastLansing, Michigan
Dunkle,Jack
Medina, Ohio
Engels,Bob
Ronan, Montana
Fessler,JeanMarc
Belefaux, Switzerland
Fox, R.K.
Fullerton, California
Glancy,Jack
Carthage, Mississippi
Graves,LarryE.
Bartlett, Tennessee
Hall,MIHordH.
Concord, North Carolina
Hardcopf,Robert
Owatonna, Minnesota
Haslett,HarveyB.
Absecon, NewJersey
Heinz,DavidC.
Streator, Illinois
Hodges,GaryM.
Portland, Oregon
Jarrard,LeeD.
Lexington, Kentucky
JohnsonIII, WalterL.
Washington, Connecticut
Johnson,Gerald
Winnepeg, Manitoba,Canada
Kantzler,W. P.
Amelia, Virginia
Kenny,Dan
Sarnia, Ontario, Canada
Kirkendall,Tim
North Pole, Alaska
Leifheit,Roger
Harlingen,Texas
Lucas, DonaldRay
Brazil, Indiana
Lutton,W.C.
Columbus, Ohio
Maddux, RichardG.
Milton, Florida
Magill,J.K.
Nashua, NewHampshire
Marlowe,GayleM.
Holly, Michigan
May, EdwardR.
Fox RiverGrove, Illinois
McDougall,J.C.
St. Lazare, Quebec, Canada
McGowan,JonG.
Northfield, Massachusetts
McPherson,Allen
Edmonds, Washington
Morrison,JohnB.
Blytheville, Arizona
Morse,DavidA.
Anchorage, Alaska
Morsell,A.L.
Del Mar, California
Murphy,JohnM.
Columbus, Mississippi
Myers,LoydD.
NewburyPark, Califomia
Neary,W. M.
YorkBeach, Maine
Novotny,Jerry
Cynthiana, Kentucky
Nunn,ThomasE.
Paso Robles, California
Olleton,RobertP.
Laurel, Maryland
Parkinson,Brian
Plains, NSW, Australia
Posavec,DavidC.
Harrisburg, Pennsylvania
Potter,Richard
OpaLocka, Florida
Presson,RussellB.
Jackson, Mississippi
PrIceJr.,JackH.
St. Cloud, Florida
Pundzak,JoeS.
DesMoines, Iowa
Rauam,Nalma
ValleyStream, NewYork
Regester, RobertH.
Indianapolis, Indiana
Rich,JohnE.
Columbus,Georgia
Schoen,Dick
Comfort,Texas
Selway,JamasE.
St. Paul, Minnesota
Semadenl,Tom
Sudbury,Ontario, Canada
Sheldon,PatrickJ.
Cheboygan, Michigan
Smith,DanaL.
Umerick, Maine
Smith,RonaldM.
Natchitoches, Louisiana
SummersIII,GroverH.
Broadbrook, Connecticut
Thompson,WilliamW. Jr.
Doran, Virginia
ValentineIII,JackV.
Webster, Texas
Walker,StevenM.
Osawatomie, Kansas
Walton,WilliamG.
Knoxville,Tennessee
Wardell,GuyH.
UpperSaddleRiver, NewJersey
Wawrzyniak,JamesS.
Landsowne, Pennsytvania
Wickes,EdwardB.
Tesque, NewHampshire
Willis,Uoyd
Sydney, Australia
Yamato,Sawazo
SakaiCity, Japan
VINTAGE AIRPLANE 9
MEMBER'SPROTECTS...
u
by Norm Petersen
A timely report from James Evans (EAA 298808) reveals excellent progress on the
rebuild of his Stinson 108-2. (See VINTAGE, Feb. '88 p. 27) Three old coats of paint
were stripped from the metal parts before the dents were removed and repainted with
acrylic enamel. Cover is Cooper 7600 process. James hopes to finish the rebuild by
August of '88 when we hope to receive a photo of the finished Stinson. James lives at
975 Spriggs, Lander, WY 82520.
Frank Kleckner (EAA 278316, AlC 11658) of 3054 Arcadia, Ave. , Allentown, PA 18103
sent in this picture of his 1956 Cessna 170B, N3522D, SIN 27065. Built near the end of
the 170B production, N3522D has about 2200 hours total and stili has the original
Continental 0-300 engine. Modern avionics, strobes and an autogas STC have been
added plus after-market wheel pants. This 170B Is one of 1583 remaining on the FAA
Register.
"This was my 1987 Christmas present!" reports Robert "Bob" Engels (EAA 278307),
Box 548, Ronan, MT 59864 who after looking for a rebuild project for two years, had
this 1940 Aeronca Chief 65C, SIN 8270, N26365, show up just 13 miles from home! It
was last flown in 1962 and the logs show 2346:25 hours with 61 hours on the engine
since major. The Chief was grounded In '62 as the wing ribs were becoming unalrworthy.
It also has a Beech adjustable propeller which was not approved for this airplane. Bob
is anxious to jump Into the project this fall & winter.
10 AUGUST 1988
VINTAGE SEAPLANES
by Norm Petersen
Photofrom about1936,completewithwaterspots, on
early "24" used the Ranger 6-390-03 engine of150 hpand carriedthreepeople,twoin frontand one (crossways) intherear seat.
Notetwo stepsonstrutforenteringcabin.BackgroundhasCurtissWright15 Sedan.
Beautifulphotobynotedphotographer,HowardLevy,ofa1948 Luscombe8F SpecialmountedonEdo92-1400 f loats.Noteauxiliary
seaplanefin below" squaretail " empenage. HowardLevy Photo

By 5.56
12 AUGUST 1988
The invitation came at Oshkosh '84.
R. W. "Buzz" Kaplan (EAA 80086,
AIC 8609) had just completed leading
the Antique Seaplane fly-by in hi s
Silver Age trophy winning Savoia
Marchetti S.56. Giancarlo Monti, di-
rector of marketing for SIAl Marchetti ,
was waiting at his parking place to in-
vite him to bring his airplane to the
company's factory near Milan. What
followed this summer was a tour of
Europe in the majestic amphibian that
has to be labeled the trip of a lifetime.
Other people involved in thi s most
unusual team effort were chief
mechanic Gary Underland (EAA
43898, AlC 8198), Tony Seykora, Bill
Bergeman and Greg Olson (Buzz's son-
in-law!). In addition to the airplane, a
Ford van was shipped to Europe to be
The entire "crew" poses in front of the S.56. From the left: Buzz Kaplan, Tony Seykora,
the ground support vehicle during the
Greg Olson, Bill Bergeman and Gary Underland (Chief Mechanic). Notice the hats with
the NC194M on the front - strictly class!
land on May 5th. Buzz and his crew
left on May II arriving May 12. Paper-
work and customs clearance went
smoothly and the container was
trucked to Duxford Air Base for assem-
bly.
