STRAIGHTAND LEVEL

There is no doubt that the Annual EAA International

Fly-In Convention at Oshkosh is the greatest aviation
event in the world for both sport and general aviation.
"Oshkosh" has it all - educational forums and workshops,
commercial exhibits and fly markets, airshows and
thousands of aircraft .used for fun flying.
On a smaller scale are fly-ins such as Blakesburg,
Sun 'n Fun, Merced and Watsonville. Next are the local
weekend fly-ins which are the backbone of our sport
aviation movement. These are held using various formats
. .. some have banquets, most have cookouts and camping,
some present trophies and other awards, and all have
fly-bys.
In recent times a different type of fly-in is becoming
popular . . . the more "laid back" affair. Tullahoma's
"Ole South Fly-In" fits in this category.
Following the cancellation of EAA's Tullahoma Fly-In
in 1980, a group of chapters and local enthusiasts made
plans to initiate a more relaxed type of fly-in. Under the
direction of the Tennessee Valley Sport Aviation Asso-
ciation, they scheduled the Ole South Fly-In over Labor
Day weekend in 1981. The event, held at Parish Aerdrome,
home of the Staggerwing Museum Foundation, Inc., was
eminently successful.
The 2nd Annual Ole South Fly-In was concluded this
past September 2-6, again at Parish Aerdrome where
owners John and Charlotte Parish graciously made their
facilities available. Under the able direction of Chairman
Jimmy "Ragman" Snyder and Co-chairman Glenn
McNabb the fly-in was a rousing success.
For the past few years, Tullahoma has been besieged
with rainfall during scheduled fly-ins and it appeared
this year would be no exception. It had rained over one
inch each day during the week preceding the fly-in, but
on Thursday the weather did an about face when the last
of the fronts passed through central Tennessee. From
that time on the weather was ideal throughout the
weekend.
By Friday afternoon a steady stream of aircraft was
arriving and the parking areas were filling up rapidly.
For those wishing to remain on the grounds, excellent
examples of Southern cooking were available. Most
meals were preceded by action at the "happy hour hangar"
which also featured Tennessee walkin' country music.
The camaraderie here and the pickin' was outstanding.
Listening to the music and swapping a few lies in this
relaxed atmosphere was most enjoyable. Many new friend-
ships are made at the Ole South Fly-In and that's what
it's all about.
Sun 'n Fun Chairman Billy Henderson and his family
from Lakeland, FL arrived in two show planes, making
their first visit to Tullahoma. Billy commented what a
By Brad Thomas
President
Antique/ClassicDivision
great pleasure it was to be free of obligations and duties
at a fly-in and to be able to relax and enjoy the fellowship.
Many dealers were active in the commercial display
and fly market areas and these activities will undoubtedly
be featured again next year.
Participation was excellent in the daily fly-bys and the
simultaneous arrival of incoming traffic presented no
problems. Show planes were well represented in classic,
custombuilt and ultralight categories with smaller
numbers of antiques and warbirds.
The ultralights had their own area in which to operate
and cooperation between this group and the other flight
operations was excellent.
The flying on Saturday afternoon was highlighted by a
brief fly-by of warbirds, followed by the First Annual
Ole South Parade of Flight. This was an exciting display
of antique, classic and custombuilt aircraft. This after-
noon program was expertly described by airshow an-
nouncer, Roscoe Morton. Willard Benedict who is co-
chairman for the Annual Parade of Flight at Oshkosh,
and his wife Donna, did an outstanding job of organizing
this event at Tullahoma.
The flight program on Sunday afternoon featured a
miniature warbird battle followed by several aerobatic
performances by lAC members. The airshow was expertly
planned and Roscoe Morton had the entire audience
applauding as the aerobatic maneuvers were ac-
complished.
Another example of Southern hospitality was demon-
strated when it was announced that everyone was invited
to join an old-fashioned watermelon feast ... free!
Parish Aerodrome may have its own watermelon patch
next year as millions of watermelon seeds were liberally
deposited on the ground in this eating area!
A tradition has been established in Tullahoma. The
Ole South Fly-In is a favorite, being low key yet exciting,
entertaining and very successful. We need more like this
one. Be sure to mark your calendar for Tullahoma on Labor
Day weekend in 1983 .
2 OCTOBER 1982
PUBLICATION OF THE ANTIQUE/CLASSIC DIVISION, INC.
OF THE EXPERIMENTALAIRCRAFTASSo'CIATION, INC.
P.O. BOX 229. HALES CORNERS. WI 53130
COPYRIGHT1982EAAANTIQUE/CLASSIC DIVISION, INC.,ALLRIGHTS RESERVED
OCTOBER 1982 VOLUME 10 NUMBER 10
OFFICERS
President Vice-President
W. Brad Thomas,Jr. JackC.Winthrop
301 Dodson Mill Road Route 1,Box 111
Pilot Mountain, NC 27041 Allen,TX 75002
919/368-2875 Home 214/727-5649
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 Home 815/923-4591
DIRECTORS ADVISORS
Ronald Fritz Morton W.Lester Ed Burns
15401 SpartaAvenue P.O. Box3747 1550-Mt. Prospect Road
Kent City, MI 49330 Marti nsville,VA 24112 Des Plaines,IL 60018
6161678-5012 7031632-4839 3121298-7811
John S.Copeland
9Joanne Drive
Westborough,MA01581
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9635 Sylvia Avenue 3744 North 51st Blvd.
6171366-7245
Northridge,CA 91324 Milwaukee,WI 53216
2131349-1338 4141442-3631
Stan Gomoll ,
1042 90th Lane,NE
Minneapolis,MN 55434
DaleA.Gustafson
6121784-1172
7724 Shady Hill Drive
John R.Turgyan
1530 Kuser Road
Indianapolis,IN 46274 Espie M.Joyce,Jr.
Trenton,NJ 08619
3171293-4430 Box468
6091585- 2747
Madison,NC 27025
9191427-0216
AI Kel ch S.J.Wittman
Gene Morris
Cedarburg,WI 53012 Oshkosh,WI 54901
W.622 N.Madison Ave Box 2672
27 ChandelleDrive
4141377-5886 4141235-1265
Hampshire, IL60140
3121683-3199
Roy Redman
Robert E.Kesel GeorgeS.York
Rt. 1,Box39
455 Oakridge Drive 181 Sloboda Ave.
Rochester,NY 14617 Mansfield,OH 44906
Kilkenny,MN 56052
507/ 334-5922
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2359 LefeberRoad
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4141771-1545
PUBLICATION STAFF
PUBLISHER EDITOR
Paul H. Poberezny Gene R. Chase
ASSOC. EDITOR EDITORIALASSISTANTS
George A. Hardie,Jr. Norman Petersen PatEtter
FRONTCOVER ...Grand Champion Classic at
Oshkosh '82 was this 1946 Luscombe 8A. See
story on page 6.
BACK COVER ... This newly restored 1946
Piper J3C-65 Cub, NC88114, SIN 15727 was
flown to Oshkosh ' 82 by its owner , L.w.
(Ted Koston photo) "Lindey" Lindemer (EAA 56710, AlC 2806),
45 E.Golden Lake Rd. ,Circle Pines,MN 55014.
The authentic restoration work was by well
known EAAer Stan GomollofMinneapolis,MN.