Despite red eyeballs and jet lag, the
crew put the biplane amphibian to-
gether in good time and Buzz made the
fust flight on May 14. All take-offs
and landings were on grass because the
S .56 has neither brakes nor a tailwheel.
On May 15, Buzz flew the S.56 in
the Duxford Air Show in the company
of some fancy iron including Stephan
Grey's newly acquired Bell P-63 King
Cobra. Among the spectators were 10
Russian pilots. The S.56 flew well ex-
The S.56 visits the Shuttleworth grounds at Old Warden Aerodrome where It was viewed
cept for a miss in the right magneto.
by many lucky aviation afflcianados In Great Britain. This was their first chance to look
Old Warden Aerodrome near
at a triple crown winner.
tour - a most necessary item.
Some clever packing filled the 40-
foot container used for overseas ship-
ment. The Ford van went in the front
of the container and was blocked into
place. The S.56 Kinner B-5 engine
(125 hp) was fastened to the van floor
(they took it off the airplane first, Dil-
bert). In order to make the tail fit in the
container, the fuselage was wheeled
in with the nose protruding into the rear
of the van. The wings went in racks on
either side of the fuselage with every-
thing carefully padded and cinched
down. (The supply of carpet remnants
in southern Minnesota was totally con-
sumed!)
The 40-foot container was loaded on
a truck April 4th and taken to
Montreal, Canada. It was loaded
Photo taken by Buzz as the S.56 passed the White Cliffs of Dover on Its way across
aboard ship and left for Europe on
the English Channel. The cold, grey waters and the huge swells did not appear one bit
April 30, arriving in Felixstowe, Eng- inviting according to Buzz.
VINTAGE AIRPLANE 13
The Patrouille de France, the French Air Force demonstration team comes in low over
the wings of the Savoia Marchetti during the airshow at La Ferte Alais.
Passing a very pretty lake in Switzerland
on the way to Lake Geneva and
Lausanne, the crew gets a unique look at
the spectacular scenery and landscape..
After a rather "dicey" landing in heavy
waves in Lake Geneva, Buzz taxies the
S.56 towards the famous Grand Hotel as
the waiting crowd watches. This was the
first seaplane to land here since 19121
With the television cameras grinding
away, the S.56 is towed by motorboat to
the dock for the welcoming festivities.
The press coverage was extremely heavy
for this event and the crew of the amphi-
bian was treated like visiting royaltyl
Biggleswade, home of the
Shuttleworth Collection, was the next
destination on May 18 and again the
S.56 strutted her stuff in front of the
crowd despite the marginal weather.
After attempting all cures for the skip-
ping right mag, Gary Underland rap-
ped the case three times with a screw-
driver handle. The miss never returned!
Late on the 18th, the S.56 was flown
to Headcorn Lackington, a fighter air-
field near the English Channel and
home of the famous 354th Fighter
Squadron.
Morning brought the usual marginal
weather, but before long, the Savoia
was cranked up and Buzz headed
across the English Channel for Calais
in the company of Super Cub G-PCUB
flown by John Cook and Geoffrey
Dobson. Looking down on the cold
gray waters with huge swells, Buzz de-
cided he wouldn't want to land in such
an inhospitable environment unless
forced to . The flight was about 70
miles before landing at Calais, France
and going through customs. After re-
fueling, Buzz cranked up the S.56
again and flew to La Ferte Alais about
50 kilometers south of Paris, where a
warm welcome awaited the group.
Buzz and his crew were put up in the
finest hotels and treated like visiting
royalty!
The next three days, May 20-22,
they flew during air shows in such
company as Concorde, 747s, an Air-
bus, a Harrier, Fokkers, a Bleriot, a
Deperdussin, Yaks, and other Russian
aircraft. Included in the flights were
photo missions on all three days. It
seems the French were extremely ex-
cited about having the S.56 on the pro-
gram and they wanted pictures for a
lasting remembrance. The huge show
was a tribute to Jean Baptiste Salis.
Late on the 22nd, Buzz flew the
S.56 into Germany with a German
couple, Henning and Irene Heipe, fly-
ing a Grob motorglider as an escort .
The flight of two landed at Mannheim.
The 23rd was spent flying up and down
the beautiful Rhine River valley doing
air-to-air photos with a group from
Flieger magazine. It was a unique treat
to view the castles and vineyards from
an S.56 - knowing that they could
land in the river in case of emergency.
On May 25th, Buzz headed south
along the Rhine where it borders Ger-
many and France to the city of Freiburg
- again in the company of the Grob
motorglider. The next day the S. 56
passed Basel, Switzerland on the way
to Lausanne on the beautiful shores of
Lake Geneva in the southwest comer
of the country. The airplane landed on
a grass strip on a mountain - uphill
on the way in! The Swiss contact was
Olivere du Pray, famed Glacier Pilot,
who was waiting when the antique am-
phibian arrived.
Arrangements had been made with
four governing bodies for the Savoia
Marchetti to land in the water in front
of Lausanne's Grand Hotel at high
noon on the following day. As usual,
the wind was quite prominent as
Buzz and Olivere du Pray took off
from the mountaintop and headed for
Lake Geneva. With a huge crowd
gathered and TV cameras everywhere,
Buzz approached the area as the clock
struck 12. The S.56 bounced across
two wave tops, stalled and buried its
nose in the third! Needless to say,
water went everywhere, completely
soaking the two pilots. However, the
S.56 bobbed to the surface and was
towed to shore amid much pomp and
circumstance!
After the champagne flowed freely
and all the speeches were over, the
S.56 was towed back into the lake
where Buzz fired up the engine with
the Heywood starter. Opening the
throttle for take off, the first wave
came over the top, to be followed by
another! A total dousing of the two oc-
cupants was recorded on film. Finally,
the nose came up on the third wave
and bounced across the fourth, where
the S.56 staggered into the air. As they
flew back to the mountain airstrip,
Buzz and Olivere noted the rain was
getting heavier. They successfully
landed downhill in a hard rain, how-
ever they were thoroughly wet from
14 AUGUST 1988
Following the successful landing on Lake
Geneva, Buzz received a "toast" from the
mayor and the many dignitaries present.
It was a gala occasion!
the take off so getting re-soaked didn't
bother them . The S.S6 was said to be
the first seaplane to land on Lake
Geneva since 1912!