(Gene Chase photo)
TABLEOFCONTENTS
Straight and Level ...By Brad Thomas ... . . ... .... 2
AIC News ...By Gene Chase ...................... 4
Mystery Plane ..................................... 5
1982 Grand Champion Classic Luscombe 8A
. .By Norm Petersen .......................... 6
Calendar of Events .. ..... . .. ... . ... . .. .... . . . . ... . 8
Bird Dog on Floats ...By Norm Petersen . .......... 9
Book Review ...By David Scott ................... 9
Oshkosh Never Lets Us Down ...By Lois Kelch .... 10
Christmas Mailer........................ 12 A. B,C.D
The Eight Year Story of a Pacer's Restoration
..By Vernon H. Sudbeck ... ................... 15
Borden's Aeroplane Posters from the 1930s
. .By Lionel Salisbury ........................ . 18
Members' Projects ... .. . .... . . . . ............. . .... 20
Lettersto the Editor............................... 21
Page 10 Page15 Page 6
Editorial Policy: Readers are encouraged to submit stories and photographs. Policy opinions 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 AIR-
PLANE, P.O. Box 229,Hales Corners,WI 53130.
Associate Editorships are assigned to those writers who submit five or more articles which are published in THE VINTAGE AIRPLANE during the
current year.Associates receive a bound volume ofTHE VINTAGE AIRPLANE and a free one-yearmembership in the Division for theireffort.
THE VINTAGE AIRPLANE (ISSN 0091-6943) is owned exclusively by EAA Antique/ Classic Division, Inc., and is published monthly at 11311 W. Forest
Home Ave.. Franklin, Wisconsin 53132, P.O. Box 229, Hales Corners, Wisconsin 53130. Second Class Postage paid at Hales Corners Post Office,
Hales Corners, Wisconsin 53130, and additi onal mailing offices. Membership rates for EAA Antique/ Classic Division, Inc., are $18.00 for current
EAA members per 12 month period of which $12.00 is for the publi cation of THE VINTAGE AIRPLANE. Membership is open to all who are interested
in aviation.
ADVERTISING - Antiquel Classic Division does not guarantee or endorse any product offered through our advertising. We invite constructive
criticism and welcome any report of inferior merchandise obtained through ouradvertising so that corrective measurescan be taken.
VINTAGE AIRPLANE 3
OSHKOSH '82
The highlights of the Antique/Classic Division's
involvement at Oshkosh '82 are nicely described in Brad
Thomas' "Straight and Level" column in the September
issue, however, some additional details are worthy of note.
The total count of registered show planes was 1,818',
up 250 from last year's total. Of this number, 176 were
antiques, 585 were classics, and five were replicas. The
remainder consisted of custom built, warbirds, rotorcraft,
special, static and ultralights.
Each year a sizeable number of show planes are flown
to the Convention and not registered by their owners. The
reasoning behind this is difficult to comprehend because
there is no charge for registering an aircraft at Oshkosh.
In fact, the owner or pilot is depriving himlherself of a
packet containing souvenirs of the Convention including
a dated porcelain coffee cup. Over the years these cups
have become popular collectibles.
The lead story in this issue of The VINTAGE AIR-
PLANE is Norm Petersen's account of the restoration
of the Grand Champion Classic A ward winning Luscombe
8-A. Future issues will contain articles about Roy and
Judie Redman's 1936 Stinson SR-8C Reliant which re-
ceived the Grand Champion Antique Award, Jim and Bob
Younkin's replica Howard DGA-6 "Mr. Mulligan," and
other award-winning aircraft at Oshkosh '82.
Tragedy struck at the Convention on Tuesday, August
3 when three people lost their lives in the mid-air colli-
sion of a 1932 Corben Baby Ace piloted by Rick Demond,
Whitmore Lake, MI and a Starduster Too flown by J oe
Rudy, Schaumburg. IL with passenger Elizabeth Drumm
of Decatur. IL.
Two days later, a pilotless Comanche pulled up its
tie-downs and collided with a tent in which Sandra Gross
of Franklin, WI was camping. Sandra was struck by the
propeller and received serious injury to both legs:
Everyone was saddened by the unfortunate accidents
but the Convention went on, setting new records in
every area of activity from the number of campers to the
number of planes which inundated Wittman Field. On
Sunday, August 1, incoming transient aircraft were
diverted to surrounding airports as every available
parking space was filled.
YEAR OFTHE STINSON
Each year during its Fall Fly-In, EAA Chapter 701
will feature a particular make of airplane - and 1982
is The Year of the Stinson.
The date for the fly-in is October 10. For further in-
formation, contact Bill Tredo, 25 Maple Ave. , Foxboro,
MA 02035. Phone 6171769-4115 or 617 /543-4909.
AWARDS
Each of the following awards was sponsored by EAA.
ANTIQUE AIRCRAFT AWARDS
GRANDCHAMPION- Roy and Judie Redman, Kilkenny,
MN - 1936 Stinson SR-8C Reliant, NC17116
RESERVE GRAND CHAMPION - Chuck Andreas, Bill
Brennand and Byron Fredericksen, Neenah, WI -
1931 Stinson Trimotor SM-6000-B. NC11170
CONTEMPORARYAGE (1933-1945)
CHAMPION - Phil and Donna Michmerhuizen, Holland,
MI - 1936 Taylor J-2 Cub, NC16957
RUNNER-UP - L. E. Wade, Spring, TX - 1941 Piper J-3
Cub, NC38302
OUTSTANDING OPEN COCKPIT BIPLANE - Larry
Sheehan, Springfield, MO - 1942 Stearman PT-17,
N4593N
OUTSTANDING CLOSED COCKPITBIPLANE - Russell
Latta, Atwater, GA - 1944 Beechcraft D17S, N1185V
OUTSTANDING OPEN COCKPIT MONOPLANE - Ron
Johnson, Rockford, IL - 1941 Ryan PT-22, NC49674
OUTSTANDING CLOSED COCKPIT MONOPLANE -
Dwain E. Duis, ' Pleasant Hill, CA - 1943 Fairchild
PT-26A, NC63568
TRANSPORT AIRCRAFT
CHAMPION - George W. LeMay, Calgary, Alberta,
Canada - 1944 DeHavilland Rapide, C-F A YE
RUNNER-UP- Eugene and Roberta Coppock, Algonquin,
IL - 1936 Stinson A, NC15165
REPLICA AIRCRAFT
CHAMPION - Jim ,and Bob Younkin, Springdale, AR -
1935 Howard DGA-6 "Mister Mulligan," NR273Y
RUNNER-UP - Dale Crites, Waukesha, WI - 1911 Glenn
Curtiss Pusher, ~ 9 D
CUSTOMIZED AIRCRAFT
CHAMPION - Rob,ert H. Fergus, Dublin, OH - 1931
Bubl Pup, N230Y
RUNNER-UP - Daniel F. Kumler, Ocala, FL - 1943
Howard DGA-15, N68119
OUTSTANDING - Pat Hartness, Greenville, SC - 1937
Spartan Executive, NC13PH
CLASSIC AIRCRAFT AWARDS
GRAND CHAMPION - Jim Stoia, Manning, SC - 1946
Luscombe 8A, NC71454
RESERVE GRAND CHAMPION - Elymus 1. Nase,
Rehoboth Beach, DE - 1946 Aeronca Chief 11AC,
NC85829
CLASS I (O-80hp) - Thomas J. Palmer, Cabboll, OH -
1946 Piper J-3C-65, N6170H
4 OCTOBER 1982
CLASS II (81-1S0hp) - Rick and Kathie Page, San
Mateo,CA - 1947 Cessna 140, NC4135N
CLASS III (151 and up) - Myra and John Dunn, Craw-
fordsville,IN - 1949 Ryan Navion Model A,N4825K
CUSTOM CLASS A (0-80hp) - Anthony A. T(lrrigno,
Bueno Park, CA - 1950 Mooney M18L Mite, N120C
CUSTOM CLASS B (81 -150hp) - TomWeaver,Kalispell ,
MT - 1948 Cessna 140, NC2436V
CUSTOM CLASS C (151hp and up) - Rick and Janice
Loomis,Riverside, CA - 1952 Cessna 195, N3032B
OUTSTANDING IN TYPE
AERONCA CHAMP - David M. Forbes, Atherton, CA -
1946 Aeronca 7 AC,NC84198
BEECHCRAFT - Barry Sanders, Knoxville, TN - 1954
Bonanza, N3259C
BELLANCA - John T. Morgan, Nashville, TN - 1950
Bellanca 14-19,N510A
CESSNA 120/ 140 - Dutch Brafford, Lima, OH - 1946
Cessna 140,N89728
CESSNA 170/ 180 - Gary W. Rice, Portland, TX - 1952
Cessna 170B, N2469D
CESSNA 190/ 195 - KentBlankenburg,Arroyo Grande,
CA - Cessna 195, N195KB
ERCOUPE - Vern Brown, St. Paul, MN - 1946 Ercoupe
415G, N3675H
LUSCOMBE - Gary Rudolph, Vincennes, IN - 1946
Luscombe 8A, N45849
NAVION - Mike Turner, Franke nmuth, MI - 1947
Navion, N4043K
PIPER J-3 - Stan Gomoll ,Blaine, MN- 1946 Piper Cub
J-3, NC70528
PIPER OTHERS - Phil Steiner, Santa Rosa, CA - 1954
PiperPA22, N1643P
STINSON - Stephen E. Dyer, Brighton, CO - 1947
Stinson 108-3, NC638C
SWIFT - Mark Holliday. Lakeland. MN - 1946 Globe
Swift. N80760
TAYLORCRAFT - Ronald Dupre, Chisago City, MN -
1946 TaylorcraftBCS-12D, N95523
LIMITED PRODUCTION - Robert E. Thomas, Weaver-
ville, CA - 1946 FunkB85C, N77720
MOST UNUSUAL - Raymond J. Vosika, Chipley, FL -
1948 Emigh Trojan A-2,N8314H
BEST CONTINUALLY MAINTAINED - Frank D. Evans
and T. Dietrich, Kitchener, Ontario, Canada - 1948
AusterA.O.P. VI,C-FLWK.