The party that followed involved
wine, beef jerky, steaks and french
fries. It was a grand affair and only
later did Buzz find out that he had been
served horsemeat!
Following the valley of the Rhone
River, the S.S6 flew past castles and
mountains to the south of France.
Landing at Avignon, the crew made
plans to fly on to Cannes on the
Mediterranean Sea. By telephone, they
inquired about landing on the grass be-
tween runways. "That area is only for
crashes," said the tower controller. "So
be it!" said Buzz.
In marginal , rainy weather, he took
off with the escort, following the high-
way to Cannes. Suddenly, the highway
disappeared into a tunnel! Doing a wild
180, Buzz noticed a gap between two
mountains off to the side. He headed
through the gap and luckily located the
highway on the other side of the moun-
tain. The duo landed at Cannes, on the
grass between the runways (no crash,
this time) .
The only sad event of the trip hap-
pened while they waited here for their
wives who were en route from the V. S.
The van was broken into and Buzz's
leather flight jacket and duffle bag
were stolen. The feelings offrustration
were somewhat offset by the arrival of
the wives of the entire crew who would
accompany them on the rest of the trip.
With an Alitalia 747 captain flying
a Cessna ISO as an escort plane , Buzz
took off from Cannes and headed east
along the Mediterranean coast. Ap-
proaching the Nice, France TCA , Buzz
followed the Cessna as they went past
the control tower at SO feet - the con-
trollers waving as they passed. The
Cessna did a 360 and they both passed
the tower a second time as a huge Air-
bus landed on the parallel runway off
their wingtip. The tower people wanted
pictures on the second pass!
Flying past Monaco , they had a
beautiful look at the tiny monarchy and
its famous casino. The airline pilot led
Buzz right past every airport in the area
as they entered Italy, following the
coast to Albenga where they turned in-
land and headed north to Cuneo. The
mountains rise to 6,SOO feet so they
climbed over the clouds, VFR on top.
Buzz was concerned because the
Shooting off to his left, Buzz snapped a
picture of photographer Joe Rimens-
berger In the Swiss-registered J-3 Cub as
he pulled in close for another picture.
The guy on the right with the big smile on his face is Buzz Kaplan, who went for a wild
ride (almost 400 knots) with Comandante Columbo in this SIAl Marchetti S.211 jet
trainer. Buzz says It was the ride of his lifel
airspeed indicator and altimeter had
quit , there was no gas gauge, no com-
pass and the only instruments working
were the oil temperature and oil pres-
sure gauges! Luckily the heavy
weather began to break up and before
long they could see the valley below
leading to Turin. With the Cessna lead-
ing, they buzzed the Turin airport,
right over two parked 747s!
In due time, the Savoia visited
Milan's airport with an appropriate fly-
by before going on to Vergoti, the
home of SIAl Marchetti. Several fly-
bys were made for the gathered offi-
cials before Buzz landed and received
the official welcome. It was indeed a
gala occasion with many pictures ,
plaques, medals and a fantastic lunch-
eon at the group's hotel on Lake Mag-
giore.
The next day the entire crew and
wives toured the SIAl Marchetti fac-
tory where 2,400 workers tum out
Sikorsky and Boeing helicopters plus
"Apache" attack helicopters. The
S. 211 jet fighter is also built at the fac-
tory and Buzz was invited to go for a
ride. They flew up and down the beau-
tiful countryside at nearly 400 knots!
Buzz says it was quite a treat!
On Wednesday, June 8th, thousands
lined the river banks to watch the S.S6
and the escort Cessna ISO fly up and
down the river 20 to SO feet off the
water! Buzz feels there may still be a
bridge with his tire tracks on it as the
pull-up at the top of the bridge was
almost more than S.S6 could muster!
After several days of being hosted
like visiting royalty again, Buzz made
the final flight on Sunday, June 12th
when he took the president of the Aero
Club for a ride over his house on Lake
Maggiore. The rain began in earnest
and the pair just made it home to the
airport before the downpour hit.
The Savoia Marchetti was then dis-
mantled and repacked into the con-
tainer behind the van and the huge box
was shipped home to Owatonna, Min-
nesota. Buzz and his crew (plus their
wives) traveled throughout Austria and
Germany for a week before leaving
Frankfurt for the V.S. on June 20th.
Throughout Italy, Buzz was referred
to as "Kommandate Kaplan," in defer-
ence to his flying the restored amphi-
bian. Would you believe that the fac-
tory would like Buzz to build a flying
replica of the Savoia Marchetti S.SS
- the twin hulled flying boats that
were flown across the Atlantic to the
1933 Century of Progress Exposition
in Chicago? Now there is a challenge
if I ever saw one!
VINTAGE AIRPLANE 15
FLIGHT
of a
RYAN
SeetheUSAfromanSTA
by Steve Pitcairn
(EAA 109260, Ale 4080)
I have been asked several times to
write about my trip in a Ryan ST A
from Santa Paula, California, to Rob-
binsville, New Jersey, in the fall of
1987. Actually, the flight was quite
routine and the weather nothing but ex-
cellent most of the trip. Several days faults found - ED.) Angeles Airport). The airplane was
ago, I finally wrote about the trip but My 1936 Ryan STA, Serial 112, special in that it was being maintained
after reading it, I found it too long and NC14956, is powered by a Menasco by Menasco for test purposes. It had a
quite dull. I submitted the story to 04-87 engine, with a Stromberg down- special propeller, raised compression
THE VINTAGE AIRPLANE anyway draft carburetor and rated at 134 hp at and was flown under the watchful eyes
hoping that the photographs would 2,260 rpm . This STA was first owned of Menasco Accelerated Service type
make up for the faults mentioned. (No by Ted Brown, Mines Field (now Los flying.
On April 3, 1937, a student pilot,
after diving on a hotel where friends
were staying, stalled the Ryan turning
on approach to a nearby airport and
spun into the ground. The student was
killed and the aircraft virtually de-
stroyed.
Jim Dewey and Harold Foote bought
the wrecked Ryan in late 1937. Jim
slavaged what he could, kept the parts
for patterns. As can be seen from the
photograph of the wreckage, the rud-
der, elevator etc. were actually usable.
After 46 years of storage, Jim decided
to rebuild the Ryan in 1983 and com-
pleted the restoration in 1987 .
I had seen ads for the Ryan in Trade-
A-Plane for some time and in August
1987, I went to Santa Paula to look at
the STA. Jim Dewey gave me a short
ride with a couple of rolls and after
returning home, I made an offer sub-
stantially below the advertised price.