MYSTERY PLANE
Reid Patterson, P.O. Box 163,
Whitewater, WI 53190 provided the
photofor thismonth'sMysteryPlane.
A clue to the location is the "PA"
painted on the roof of the building
in the background. The answer will
appear in the December 1982 issue
ofThe VINTAGE AIRPLANE.
.....
The August Mystery Plane was a
rare bird indeed! No one correctly
identified it. Mike Rezich, who
supplied the photo, writes:
"This one was a darb! It was built
by a Syl Johnson of Chicago. I wit-
nessed all three flights, including
the lastone.
"It was built out of a Church
Midwing fuselage with a 4-cylinder
Hendersonengine.It hada full round
wing. The idea was to have it
resemble a ham. The builder was
tryingto sell itto one ofthe Chicago
meat packers as 'The Flying Ham'
and fly it over the World's Fair at
Chicago in 1933 and 1934, but it
neverdid panout.
"On ,the trial flights he staggered
around the Harlem airport at no
more than 100 feet altitude, very
unstable for directional control. It
had a rudder from an Eaglerock bi-
plane. On its last flight he lost it on
landing. It got up on the edge ofthe
wing and started to roll like a pie
plate until it fell on top of him. We
dashed outand rescued himfrom the
wreck. Thatwas the end ofthe ' Uni-
plane' and the 'Flying Ham.' Both
pilot and plane were true to the
name'FlyingHam'!
Three responses were received:
Chuck Faber of Waukesha, WI
thought it was an early version of
the Paraplane; Leroy Brown, Zell-
wood, FL called it an Arup Flying
Wing; and Reid Patterson who
supplied this month's Mystery
Plan photo thought itwas a Johnson
Uni-Plane.
FurtherontheJuneMysteryPlane,
ClarkWilson writes:
"The engine on the June Mystery
Plane is a 9-cylinder Packard diesel.
I believe this airplane has been
referred to as the Bird Mailplane.
Only one was built.
"Although having the classic Bird
look, there were major differences.
The upper wing wasdesigned with a
centersection insteadofattachingat
the center. The landing gear looks
different and was an unusual ball-
and-socket arrangement where it
attached to the fuselage. I'm sure
there are others.
'Td like very much to hear from
anyone with information, past
history or photos ofthis Bird. Write
to Clark Wilson, 3205'h Belvedere
Road, West Palm Beach,FL33406.
~ ~ VINTAGE AIRPLANE 5
Pictured in front of their 1946 Luscombe SA are Jim Stoia, work. Exceptional metalworking abilityis a"must" forsuch a
Jim' swife,MaryandTomStoia.ThebrilliantshineontheGrand project.
Champion Classicisthe resultofovertwoyearsofdedicated
(Photo by Norm Petersen)
LUSCOMBE8A
1982 GRAND CHAMPION CLASSIC
ByNormPetersen
EAA StaffEditorialAssistant
So often the common interpretation of a trophy winner
in the Classic division of EAA is that of a busybody
removing accumulated oil , grease and dirt from a tired
old airplane, spraying on a shiny new coat of paint
and voila, we have a winner! Such is not the case with
our 1982 Grand Champion Classic Luscombe - a 1946
8A, registered NC71454, SIN 2881, manufactured on
5-13-46 by the Luscombe Airplane Corporation, Dallas,
Texas, U.S.A.
To fully appreciate how anyone would have the
tenacity and patience to completely replace 75% of
the metal in a 36-year-old airplane, we have to go into
the background of the restorers, Jim and Tom Stoia,
brothers extraodinaire of Manning, South Carolina. The
boys were raised in an aviation atmosphere by their
father , William "Bill" Stoia, who at one time worked for
Dolph Overton at the Wings and Wheels Museum in
Santee, South Carolina. EAA's team of Jack and Golda
Cox worked at Wings and Wheels at the same time and
remember Jim and Tom Stoia as very young, busy and
highly portable children!
When Bill Stoia opened a fixed base operation at
the Clarendon County Airport, Manning, South Carolina
under the name Precision Air Co., he asked Jim to come
into business with him whi le Tom was finishing high
school so he too, could join the business. Under the watch-
ful eye of father Bill, the business of aircraft repair has
shown a steady growth, with the primary emphasis on
first class metalwork.
About six years ago, an insurance company asked the
Stoia firm to bid on a Luscombe 8A that had blown away
in a tornado. The tail wheel had remained tied down while
the aircraft blew 300 feet away! Needless to say, the
resulting pile of metal was a genuine basket case. Further
damage was incurred when another salvage crew cut
every cable in the airplane! Precision Air was the lucky
(?) new owner at $1200.
The heap of twisted metal laid in the back of the
hangar for nearly three years before Jim and Tom decided
the time had arrived to begin the rebuild. Beginning
with the two wing panels which had been metalized
years previously, the brothers drilled all the covering
metal off and were delighted to find all internal drag
wires, compression struts and fittings in place. This
allowed them to rebuild the wings as per original with
fabric covering. Jim remembers trimming the metalized
trailing edge to a smaller size and using the same metal
for the fabric covered wings, a slow and tedious process
- but' effective!
New ailerons were built from scratch using only the
old fittings. The fluted covering metal was obtained from
6 OCTOBER 1982
(Photo by Ted Koston)
Grand Champion Classic Luscombe SA photographed over
Wisconsin farmland at Oshkosh 'S2. Shape of wingtip and wing
root are most easily recognized Luscombe features.
Univair. All tail surfaces were completely rebuilt except
the ribs, which were deemed usable. The expertise of Bill
Stoia came heavily into play in remaking these parts of
the Luscombe.
Three of the four lift struts were suitable for use and
a fourth one was obtained from Univair. The wheel pants
that came with the plane were from a Cessna 140 and
were totally useless. A pair of genuine Luscombe wheel
pants were located in California; however, when they
arrived, it was obvious they had been in their own tornado!