To my surprise, the offer was ac-
cepted.
On September 4, 1987 I returned to
Santa Paula, rechecked the Ryan and
settled the financial arrangements . The
next day with the temperature at 107
degrees F. I strapped my suitcase in
the front cockpit, and made my first
take-off in a Ryan, heading the big
shiny nose east.
The Ryan's total navigation and
radio equipment consisted of a wet
compass which had never been cali-
brated. Aware of the limited equipment,
I had planned and marked the entire
route across the United States on sec-
tional charts. I borrowed an EL T and
brought along a hand-held navcom.
The hand-held turned out to be almost
useless . I could hear UNICOM and
tower operators if I were within two
miles but no one could receive my
transmissions.
After leaving Santa Paula airport, I
followed the highway through the val-
ley. The compass went off about 25
degrees or more and my first and only
excursion from the planned route was
my arrival on the outskirts of the Van
Nuys Airport ARSA. In the smog, I
had picked up U.S. Route 5 heading
southeast instead of Route 14 heading
east to Apple Valley. After a quick re-
treat, I continued back on course to
Barston-Daggett Airport, California
for fuel. This was a short leg but I
needed to get an accurate check on fuel
consumption. During the first leg, I
used a little under seven gallons per
hour at 2,000 rpm . Normal cruise
should be 1,900 to 1,950 rpm but I had
a long way to go.
The first day was cloudless with vis-
18 AUGUST 1988
April 3rd, 1937 accident.
ability over 50 miles (after leaving the
L.A. area) with light winds . The tem-
perature stayed about 100 degrees but
fortunately the oil temperature stayed
in the green. On leaving Barston, I
picked up U.S. Route 40 and followed
this dual lane highway for the next two
and a half days.
My next stop was Kingman ,
Arizona, and about 30 minutes before
arriving, the engine became rough. A
quick magneto check revealed that
there was a miss on the left mag indi-
cating a fouled spark plug. To remove
the shielded wire harness from the
spark plug requires a 3/4" wrench - to
get between the cylinders and the push
rod tubes. The only wrench available
was an old open end which resulted in
cut and burned fingers and considera-
ble damage to the push rod tubes. With
the plugs cleaned and the Ryan fueled
and oil added, I headed on east. It was
disturbing to note that my oil consump-
tion was running over two quarts per
hour with 50-weight oil. This oil con-
sumption required a stop every two
hours as the oil tank capacity was only
two and a half gallons.
I spent the night in Gallop , New
Mexico. The next morning was still
clear with light winds and a tempera-
ture of 100 degrees F. Before take off,
a mag check indicated a fouled plug on
the left mag. I took off anyway hoping
the plug would unfoul itself at climb
rpm. It did clear up for a short time
but fouled again. I flew on to my first
planned fuel stop at Alameda Airport
just north of Albuquerque, New
Mexico and under the ARSA.
Alameda Airport had big white Xs on
the runways so I headed for Coronado
Airport, five miles east and also under
the Albuquerque ARSA. Leaving
Alameda Airport at 1,000 feet AGL
hundreds of spots started appearing in
my flight path. After shaking my head
several times, I realized I was penetrat-
ing a huge gathering of hot-air bal-
loons. There were between 200 and
300 balloons in my flight path concen-
trated in less than a square mile area
and at altitudes of between 10 and
1,200 feet . My alternate airport at
Coronado was surrounded by balloons
of all shapes and sizes . Low on fuel
and oil, I had to stop. My approach
was not strictly the approved pattern
but at least I did not hit or come too
close to a balloon. I was greeted with
the usual comments that the Ryan in-
spires from the local airport groups .
While I was helping gas the Ryan , a
man dressed in casual clothes re-
marked that my approach to the airport
runway was not exactly the approved
procedure.! replied that I was low on
fuel and didn' t have much choice in
flight path with some 300 balloons
competing for the airspace. The gentle-
man explained he was with the FAA
and requested my license and medical
certificate. After a few tense moments,
he made some notes and handed back
my papers and said he had to make a
report but not to worry. There would
be no follow up.
After leaving Coronado, I made two
more fuel stops and by this time the
plugs on the left mag were fouling so
badly I had to clean them every other
fuel stop. I spent the night at the end
of the second day at Shawnee, Ok-
lahoma.
September 7 was clear, in the 90s
with a 15 mph southeast wind. I con-
tinued to follow Route 40 stopping at
Russellville, Arkansas the outskirts of
Memphis and Nashville, Tennessee
and spending the night in Lebanon,
Tennessee. Progress continued slowly
as the plug fouling caused delayed gas
stops while I cleaned the plugs. I be-
came used to the fouled plugs on the
left mag but when the right mag plugs
started to foul, things became a little
tense . I found some new spark plugs
at Lebanon and installed them that
night.
September 8 dawned clear also with
the temperature in the low 80s and
moderate winds from the southeast.
The new plugs helped and I think I
only cleaned the plugs twice on the
eighth. At Knoxville, Tennessee I left
Route 40 and picked up U. S. Route 81
following it to Winchester, Virginia.
VINTAGE AIRPLANE 19
20 AUGUST 1988
The weather started to change and on
arriving at Winchester, I had broken
clouds at 4,000' with the temperature
dropping to the 40s.
On the final day, September 9, the
sky was partially overcast, moderate
southeast winds and the temperature at
7:30 a.m. was 27 degrees F. Winches-
ter was the first airport I visited that
would not put the Ryan in the hangar
overnight although the main shop was
virtually empty.
Not knowing the cold-start proce-
dure, I spent three quarters of an hour
hand-propping the Menasco between
coffee breaks. You can seldom find
someone at an airport these days who
can hand-prop a plane, particularly one
with a high nose such as the Ryan's.
My normal procedure was to tie the
tail wheel with a rope before I started
to swing the prop. Persistance was re-
warded and the engine finally started.
Bundled up in a down vest, jacket
and fur lined gloves, I headed for Rob-
binsville, New Jersey . My hands got
so cold, even with gloves on, I had to
sit on them to keep them warm and
flew the Ryan by maneuvering the
stick with my knees. I made Rob-
binsville nonstop from Winchester, ar-
riving cold and happy.
After a chance to recover from a
long trip, I investigated the plug foul-
ing problem. It turned out that the man-
ual spark control to the left magneto
had broken off at the mag and the mag
was staying in the retarded position . I
had both mags checked at the shop and
the left mag did require rebuilding.