Again father Bill put his metalworking ability to the job
at hand and before long, a near perfect set of bright and
shiny Luscombe wheel pants were ready for final as-
sembly.
Without a doubt, the most difficult part of the rebuild
was the fuselage, which required replacement of 75%
of the metal! Jim says the biggest problem was finding
"perfect" sheet aluminum for re-skinning the fuselage.
He would sift through many sheets before a perfect pattern
could be cut from a particular sheet. Jim maintains the
Reynolds' "Alclad" of years ago was far superior to the
present Alclad. Apparently the outside coating of pure
aluminum is not as thick as it used to be and easily
suffers from "polish through."
As Jim slowly brought the fuselage back to new condi-
tion, Tom was busy with a new interior installation
tastefully done in blue with a darker blue stripe and a
soft gray headliner. Coupled with a new set of instruments
behind a shiny new instrument panel and chrome plated
control sticks, the interior began to take on the look of a
winner. A new windshield was carefully installed along
(Photo by Ted Koston)
Luscombe landing gear with original aluminum wheel pants.
Small venturi runs turn & bank indicator. One streamline
wire attaches to each axle; reflection mjlkes it look like two
with new side glass. New stainless control cables with
swedged end fittings were installed to match the original.
Up front was another story of determined work. The
Continental A65-8 engine was major overhauled with
all necessary new parts. New Eiseman magnetos were
installed along with a new unshielded wiring harness.
To complete the "new look" to the engine compartment,
new baffles, intake tubes and exhaust stacks were
installed. To complete the nose installation, a new
Sensenich wood propeller was capped with an original
"skull cap" spinner - all highly polished!
After covering the rebuilt wings with Ceconite, no
less than 25 coats of butyrate dope were hand rubbed to a
super smooth finish. A final finish of silver polyurethane
was sprayed on the wings to match the silver struts. Even
the aluminum pitot tube was polished to look almost like
chrome.
(Photo by Ted Koston)
The tail surfaces were completely rebuilt using only the old
ribs. Jim Stoia says a recent switch to Blue Magic polish has
made upkeep much easier. (He buys it by the case!) The results
are to see.
VINTAGE AIRPLANE 7
(Photo by Ted Koston)
Interior is tastefully done in shades of blue with black crinkle-
finish around instruments. This was the standard panel in
1946! Note chromed control sticks.
Gradually each part of the restoration project was
finished and the Luscombe began to emerge as a bright and
shiny new airplane. Each piece of aluminum was brought
up to a bright shine with a power buffer and then hand
polished with Met-All. The cowlings were installed along
with new tires on the wheels and the beautiful wheel
pants made the "look" complete. With the Camden, South
Carolina fly-in fast approaching in October, 1981 the
finishing and detail work reached a fever pitch and over
(Photo by Norm Petersen)
Younger brother, Tom Stoia, explains engine compartment.
The Continental A65-8 was majored from the crankshaft on up.
Note new unshielded wiring harness and wooden propeller,
exactly as new.
two years of restoration came to fruition when Jim made
the first 20 minute flight. One wing was a bit heavy so after
adjusting the struts, Tom made the second flight late
in the evening before the big fly-in. Everything seemed
to be in perfect shape.
The br.others decided to polish the entire plane one
more time by hand and stayed up until 3 a.m. to accomplish
the task! They were rather surprised to have a plane land
on the fieJd at that hour of the morning. The pilot got
out and ra::h through the underbush towards the road into
town. Before long, a sheriffs car sped up with lights
flashing and siren wailing! One deputy posted guard on
the plane :-vhile the other drove into town and promptly
arrested the pilot as he sat eating an "Egg McMuffin."
The weed seeds and burrs on his pants were a dead give-
away! The plane contained over 1200 pounds of mari-
juana. Jim and Tom quietly finished the polish job and
retired for a little rest.
After taking honors at the Camden Fly-In, the
Luscombe was flown to the Statesville, North Carolina
A IC Chapter 3 fly-in in May, 1982 where again the shiny
bird won the big award. By this time, the Stoia family
was thinking about Oshkosh - the big one! Again, the
preparatiqns were many such as Jim's wife, Mary, sewing
a complete cover for the plane from new bed sheet
material. It was found that the cover over the Luscombe
would keep the dirt and tarnish from the finish. Just
remove the cover, polish a little and it's ready to go! In
addition, a new set of Cleveland brakes were installed
before the.{rip to Oshkosh. Tom even redid portions of the
interior where people had tarnished the cloth.
The brIght and shiny Luscombe arrived at Oshkosh '82
with only 22 hours on the tach and immediately drew the
glances of the crowd and the close scrutiny of the
Classic ju,dges. On Friday evening, the awards ceremony
brought a fitting conclusion to the many months of
diligent work and sore muscles - the 1982 Grand Champion
Award! '
The smile on Bill Stoia's face has a certain reassurance
to it. His faith in his two sons has proven itself. The nearly
lost art of true metalworking is reappearing with sons Jim
and Tom. We are all benefactors.
So often we look at the beauty of a trophy winner and
wonder if. it's really worth the effort. As Jim explains,
"We retrieve damaged airplanes from all over the East
Coast, bring them into our home base on the shores of
Lake Marion, and when the owners show up to learn of our
bid, they ask of the quality of our work. We open the
hangar and let them gaze on the Luscombe. They turn to
us with a twinkle in their eyes and say - go ahead!"
CALENDAR OF EVENTS
OCTOBER 1-3 - NEWNAN-COWETA COUNTY AIRPORT, GEORGIA-
International Cessna 120/140 Association, Inc. Annual conven-
tion and fly-in. For info contact Charlie Wilson, 567 Forrest Ave-
nue, Fayetteville, GA 30214.414/461-6279.
OCTOBER 10 - BOLIVAR, TENNESSEE - EM Chapter 763 Fly-In
and Air Show. Contact Billy Whitehurst. P.O. Box 376, Bolivar, TN
38008. 901/658-6282.
OCTOBER 15-17 - CAMDEN, SOUTH CAROLINA - Annual Fall Fly-In
sponsored by EM Antique/Classic Chapter 3. Anliques, Classics,
Homebuilts, Ultralights, and Warbirds welcome. Awards and banquet
Saturday night. For further information contact Geneva McKiernan,
5301 Finsbury Place, Charlotte, NC 28211 .
NOVEMBER 11 - FAIRVIEW, OKLAHOMA - Thirty-first Annual Break-
fast Fly-In. Free breakfast to those who fly in. Trophies for best
experimental and antique aircraft. Field closes 12:30 p.m. For
information contact Doug Wiens at Fair View Airport, Fairview, OK
73737.
8 OCTOBER 1982
(Photo by Norman Petersen)
Cessna 305A (L-19) wearing the colors of the Wisconsin Civil
Air Patrol rides at anchor during the Seaplane Fly-In at Oshkosh
' 82. Note auxiliary fins on both ends of stab,ilizer for seaplane
use. Maindoor is split in half - the top hinges upward and the
bottom swings outward. Aircraft has stick controls instead of
control wheels. Large flaps have up to 60 degree travel but
manual states that seaplane version is to a maximum
deflection of 45 degrees.
BIRD DOG ON FLOATS
ByNorm Petersen
EAA StaffEditorialAssistt;Lnt
A relative newcomer arrived at the Oshkosh '82 sea-
plane fly-in this year when Henry I. Sedin (EAA 172131),
Box 595, Poplar, WI 54864 flew in with a Cessna L-19,
N5166G, SIN 22285 mounted on Edo 2440 floats.
This 1951 classic airplane was obtained by Henry and
his partner, Ralph Binger, Superior, Wisconsin on a Civil
Air Patrol auction some five years ago. Their successful
bid yielded a Cessna L-19 "Bird Dog" complete with bomb
racks on the wings and gun controls on the stick.
After removal of all such extra hardware, the plane was
relicensed as a civilian mode1305A. The engine is a 213hp
Continental 0-470 driving a fixed pitch McCauley prop
of 90 inches length and 47 inches pitch. With an empty
weight of 1502 pounds, the performance is quite
spectacular.
Harry and Ralph mounted Fluidyne hydraulic wheel
skis on the Cessna and have made several moose hunting
trips into Canada. On occasion, the plane has hauled
both pilot and moose from the frozen surface of a lake,
some as short as one half mile!
In 1979, the partners decided to add floats to the
Cessna so they flew it up to Ely, Minnesota where
Wiley Hautala installed a set of Edo 2440 floats. (All
L-19s were built with rear float fittings installed.)
The floats weigh 342 pounds but still allow a respectable
useful load of nearly 1200 pounds. (Seaplane gross weight
is 2800 pounds.) With a fuel capacity of 42 gallons, the
range is approximately four hours of normal cruise at
100 mph.
Henry reports they have a folding boat and small
outboard that can be packed in the airplane for wilderness
fishing trips. Several trips are made each summer into the
north country, often with the children, Shane and
Heather along.
The spectacular performance of this plane is probably
best illustrated by the take off distances listed in the
Army manual. On wheels - 355 feet! On floats - 590 feet!
We look forward to seeing this Cessna next year at the
seaplane fly-in. It may be sporting a new paint job by
then according to Henry. He and Ralph feel they have a
real winner in this combination .
BOOK REVIEW
AIR MAIL: An Illustrated History 1793 - 1981 by Donald
B. Holmes. Clarkson N. Potter, Publishers ($27.95)
This is a fine detailed bo'ok on the history of the air
mail service over a period of almost 200 years. Possibly
it will appeal mostly to those senior citizens who had
some personal contact with the pioneering pilots in the
1920s and 1930s. In the case of this reviewer his interest
in aviation was born in the 1920s when as a young lad he
often wheedled transportation from his home to Hadley
Field in New Brunswick, New Jersey just seven miles
away. In those days Hadley Field was the eastern
of the air mail service. The sight of those magnIficent
DH-4s was an experience generated a love for aviation
that remains to this day.
This book is profusely illustrated with historic
photographs of the pilots and aircraft .that were
the United States and in foreign countnes for the aIr mall
service. A large portion of the illustrations are reproduc-
tions of air mail stamps and commemorative envelopes
that were flown on these pioneering flights. The author,
Donald B. Holmes, is an ardent aero-philatelic and he has
assembled a magnificent collection of these stamps and
commemorative envelopes.
Did you know that the first air mail flight ever, took
place in 1793 when President George Washington handed
a letter to balloonist, Jean-Pierre Blanchard, who took
off from a Philadelphia prison yard and landed 45 minutes
later in Woodbury, New Jersey? Or that the first autho-
rized air mail flight in U.S. history occurred on September
23 1911 when Earle L. Ovington flew his Dragonfly air-
from Garden City to Mineola, Long Island, a dis-
tance of three miles? It wasn't until May 15, 1918 that
the first regular air mail service was started in this
country with scheduled flights between New York and
Washington using World War I Curtiss Jennies.
AirMail continues with its account of the development
of the air mail service under the Post Office Department,
then the transfer to private contractors in the mid 1920s,
and the cancellation of the contracts in 1934 with the
abortive effort by the U.S. Army to fly the mails and
finally the return to private contractors who still fly the
routes today.
In creating'the air mail service the government laid
the groundwork for the commercial ai.r
system we now enjoy. Air fields, naVIgatIOn facIlItIes
and the establishment of routes all had to be developed
before air commerce could take the next big step of carry-
ing passengers. The cost was great in human lives
during the pioneering years but like all human endeavors
there were always those dedicated men who took the
risks because of the ideals they cherished.
For t hose who have an aviation library this book
will be an invaluable addition with its historic photo-
graphs and a fine text that contains many
anecdotes that dramatically show what an Important
role the air mail played in the development of all phases
of aviation.
David H. Scott

VINTAGE AIRPLANE 9
Myra & John Dunn.
OSHKOSH NEVER LETS US DOWN
(Photos by the author)
By Lois Kelch
(EAA 3567A, Ale 700A)
7018 W. Bonniwell Road
Mequon, WI 53092
Oshkosh '82 is over now, but for the hundreds of
thousands of people attending, it will never be forgotten.
When describing the Convention to some of those who
weren't there, the words can't come out fast enough to
explain the vastness of it, the excitement, the history,
the friendships, the safety, etc. How can you expect
someone to visually imagine approximately 14,000 air-
planes in one place at one time? The Convention covers
ALL aviation, from the earliest pusher-type planes
through the Classics, Homebuilts, Warbirds and the
newest Ultralights, not to mention a wonderful salute to
NASA.
Of course, the Division dearest to our hearts is the
Antique /Classic Division. That's where we see all those
beautiful planes arriving, one after another, seemingly
so proud, waiting to be viewed and admired by the
tremendous number of interested people.
As usual the Red Barn Headquarters was a busy and
popular place, where people congregated, visited,
volunteered, and rested their weary feet before setting
out again to "walk the aisles." Now and again the heat
would get to you, but what's a little heat and humidity
when you're having such a good time?
One damper on the Convention was two nights of
drenching rain, but when the sun came out during the
day, all the problems of the night before had been
efficiently handled, some campers were relocated, and
everything went on as usual.
Two of our loyal members, once again, were responsible
10 OCTOBER 1982
for donating $438.00 to our Antique /Classic Division.
The money was raised by selling chances on two queen
size blankets using material with antique airplanes on it,
made by Irene Gomoll. and chances sold to one and all
by Stan Gomoll. Irene must have spent many. many
hours quilting and sewi ng the beautiful blankets. and
the Division thanks them for their contribution.
I had the pleasure of helping in the EAA Aviation
Foundation Capital Campaign pavilion where the John
Denver movie "Wings on Dreams" was shown many times
daily. After each movie presentation, the audience,
possible donors, were advised by volunteers of different
levels of donation over a period of five years, or a pledge
for an amount of their choice. I would like to mention
these levels here for those of you who are not familiar
with them.
Key Level - $125. Pledging $25 per year for five years
and receiving a bronze key holder with your EAA number
engraved on it.
Medal Level - $250. Pledging $50 per year for five
years and receiving a unique bronze desk sculpture with
your EAA number engraved on it.
Wall Level - $500. Pledging $100 per year for five
years and receiving hislher (or both) name and EAA
number permanently affixed to one of the bricks that
comprise the Members' Wall at the new Aviation Center.
A numbered key tag will also be given with your EAA
number, as a memento.
While on duty as a volunteer, I had the great pleasure
of explaining the levels to donors, or potential donors,
and the peoples' willingness to be a part of this wonderful
Tribute to Aviation was truly exciting.
The Convention is made possible only by the en-
thusiasm of individuals with the same interest - SPORT
FLYING - and following are interviews with some of them
who were happy to share their hobby with us.
Myra and John Dunn
(EAA 124589, AlC 3905)
P.O. Box 93
Crawfordsville, IN 47933
1949 Ryan Navion, N4825K, E225-9 Engine
Myra owns and does most of the flying of the beautiful
Navion and proud husband John is the first one to let
you know it. They met at an airport where she was fun
flying and he was waiting for a commercial flight . He
was impressed with her enough to return to the airport
and look her up and she started giving him rides. He
found himself being her pupil and soon got his licenses
(pilot and marriage).
They love the old airplanes and especially the Navions.