A second problem was the BG
LS465A spark plugs. They just do not
fire correctly if they get a little oil on
the points. I changed the plugs to
Champion REB36W iridium thin wire
spark plugs which are very expensive
but well worth it. Even after the engine
has not been run for several weeks and
the cylinders loaded with oil, the en-
gine will start immediately. The oil
consumption problem is improving and
hopefully in a few more hours , the
rings will finally be seated properly.
The Ryan is a real joy to fly and a
great crowd pleaser wherever I take it.
I hope Jim Dewey is pleased that his
Ryan has found a permanent and happy
home.
As a postscript, I want to mention
that I first soloed in 1940 in an 8A
Luscombe. I was brought up in the
world of no radios, dead reckoning and
made my first of many coast-to-coast
trips in the 1940s in a 1929 Pitcairn
Mailwing.
Over the years, I have had my stint
as an instructor, charter pilot and air-
line pilot in the new world of sophisti-
cated avionics. Unfortunately, today' s
pilots seldom experience the great joy
of flying .
I just cannot properly convey to the
reader the great sensation and real thrill
of flying in an open cockpit airplane
over the Rockies and Highlands and
across the great plains of the Midwest.
Without navigation avionics you
know you are increasing the risk but to
fly along at 500 feet above the moun-
tain ridges and through the valleys see-
ing all the wild and beautiful scenery
so close, makes any risk seem insig-
nificant.
If you are a pilot and ever have the
opportunity to fly across the United
States in an unsophisticated aircraft
with minimal or no avionics and pref-
erahly an open cockpit, jump at the
chance. It won't be long before the
FAA will restrict private flying to such
an extent that this type of flying will
be gone forever.
VINTAGE AIRPLANE 21
An information exchange column with input from readers.
by E. E. "Buck" Hilbert
(EAA 21, Ale 5)
P.O. Box 145
Union, IL 60180
815/923-4591
At the recent Aeronca Reunion at
Middletown, Ohio, several of the
Aeronca group asked me why I wasn' t
writing anymore. Believe me , after
about the fifth one I began to wonder
if maybe I ought to try again. I'm
tryin' !
But this column is supposed to be
an exchange of maintenance tips that
would benefit all of us Antique/Classic
types and maybe a few of the modems
too. But it requires questions and an-
swers from you guys out there in the
field . In fact, Snap On Tools has a con-
test going for maintenance tips. See
THE VINTAGE AIRPLANE May ,
1988 page 14. We simply must have
some input from YOU and YOU, but
I hate dragging it out of you guys per-
sonally. Put it on a post card or a note
with a pencil sketch if it's hard to ex-
plain. Our editor, Mark Phelps, and I
will clean it up and print it so everyone
can share either your question or your
"Easy Does It" and we'll all be the
better for it.
FOR EXAMPLE ...
A recent visit to the nation' s capital
included a visit with Roger Theil ,
(Ryan SCW) . Roger has had his
machine for several years now, and has
a job on his hands trying to undo the
"mods" that the enterprising former
owner installed either for convenience
or for whimsical reasons . I must admit
that some of them were very neat and
functional , but they are not in keeping
with the originality that Roger wants .
And pay attention now cause this is
really cool; Roger wanted to remove
the engine and firewall so he could get
at the fuel tank and the wiring and the
back of the instrument panel as well as
the brake system and whatever else
down by the floor boards.
Well , Roger, like most of us, was a
little afraid of the maze of wires, tubes ,
lines and cables. Like looking at a wir-
ing diagram all at once , it looks very
complicated and not at all inviting.
Know what this guy did? He con-
structed a mockup of the firewall, at-
tached a broomstick engine mount and
then mocked up all the wires, cables
and controls on the model in the same
positions as the original he was dis-
mantling. How about that?
I don't advocate this for everyone.
If you are the patient one who did this
to teach himself, like Roger, that's
fine, but a camera will preserve a lot
of this stuff for future reference, and
sketches and notes will do the same.
But it's a great idea. And Roger has a
working model right there he can refer
to anytime he has doubts.
TESTY TUBES
Two years ago, John Kuranz asked
me to see that his Aeronca C-3
NC123557, made it home from Osh-
kosh. John had an unavoidable busi-
ness meeting out in San Francisco and
left me with his airplane. Having three
airplanes to fly home from Oshkosh is
tough, unless of course, you have
friends like Don Toeppen. Don, as
many of you know , conceived the Air-
line Pilots Tent at Oshkosh and mans
it faithfully all through the Conven-
tion. Don does all kinds of things for
E. E. "Buck" Hilbert
all kinds of people. He helped a lot on
the restoration of the Foundation's
Ford Trimotor, and he is very acti ve
as a corporate pilot, examiner and all
kinds of stuff like that. He also is one
of the founding sponsors of the Airline
Pilots Foundation and does a lot for hi s
church. Well , not to bore you, but Don
is one enthusiastic aviator. And a
darned good one at that . I'm prone to
pat myself on the back occasionally
thinking I'm pretty good, versatil e,
and otherwise able to "luck out" more
often than most aviators, too. But this
guy, Don Toeppen, makes me feel like
a kid trying his best to keep up with
the big boys. In other words, he is what
is sometimes referred to as, "a pilot's
pilot!"
I asked him , and he volunteered to
fly John' s airplane here to Buck's
Funny Farm where I'd keep it until
John had time to pick it up . Now Don
has flown my C-3 several times. Once
to the Museum of Science and Fic-
tion's 50th Anniversary celebration
down in Chicago. That time we landed
four airplanes on Lake Shore Drive
near the museum and taxied onto the
front lawn where they were displayed
for a long weekend. This whole caper
proved to be so successful in 1983 that
the museum elected to do it again in
1988, but I'm wandering away from
my story.
Don has flown a C-3 before.
We launched together and to shorten
the rest of the story and conserve
space, we made it home just fine , ex-
cept when we landed here , Don had a
22 AUGUST 1988
flat tire. NO SWEAT! At a touchdown
speed of somewhere around 28 mph
who needs tires? It's tough to taxi
though after you come to a stop. The
tire had slipped on the rim and pulled
the valve core. Subsequent breakdown
revealed that this wasn't the first time
it had happened, the vulcanized truck
stem repair was plainly visible . Tele-
phone conversation with John Kuranz
revealed he'd had trouble before. Well
to further add to the problem, about
the time we got home with the left tire
fixed, the right one was flat.