They bought 4825K four years ago, barely flyable, but
intended to fly it "as is," since they were already restoring
a Navion and wanted one to fly while the other one was
being completed. Admittedly, 25K was a greasy, oily
airplane with paint ranking somewhere below poor.
It had a 225 with constant speed prop and tip tanks but
practically no radio equipment. One thing led to another,
the first being the installation of a zero time E225 engine,
and while the engine was pulled, they decided to strip and
polish the firewall . This made the inside of the tub and
cowling look bad so they cleaned, stripped and painted it.
Ready to fly for fun now? Not quite. They decided to
go through the accessories since they didn't complement
the new engine. Then they added a rebuilt generator,
a NYAB hydraulic pump, new starter, new T-drive, prop
governor, vacuum pump, fuel pump and fuel injection.
While everything was loose in the engine area, it proved
an ideal time to replace the old original oil soaked firewall
liner with a new insulated custom cover. Everyone knows
a new liner needs a new interior, so they re-upholstered
everything - seats, side panels, baggage compartment,
and the headliner. Now the panel looked so bad they de-
cided to modernize it for IFR. At this point, they had a
really decent, serviceable airplane and everything looked
nice EXCEPT THE exterior. So they continued on and
on until this beautiful, proud Navion emerged.
Their hard work paid off and 4825K has won many
trophies, including "Most Outstanding Navion of the
Year in the U.s. and Canada," "National All-Out Speed
Contest," "Grand Champion Total Point Accumulation" of
the American Navion Society, and last but not least, a
trophy at Oshkosh '82, Class III 151hp and up.
Myra and John will return home now and go back to
work to their respective jobs so they can continue to
support their hobby of flying and restoring the beautiful
old Navions.
George LeMay
(EAA 11255, AlC 3399)
5003 Bulyea Road
Calgary, Alberta
Canada T2L 2H7
1944 De Havilland Rapide DH89A, C-FAYE
George purchased this plane in Coventry, England in
1976 and ferried it 6,050 nautical miles to Canada in 61 V2
hours. For refueling he had four 55 gallon drums of gas
in the cabin hooked up to the standard tanks (38 gallons
in each standard tank) and he could fly for 14 hours. He
also rigged a way to supply oil to the engines.
On the trip with him were George and Alf Bicknell.
They ran into bad weather in Greenland and had to go
around the top. Needing extra fuel they added another
55 gallons to their supply. The engines are Gipsy Queen
Ills, 210hp, inverted 6s. They experienced 35 knot head-
winds, at which time their ground speed was only 65 mph.
George Bicknell and George LeMay.
The normal airspeed is approximately 100 mph. The trip
took 16 days.
Once they arrived in Calgary they looked the plane
over and started analyzing the extent of their restoration
job. They decided to go down to bare bones and the job
took three years of intense concentration to get it done.
They installed all new plywood and covering.
They did a thorough research job and had Hawker
Siddeley in England send them all the manuals showing
rigging, parts book, etc. The plane has a Certificate
of Airworthiness in a private category. It cannot be
commercial because of having only one pilot seat.
This restoration involved the whole family, plus
friends. His wife, Bonnie and daughter Debbie did all the
ribstitching on the wings and his friend Ralph Fyten
did all the plywood and wood repairs. Sons Norman and
Leslie also helped with the project. When it came to
sanding, everyone was drafted as it had 10 coats of dope
and four of color. The results speak for their hard work
and elbow grease. They used "Miami" blue on top and
Bellanca white on the bottom. The trim is a maroon
band along the center line.
George did the interior himself. It has a white top
headliner and ruby red sides. The very comfortable seats
are fabric which are white and maroon. The plane seats
eight plus one pilot. The registration number is C-FA YE
which led them to name her "Lady Faye."
It was a close call to get everything finished in time
for Oshkosh. However, at the last minute, everything
got done. To show how close it was, as George was putting
on the wing-walk tape, they were loading their luggage
aboard for the trip to Oshkosh.
The trip was smooth and exciting and very rewarding.
The plane always had a crowd of admiring people around
it. It won Grand Champion, Transport Aircraft at Oshkosh
'82, which thrilled the whole family.
Lady Faye was also singled out for an award that Mrs.
John Schildberg awarded in memory of her late husband.
The award read "Best Antique Restored by a Family."
The family was there to accept the beautiful plaque
and if you look closely at the picture to the left, you'll see
it proudly displayed in the window of the cockpit.
VINTAGE AIRPLANE 11
Wrong Bros. Airforce.
"Wrong Bros. Airforce"
That name "Wrong Bros. Airforce" and the neat row
of five airplanes with forest green military paint schemes
caught my eye. I sought out the owner of one of the planes
to clue me in on this club.
I found Al Cornelius (EAA 100753, A IC 7366) , 63 E.
Main St., Ashville, OH 43103 who was happy to oblige.
(I hated to disturb him as he was stretched out under the
wing in the shade and looked very comfortable.)
The Wrong Bros. Airforct' sta rted in 1977 in Columbus.
Ohio as the members of EAA Chapter 443 \\'ere s itting
a round onl' night laml'nting the fact that they couldn't
afford the "big iron" of the Confederate Air Force or the
Warbirds, etc. They knew the Wright Bros. started the
whole thing, so they decided to start their own club and
call it "The Wrong Bros.," and that they would have "fly-
outs" instead of "fly-ins." Everyone is a Colonel. They
now have 130 members, all kinds of planes, all types of
people who just have a lot of fun. Twice a year they award
their official hat called "Stupid Hat," and also offer the
"Purple Hat Award" which passes around to the person
who made the biggest goof of the year.
AI Cornelius owns one of the Taylorcrafts that were
at Oshko&h '82 which he bought two years ago at Oshkosh
on a handshake deal. It consisted of parts of three airplanes
and was a real basket case. He gathered up the pieces,
hauled them home and got started almost immediately,
setting up a workshop in his garage. Need I mention that
the family cars stood outside in all the elements during
this time? All social activitiy stopped and he forgot all
about television. He devoted two years to this project.
Evidently he has a very understanding wife because he's
still married.
The big day finally arrived when everything was ready
to test and he watched a friend test fly the plane on June
6, 1982. Mter a slight mag adjustment, everything was
perfect. His trip to Oshkosh in his own plane was smooth,
leaving home at 6:15 a.m. and arriving at 5:00 p.m. AI
has been coming to Oshkosh for nine years.
Wonder what he'll do in his spare time now?
Tom Rench
(EAA 27294, AlC 3006)
1601 Circlewood Drive
Racine, WI 53402
1935 Staggerwing Beach, Model B17L, N14417, SIN 30
This airplane last flew in 1953, before it was sub-
stantially damaged in a fire in Kansas City. It was a sad
looking basket case for quite a few years, and Tom bought
it, as is - where is, in St. Louis in September 1969. The
heat from the fire didn't affect the wings or engine as the
firewall kept the fire away from the engine. However, the
windshield, instrument panel, upholstery all burned,
but the fuselage was in fairly good condition. A check on
the hardness of the steel found the fire did not affect
it. Mter carefully surveying the situation, Tom started
his long and arduous job of putting everything back
together again.
He made all of the sheet metal parts, new cowlings,
all new fairings around the wing struts, fairings around
the tail, and new control cables.
The fabric is all new with a paint scheme of black
fuselage and galatea orange; the wings are galatea orange,
and the tail pieces are orange and black with a scallop.
The trim design is five parallel stripes on the fuselage
with orange trim on the front of the cowling. this is the
standard trim design used by Beech during that era. Tom
used these particular colors because they were used by
the Bureau of Air Commerce (predecessor of the FAA). He
always liked those government planes.
The interior headliner and seats are upholstered with
tan leather per old factory photos.