The original C-3 had three-inch
wheels and tires . Now I don't know
when they quit making them, but I can
assure you that in the mid 1960s there
weren' t any available and that situation
is even more critical today . As a result,
most of the Ryan STAs, Aeronca Ks,
C-3s and a few others, have switched
to alternate options. One has 450SC
Twin Beech tail wheel tires on it. Looks
real neat and I must admire his flying
around without brakes, but other alter-
natives involve Lamb Conversion rings
which allow the installation of four-
inch tires in place of the threes . Ask
George Quast of Hutchinson , Min-
nesota, about this one, he put this con-
version on his C-2.And still others,
like myself and several who have
copied my attempt, have gone to a
complete Cub axle-brake assembly.
The tires are fatter than original, but
the addition of the brakes makes for
much easier handling on concrete and
around the ramp and parking areas-
especially near people.
But what happens to these 800 x 4s
is this . They leak down over a period
of time. The air pressure bleeds off and
you hardly notice it because they are
so fat and the airplane is so light. You
can actually taxi, as long as they stay
on the rim, though somewhat more ef-
fort is involved with the tires almost
flat. It is when they break loose from
the rim that the trouble begins. They
spin on the wheel and pull the stem out
ofthe tube and then they really go flat!
After this happens about twice
another problem develops. The bearing
surface where the tire bead grips the
wheel shines up. Both the tire and the
rim lose their grip and the tire tries to
spin, even with some air in it. As a
result you have a chronic problem-as
with John's airplane.
The solution is very simple. All you
do is clean up the rims and make sure
A modified straight axle for 8.00 x 4.
the little ridges do what they are de-
signed to do, put friction on the tire
bead. You also have to examine the
tire area very closely and buff off any
glaze that may have built up where the
tire contacts the rim . Rough up the tire
a little with a wire brush and use some
of Mom's talcum powder or com
starch inside the tire to allow the tube
to flex within the casing when you
reassemble . We've not had any prob-
lem with either John's or mine since.
And oh yes! Check that tire inflation
often enough to satisfy the needs of
that tire and rim . It'll be to your finan-
cial advantage too. Have you checked
the price of 800 x 4 tires and tubes
lately?
C'mon now lets see some cards and
letters to me or Mark. We need to get
these tips out to the guys who need
them as much as we do.
Over to you,
"Buck"
VINTAGE AIRPLANE 23
EYEWITNESS
OnJuly3,1936six ofus werework-
ingintheoldMidwesthangaratOmaha.
IwastheaiIportkidandhadbeenforsix
years.Atage 17 Ihad personally been
flying for a year. Suddenly someone
shouted, "Look at that airplane belch
fire out the exhaust pipe!" We all ran
to the front ofthe hangarand watched
an unfamiliar red, white and blue
airplane on final for Runway 35. By
thetimewegottothedoorofthehang-
ar, which faced south, the flame from
the backfire was gone; we figured the
pilotoftheplanemusthavebeenclear-
ing the engine when it backfired.
Naturally, we all stayed at the dooras
the airplane continued down final.
What pilot could ever resist watching
a strangerland?
Thenwe sawaBoeing2470airliner
circlingin from the west. The stranger
alsospottedit,abortedthelanding,and
quickly added powerto go around.As
power was added there was another
backfire causing a tongue of flame
from the exhausts, but the engine
cleared and the fire died. We watched
the airplane climb out , circle to the
west and set up to land, this time on
Runway 31.
At300feet,nomorethanhalfamile
from the end ofthe runway, the pilot
once again added power to clear the
engine - but this time, instead of a
momentarytongueofflamefromback-
fire, theentirenoseoftheairplanepuf-
fed out in flame!
Abruptly the nose pitched down as
ifsome force had pushed the stickfull
forward,and theairplanewentstraight
into the ground on the far side of a
hedge. Afterastunned secondortwo,
we all ran for a nearby roadster and
with two in the seat and two on each
runningboard we wereoffto thecrash
site.
The closest we could drive to the
burning airplane was about a quarter
mile away because of a barbed wire
fence. I was the first one to reach the
airplane although I don't remember
clearing the fence.
When I got as close to the airplane
as the heat would allow, all that re-
mained was crumpled tubing and the
fiercely-burning woodofthecabinand
bulkheads. The engine was buried
deeply in the ground. I could barely
tellthattheairplanewasaMonocoupe.
In the brightness ofthe flame I could
see the pilotstillstrappedintotheseat.
Everything was burning!
It took about45 minutes for the fire
department to arrive, but the pilot and
the airplane hadbothceasedto care at
themomentofimpact.Therewasnoth-

This Is Monocoupe NC501 W as It came from the factory, except for the addition of wheel
pants. Picture was taken at Omaha airport by Lloyd Loving, a relative of Robert laible's,
In 1931.
ing the firemen coulddobutwaituntil
the fire spent itself and the glowing
steel tubing cooled down. It took two
more hours with hack saws to get to
the pilot and look for identification.
Finally I saw one fireman hand
another what appeared to be acharred
lump. The object was opened, and I
heard the fireman who held it tell the
others, "It was a woman. Her name
was Ruth Barron. Shewas on herway
toDenver. Here'sherpilot'slicense."
The Omaha World-Herald editions
ofJuly4and5, 1936coveredthestory
ofthecrash, and then it wasoldnews.
Both federal and Nebraska aeronautic
officials placed blame for the crash to
an overheating engine. Various indi-
viduals whowere interviewedgaveac-
counts ofwhat they thought they had
seen,andsomemadepersonalassump-
tions for the benefit ofeagerreporters
who were in a hurry to find a phone
and deliver a story.
Miss Barron' s crash provided mate-
rial for discussion in Omaha'saviation
community, including the Midwest
hangar, for quite a while. I listened to
all discussions.
The matterthatbaffled us most was
the rumor circulating that the tail of
Miss Barron's plane had burned off,
deprivingherofcontroloftheairplane.
That was not what we had seen, and
we were hard pressed to believe that a
fife in the nose ofthe airplane could
have gotten to the tail, let alone con-
sumed it .
Ruth Barron was the only child of
wealthy Carolyn and William Barron.
Shewaseducatedin privateschools in
New York and at afinishing school in
Pennsylvania. Shewasachampionship
swimmer - an attractive, competitive
girl. She learned to fly in 1929 and
went on to gain her transport license
the next year. In 1931 Ruth won the
first lapofthewomen'sairderbyfrom
Long Beach, California to Chicago,
taking a trophy for being the youngest
to finish the race.
In 1931 Ruth went to Japan deter-
mined to be the first woman to fly the
Pacific; bad weather prevented the at-
tempt but with the verve and audacity
ofyouth she managed to banish bore-
Robert P. laible Is the middle figure In
this picture which was taken In June of
1936 on the occasion of his sister's wed-
ding. Robert was best man. The Ruth Bar-
ron crash occurred only a matter of a few
days later.
VINTAGE AIRPLANE 25
dom by falling in love with and marry-
ing William F. Nason who was then
American vice-consul in Kobe, Japan.
Ruth was one of the few women in
the country to hold a transport pilot's
license and was the first foreigner ever
to obtain a pilot's certificate in Japan.
It must have been heady living for a
woman only 20 years old!
But not everything came up roses
for Ruth. Her marriage dissolved and
her flying was plagued by recurring
problems with faulty navigation, par-
ticularly in the western U.S. She was
grounded at the Cleveland Air races in
1935 for some high-spirited stunting;
some of her more serious fellow-pilots
considered her to be a daredevil.
Prior to her departure on the fateful
flight from Rochester, New York to
Denver in July 1936, she was said to
have shown no apparent interest in her
airplane for several months. One possi-
ble reason is found in a letter from the
CAA dated June 22: "It has come to
the attention of this office that your
Monocoupe 110 Special plane, Depart-
ment of Commerce license number
NC-50IW, was involved in an acci-
dent at Rochester, New York on March
21, 1936. To date, however, no report
has been received from you in connec-
tion with this accident."
Just before she left Rochester on the
ill fated flight to Denver she was also
reported to have remarked that she
hoped her "jinx" had come to an end.
Was she blaming past difficulties on
fate?
The airplane in which Ruth Barron
left Rochester on her way to Denver
was a Monocoupe registered with the
CAA as NC50IW, Serial No. 5W47 ,
built in 1930 at Moline, Illinois by
Mono Aircraft Company. On August
5, 1930 Mono sold 50 I W to its first
owner, Mid West Airways Corp. of
Aurora, Illinois. It left the factory for
its new home as a Monocoupe 110 with
a Warner Scarab 11O-hp engine.
John Livingston, president of Mid
West Airways, used the airplane as a
racer. An Operation Inspection Report
dated May 19, 1932 shows that the en-
gine was changed to a Warner Super-
Scarab of 145 hp and the airplane re-
ceived a 90-day license with a recom-
mendation that an "R" (racing) license
be issued for a period of six months .
On the same form there is also a nota-
tion showing the airplane now as a
"shor:twing."
In July of 1933, 501 W was sold to
Argyle T. Wright of Utica, New York.
Although Argyle was the registered
owner of the airplane, it was John H.
26 AUGUST 1988
Wright who flew it, his most ambitious
undertaking was the London-to-Mel-
bourne race in 1934. Wright and his
companion, John Polando, had adven-
tures aplenty, including their claim to
have been jailed in Persia (today's
Iran) for landing at the wrong airport.
Persia denied it. Wright and Polando
had propeller problems later on and
had to bow out of the race about one
continent short of reaching Australia.
On August 19, 1935, 501W was
purchased by Ruth Wells Barron and
on October 21 ownership was trans-
ferred to Carolyn Wells Barron, Ruth's
mother.
At the time Ruth Barron purchased
50 I W it was a little power house for
its day, and Ruth counted herself
among the most romantic and exciting
people of the time - a race pilot!
Flying from Rochester to Chicago
was routine for Ruth and presented no
problems. The leg from Chicago to
Omaha was unfamiliar to her, how-
ever, and there were no large land-
marks. 50lW had no electronic navi-
gation aids as we know them today. In
1936 navigation was a matter of time,
distance and compass - pure pilotage.
Between Chicago and Omaha there
were mostly little towns, small roads,
ponds and railroad tracks.
When sufficient time had elapsed for
Omaha to appear, Miss Barron landed
to ask where she was and was told
she'd reached Kansas City. This was
not her first time to be lost in the area;
in 1930, she had landed on a farm to
ask the way to Kansas City and ended
up in St. Joseph, 60 miles north of her
destination.
As she sat at Kansas City on July 3,
1936 Miss Barron was 200 miles off
course on a 450-mile flight. With these
200 miles she now had to add to the
length of her Chicago-Omaha leg, she
would be at or near the limit of her
usable fuel by the time she reached
Omaha unless she refueled in Kansas
City. But did she? Evidently not, inas-
much as she landed at Fort Crook 25
miles south of Omaha to ask for fuel
and, once again, to ask where she was
and how to get to Omaha.
Today Offut Air Force Base oc-
cupies the site of the old Fort Crook.
In 1936 the fort consisted of a sod run-
way and three simple wooden hangars.
A soldier told Miss Barron that they
were not permitted to fill her tanks,
and their fuel was high octane for mil-
itary airplanes (Falcons and Hawks).
The octane rating would have been be-
tween 90 and 145 as opposed to the
73-80 that Miss Barron's Monocoupe
required. The most fuel they could give
her the soldier said, was five gallons .
She took it. One of the attendants as-
sisted her in marking out a course from
Omaha west along the Platte River to
North Platte, Nebraska and on to Den-
ver.
During the investigation following
the crash, the soldier at Fort Crook
mentioned that the Monocoupe' s en-
gine seemed to be running hot.
Miss Barron left Fort Crook for
Omaha, looking forward to going on
to North Platte and Denver. Her en-
gine, now unable to bum its over-rich
fuel completely, was leaving a little in
the exhaust pipes with each opening
and closing of the exhaust valves.
She did find Omaha this time and
set up to land on Runway 35 but was
cut off by the airliner and had to open
the throttle to go around. Her engine
protested and the unspent fuel in the
exhaust pipes very likely ignited, mak-
ing the long tongue of flame that ini-
tially caused us to notice the airplane.
We watched Ruth circle to the west,
make a new downwind to the south
and set up an approach to Runway 31.
She throttled back for descent, adher-
ing to standard procedure by clearing
her idling engine when she reached
about 300 feet - and the third backfire
unexpectedly wreathed the nose of the
Monocoupe in flame. Still she was
close enough to the end of the runway
to land and escape. Why didn't she?
Instead the airplane went straight
down. We who were so intently watch-
ing had a full-length view of the top of
the airplane as it plunged earthward,
and it appeared to us that the tail was
not yet burning when the Monocoupe
disappeared behind the hedge. Why
had Miss Barron not landed the
airplane? There is no way to know
what that "something" was regardless
of how much speculating may be done.
As I added to my own flying experi-
ence and became an instructor, I some-
times relived what I had seen that day.
While it's true that Miss Barron seemed
to be dogged by a chain of unfortunate
occurrences on her Chicago-Omaha
trip, the fact is that her primary failing
was simply faulty navigation. It lead
to her failure to refuel in Kansas City
and the high octane problem at Fort
Crook that ultimately proved fatal.