The landing gear cranks up and down by hand. The
first electrical landing gears didn't come until about
six months later. It takes 30 turns of the crank to get
the wheels up or down. Evidently Tom has mastered the
system because he frequently lands on our 1100 foot strip.
Currently this is the oldest flying Beechcraft. He
knows of three others with lower serial numbers that are
now under restoration. This airplane is quite a bit
different in many respects than most of the Staggerwings
flying today. It is difficult to make a good three point
landing because it sits up higher on the landing gear -
it can be done but not consistently. It is 'really difficult
in a crosswind; it doesn't respond as it runs out of rudder
control. This was corrected in later models with a larger
fin and longer fuselage. Cruising speed is an economical
140 mph. Even though it has one-half the horsepower
than later models, the take-off and climb performance is
Tom Rench.
12 OCTOBER 1982
very satisfactory. The pilot workload is quite high because job is finished, they immediately start another one. Tom
you're busy flying all the time. It evidently doesn't is currently restoring a 1934 SR-5 Stinson Reliant
bother Tom though because he flies regularly and enjoys
straight-wing. He also previously restored a Luscombe
every minute of it.
and a Stinson Gullwing.
Like so many other restores, once one restoration Keep 'em flying, Tom. We need fellows like you.
Thomas Palmer's J-3 CUb.
Thomas J. Palmer
(EAA 122795,
2900 Pickerington Rd., NW
Carroll, OH 43112
1946 J-3 Cub, N6170H, Continental 65
This beautiful Cub has been in Tom's family since
1962. It was first owned by his brother and he bought in in
1969. In 1976 he stripped it down to bare bones and
started a complete restoration job which ended up
taking three years. This was all new to him and he
worked painstakingly every step of the way. He also
drafted the services of his wife and son, and fellow
members ofEAA Chapter 443 helped him with last minute
rigging and assembly. The plane was first test flown on
July 22, 1982 with Oshkosh as his goal.
He made it! He flew to Oshkosh with a group of 12
from Ohio. He was always the first to take off and the last
to land, cruising along at a walloping 70 mph.
He is also one of the Colonels in the Wrong Bros. Air-
force.
Tom's painstaking work paid off at Oshkosh '82 as
he was awarded the trophy for Best Class I (0-80hp).
Congratulations!
Norman E. Cotton
(EAA 188915)
Coast Route 1, Palo Colorado Canyon
Carmel, CA 93921
1946 Cessna 140, N72803
The West Coast Cessna 120 / 140 Club was well
represented at Oshkosh this year as a group of them flew
in all the way from California. They had two groups -
one leaving at 8 a.m. and the others at 10:00 a.m. They
made the trip in three days, experiencing many adverse
weather conditions, including thunderstorms, strong
crosswinds, etc. They lined up together in the Classic
Camping IParking area and had a fun time all week.
I came upon Norman Cotton writing a letter at his
plane one day and asked him about his Cessna 140. He
had always wanted to learn to fly, but earning a living
kept getting in his way. He bought the plane four years
ago, before he had his pilot license and then learned
to fly in it. He soloed after only 6\-2 hours.
He flew the plane for two years and then had the
engine rebuilt, the fabric wings re-covered and the metal
fuselage restored. He greatly enjoys flying by the "seat
of his pants."
The West Coast 120 /140 Club is very active and all
their fly-ins are well attended. Since he is a rather recent
pilot, he was glad to be able to join the group coming
to Oshkosh. However, they were going their separate
ways on the way home and he would be put to the test
of cross country flying alone. Once he accomplishes
that, I'm sure he'll be a seasoned and confident pilot.
Norman E. CoHon.
VINTAGE AIRPLANE 13
"Dutch" Brafford.
Koewler "Dutch" Brafford
(EAA 70116, AlC 241)
735 Weadock Street
Lima, OH 45804
1946Cessna 140, N89728
Dutch has owned this beautiful airplane for 33 years
and has kept it "factory perfect" ever since. As a young
boy, he would sit by the hour at Lunken Airport and
watch the planes fly and his dream was to become a pilot.
He soloed shortly after WWII and bought this plane in
1949 for $1,350.00. It has been a part of his life ever since.
He owns his own auto mechanic business so has no problem
keeping his own engine going.
Dutch never mentioned this to me during our inter-
view but I found out later that he is one of the "unsung
heroes" of Oshkosh who volunteers most of his time and
helps out from early morning until late at night, helping
to park airplanes as they arrive.
It takes a lot of people like Dutch to make Oshkosh the
great event it is. This was his 12th year attending and
he'll be back next year - you can bet on it.
Glenn Pray
(EAA 79029)
22806 E. 78th Street
Broken Arrow, OK 74012
1935 Kinner B2 Sportwing NC14927, SIN 148
There is only one B-2 Sportwing flying and Oshkosh
had it! There were only eight built and Glenn states it
still looks and flies just as it did when it came out of
the factory. It truly is a sport plane - a low wing with
side by side seating for two and looks like all it wants to
do is fly. Back in the '30s when this plane was new, it
caught the attention of all the celebrities and dashing
sportsmen of the day - I can just picture them wearing
plus fours, argyle socks and a cap - a perfect outfit for
this Sportwing plane.
Glenn learned to fly in a J-3 Cub in 1947 after serving
in the Marine Corps, but then he didn't fly again for
25 years. He saw some "older" people enjoying flying,
so at age 45 he took it up again. It all came back to him -
just like riding a bicycle. He soloed in a Luscombe,
then had fun in an EAA biplane, and has been flying
ever since, strictly for fun.
Before he began flying again, he was in the business
of manufacturing replicas of the beautiful luxury cars
such as Duesenbergs, Auburns and Cords. He was quite
a collector of these classic automobiles and now he is a
collector of airplanes! Welcome to the club, Glenn! Glenn Pray.
SEE YOU AT OSHKOSH '83

14 OCTOBER 1982
Totally rebuilt Pacer poses for a picture on a cool December
morning. Note booster wing tips and very delicate paint job.
This picture makes the eight year project worthwhile.
THE EIGHTYEAHSTORY
OF A PACER'S RESTORATION
ByVernon H. Sudbeck
(EAA 58247)
Rt.2, Box 132
Hartington,NE 68739
On a cold December morning in 1972, I flew my BC-12
Taylorcraft up to Timber Lake, South Dakota at the
request of my son-in-law's father, George Vander Mark.
He had tipped me off on a 1950 Piper Pacer that had been
blown over on its back by strong winds in October and was
still laying on its back when I arrived. Trying to estimate
the damage revealed the wing ribs were extensively
bent - they later told me why. It seems the school kids
had been out walking on the wings! The tail section
suffered considerable damage as the ropes had remained
tied to the tail as the wind flipped the airplane. The left
upper tube going down below the left front wing spar
fitting was broken in two, cracking the windshield and
denting the nose bowl and top cowling. Surprisingly,
the 74x54 prop was undamaged.
I decided to buy the Pacer if the price was right,
especially after George volunteered to haul it down to my
place, 350 miles away. I then talked to the owner, James
Keseling (later to become a Senator from South Dakota)
and offered him $100 more than his last bid. I got the
Pacer . a pair of A2000 ski s and a repa irable bent prop.
The next day we succeeded in getting the plane off its
back without additi onal damage using a tractor loader.
Author, Vernon Sudbeck, poses beside his BC-12 Taylorcraft.
It is easy to see that he is an EAAer all the way!
a fuel truck, a lot of rope and four men. Once on the wheels,
we took off the wings and prop and loaded the whole
works on George's grain truck for delivery to my place in
Nebraska.
I remember it was another one of those sub-zero
days in January when I pulled the fabric from the wings
and tail feathers to see the extent of the internal
damage, and believe me, it didn't look good. Three of
the four spars had a slight twist in them and many ribs
were bent.