Navigation and fuel supply were two
of the aspects of pilot responsibility
upon which I bore down hard with stu-
dents. I never told them the story of
Ruth Barron, yet hundreds of my stu-
dents benefited from what I saw hap-
pen to her that day in 1936.
YOLU.WEERS
A Book OfHeroes
By Art Morgan and Bob Brauer
MEMBERSHIP
INFORMATION
EAA
Membership in the Experimental
Aircraft Association, Inc. is $30.00
for one year, including 12 issues of
Sport Aviation. Junior Membership
(under 19years ofage) is available
at $18.00 annually. Family Member-
ship is available for an additional
$10.00annually.
Selene Bloedorn is a 20-year-old young lady who is so caught up in
EM and aviation that to ask her, "Are you having fun, yet?" is like asking
a great blue whale if it likes shrimp . She came to us about four years ago
when all she knew about aviation was that airplanes flew. She has since
discovered that, with the proper motivation, people can too. She has been
flying ever since.
I think it's great that a young person can come to EM and find that
not only are they welcome, but they are valued and respected as people,
not just kids . These young people are our future, not just in aviation but
in life. They are there waiting for us to lead them . We had better be ready
for them when they arrive.
-Art Morgan
FLYINGHIGH-EAACONVENTION '87
by Selene Bloedorn
Okay,soit'salittlelate,butIfinally
managedto setasidesomespecialtime
to sit down and write about my volun-
teer experience from last year. All in
all, it turned out to be better than
great-itwas almost unsurpassable!
ItstartedtheTuesdayofConvention
when Voyager came in. Itwas a very
wetday, you may recall. Imanagedto
getphotos. Ialsomanagedtogetvery,
very wet-butit was worth it.
ThenextdayIattendedachairman's
meeting and Iwas fortunate enough to
meet the very warm and friendly Tom
Poberezny. The following day I met
thefounderofthiswonderfulorganiza-
tion, Mr. Paul Poberezny himself.
Meetinghimwasonething, butapeck
on the cheek and a P-64 pin for my
cap?Well,needIelaborateonmyfeel-
ings for the rest ofthe day?
The rest of the time was just as
great, meeting with old friends and
making new ones-<ioing my job as a
volunteer. But Sunday was the day to
top all days.
August 2, 1987 was the day ofthe
VIP dinner. I was asked by Art Kilps
to help serve steaks and while I was
there Imetaman who wouldsoon be-
come my great friend and a long-dis-
tance pen-pal. I'm speaking ofa man
whom I'm sure everyone in the NC
Division has heard speak at the
Theatre, or at least seen in his AT&T
television commercials. Yes, I mean
Mr. CliffRobertson.
Hetookafew momentsbeforeleav-
ingto signanautograph,chatabitand
give me his address. We correspond
regularly, and I'm looking forward to
hearing his speech and maybe seeing
him again at the VIP dinner in 1988.
I also received autographs from
Jeana Yeager, Burt Rutan and Dick
Rutan on an acrylic painting ofVoy-
ager that I did during my high school
art class. Quite an evening to re-
member.
Finally, to top off the year, on the
following Tuesday, I received a "Ser-
vice to EAA" award plaque from Art
Kilps. I was, and still am, more than
happy to lend my services to EAA,
mainly the Antique/Classic Division.
Sofor all ofyou whohavebeendebat-
ingvolunteering,anyonewhohassaid,
"I...well...yes , no ...maybe, and
that's final!", I think you should do it
atOshkosh '88.
After all, look at what I ac-
complished!
Editor's note--Selene was not as
late in writing down her thoughts as it
may appear. It has just taken this long
to get it into the magazine. We hope
that seeing her story in this issue will
inspire others to volunteer at Oshkosh
'88.-M.P.
ANTIQUE/CLASSICS
EAA Member - $18.00. Includes
one year membership in EAA An-
tique-Classic Division, 12 monthly
issues ofThe VintageAirplaneand
membership card. Applicant must
be a currentEAA memberandmust
giveEAAmembershipnumber.
Non-EAA Member - $28.00. In-
cludes one year membership in the
EAA Antique-Classic Division, 12
monthly issues ofThe Vintage Air-
plane, one year membership in the
EAA and separate membership
cards. SportAviationnotincluded.
lAC
Membership in the International
Aerobatic Club, Inc. is $25.00 an-
nually which includes 12 issues of
SportAerobatics. AlllACmembers
are required to be members ofEAA.
WARBIRDS
Membership in the Warbirds of
America, Inc. is $25.00 per year,
which includes a subscription to
Warblrds. Warbird members are
requiredtobemembersofEM.
EAAEXPERIMENTER
EAA membershipandEAA EXPERI-
MENTER magazine is available for
$25.00peryear(SportAviationnot
included). Current EAA members
may receive EAA EXPERIMENTER
for$15.00peryear.
FOREIGN
MEMBERSHIPS
Please submit your remittance with
a check or draft drawn on a United
States bank payable in United
Statesdollars.
Make checks payable to EAA orthe
division in which membership is
desired. Address al/ letters to EAA
or the particular division at the fol-
lowingaddress:
WITTMANAIRFIELD
OSHKOSH, WI 54903-3086
PHONE(414)426-4800
OFFICEHOURS:
8:15-5:00MON.-FRI.
VINTAGE AIRPLANE 27
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Fabric Selection Guide showinG actual sample colors and
stylesofmaterials:$3.00.
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P.O. Box3084-V, Riverside, CA92519
Phone(714\ 684-4280
Where The Sellers and Buyers Meet...
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AIRCRAFT:
1941 PIPER CUB - J-4E,NC38153, completely
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1948 PA-17 Vagabond - Continental A-65-8,
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5171773-3852,Michigan. (9-2)
StinsonlOAProject- Completebutrough.Stin-
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Antique/ClassicFairchild,Model24R- 200hp.
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A beauty to fly. Always hangared. Call 603/364-
7411,The Prescotts' , RFD #1, North Road, Box
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03837. (8-1)
PLANS:
POBERPIXIE- VWpoweredparasol- unlimited
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28 AUGUST 1988
the over six foot pilot. VW power insures hard to
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check or money order to: ACRO SPORT, INC.,
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ACRO SPORT- Singleplacebiplanecapableof
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HaveWeGotAPartforYou!20yearsaccumula-
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SKYTRAILS- THE LIFEOFCLYDEW. ICE-
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Wanted: Back issues of THE VINTAGE
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Wittman Airfield
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FOUNDATION
LIMITED EDITION POSTER
Oil by CHARLES H, HUBBELL; Doolittle's '31 Bendix-
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