In the months ahead, I bought various items such as
rib splicing kits, good used ribs and a J-3 Cub fin and
horizontal stabilizer and elevator. I straightened and cut
off the counterbalance from the Pacer elevator with a hack
saw and welded it on the J-3 elevator. It was now identical
to the other good elevator.
For the next five years I worked on the Pacer in a
barn with a dirt floor, which meant if you dropped a screw,
VINTAGE AI RPLANE 15
Piper Pacer N7660K after retrieval from South Dakota. Note
broken down tube in left corner with dented cowl. Grandson
Jeff is my big helper.
it was good-bye. Conditions were not good - poor light,
no heat in the winter which was when I had the most time
to work as my occupation is farming. The most dis-
couraging part of working in the old barn was the thought
of cleaning all the dirt and dust off everything before
I started. I'll never forget one morning in March, I
went over to do my chores and found 26 head of cattle
in my barn, walking on and around my Pacer! (The big
rolling door had been blown off by high winds the night
before.) I don't need to tell you the damage that 26
head of cattle can do to an airplane - especially if they
spent most of the night with it! A very sad and depressing
sight indeed, including the two aluminum gas tanks.
I felt like sitting down and having a good cry. Filled
with despair, I had to make a decision: either sell the
Pacer or get with it!
For two years I pondered. I realized I couldn't sell it
as is because I would lose too much. So I moved-it from
the barn to a 40' x 72' machine shed I had built in the
intervening two years. Without moral support from my
Pacer fuselage with new cover and wide gear installed.
Cowling has been stripped and ready for painting. Very
neat headliner installation is visible.
16 OCTOBER 1982
wife, Bonnie, Gene Townsend and Gene Parker, I would
have given up, but now I was filled with determination.
I don't mean to get off the story of the Pacer, but I
feel an important factor in the decision to continue the
rebuild was my EAA membership and the unique friend-
ship of two fellows living over 2000 miles apart. It was
the March 1971 issue of SPORT AVIATION which
contained an article entitled "The Classic Airplane" by
Gene Parker of Medford, Oregon. The story dealt with
Gene's restoration of his Taylorcraft BC-12 and I had
just completed restoring the wings and tail section of
my Taylorcraft after suffering windstorm damage. I
was looking for a good T-Craft paint scheme and I really
liked Gene Parker's color picture in SPORT AVIATION.
After contacting him and receiving his okay, I used his
color scheme on my T-Craft. In 1973, Gene stopped in at
my place enroute to Oshkosh so the two of us flew our
planes with identical paint schemes to Oshkosh.
At the EAA Convention, Gene Townsend of Decatur,
Illinois recognized the paint scheme as the same one
in SPORT A VIATION and our meeting was the beginning
My wife Bonnie and daughter Karen sanding tapes on the
control surfaces. They became adept at such work!
of a new friendship. While at Oshkosh, I talked to a fellow
selling used airplane parts who said he had a '57 Tri-
pacer he was salvaging out and he mentioned he had two
gas tanks, wings, struts and instruments!
That fall, my wife and I headed for a weekend in
Chicago pulling a snowmobile trailer behind the car
to pick up the Tripacer parts. When we arrived, the man
explained he didn't have the gas tanks out of the damaged
wings nor the instrument panel out of the fuselage. Rather
than take the time to remove the tanks and panel , he
just gave me the damaged wings and fuselage to go along
with the things I bought! Along with three wing struts,
I had quite a deal.
Returning from the Chicago trip, I ordered a new
Alpha 200B radio and a new wide landing gear from
Univair. I then moved the Pacer from the barn to the
new steel machine shed with a cement floor. With im-
proved working conditions, I repaired wing ribs and
straightened spars. After assembling the wings, I
finished installing McAllen Texas boostez: wing tips
and Grimes strobe lights.
Remembering that airplane gas tanks should be
pressure tested, I took both tanks to a radiator shop
in Hartington. In the testing process, they put too much
pressure in one tank and it promptly bulged out! Believe
me, I was having a time keeping two serviceabl e gas
tanks. An order to Omak, Washington finally obtained
another suitable tank.
With the Pacer now in the new machine shed, Gene
Townsend and I stripped down the fuselage to bare tubing
and sandblasted it. I worked quite some time on cutting
out the broken tube going down below the left front wing
spar fitting, replacing it with new tubing and rosette
welding a smaller tube inside, making it stronger than
the original. The welding was all done by an A & P
mechanic with an IA rating. After carefully checking
for rust throughout the fuselage, we gave it two coats
of white epoxy paint.
Having had no previous experience in covering a
fuselage, I was able to enlist the help of Gene Townsend
who has done a great deal of restoration work. He also
suggested several improvements which we incorporated
Nicely done instrument panel is faced with a pretty wood
grain. Alpha 200 radio is in the center panel with fuse bar
along lower left side. Note sound proofing around fuel
valve on left side.
into the rebuild. We replaced the big floppy door latches
with a very compact sliding door latch and a key lock
in the right hand door. Gene installed a removable
aluminum door in the back of the baggage compartment
giving access to the tail end of the fuselage. He also
installed a breaker and fuse installation putting a 25
amp breaker on the master switch - something the original
did not have.
The entire next year was spent covering the various
pieces with fabric and doping the cloth using a slightly
altered process than Stits Poly Fiber. Following Gene
Parker's advice, I used two coats of Poly Brush and no
Poly Spray, opting instead to use butyrate dope all the way
through to color. Another idea Gene introduced to me was
to sew the 66" width Stits fabric in a panel across the
wing. As we glued the fabric on with Poly-Tak, we
pulled more tension on the length of the wing. This
kept the fabric from shrinking lower between each rib,
giving the wing a more straight line appearance over
the top of the wing. Gene credits the idea to an old
friend, Jim Hamilton.
Fuselage masked off from painting of the trim stripe. This .
requires a great deal of work and very little paint!
After eight long years of ownership, I fired up the
125hp Lycoming engine and gave the new-looking Pacer
a thorough ground testing, doing some high speed taxi
work in a half-mile-long alfalfa field which joins my
1200 foot landing strip. I had never flown a Pacer before
so I needed all the room I could get! I did several short
lift offs and landings to get the feel of the plane. Finally,
I applied full power - it was unbelievable how the Pacer
would climb - reaching for the sky like it was making up
for lost time. As I cruised over the local area checking
instruments, I noticed how quiet the inside of the cabin
was. All of the insulating we had done really paid off.
After several landings over a 30 minute period, I
discovered the 1380 shock cord on the landing gear was too
weak. By adding another 1080 cord, the situation was
corrected. One of the brake bladders was leaking so I
installed another one . .. which also leaked . .. the third
bladder appeared to be okay. I realized by then a new
bladder might have been a better solution but they are
so expensive. The original Goodrich bladder type brakes
(Continued on Page 21)
Bonnie Sudbeck, Vern's wife, is shown between their two
rebuilt planes, the BC-12 Taylorcraft and the Piper Pacer.
Notice how nice the Pacer looks without the big numbers
on the side of the fuselage.
VINTAGE AIRPLANE 17
BORDEN'S
AEROPLANE POSTERS
FROMTHE 1930'S
Article Number 26, Poster Number 17,Series Number 2
By Lionel Salisbury
(EAA 114523)
Seven Harper Road
Brampton, Ontario
Canada L6W 2W3
THESTINSON JUNIORCOUPE
This is the twenty-sixth in our series of posters
reproduced from originals issued in the early 1930s
by the Borden Company and its predecessor, the Thompson
Malted Milk Company. As the series has progressed in
The VINTAGE AIRPLANE, I have examined each poster
with a careful eye and made comment about those facets
of each that drew my attention. It was only as I looked
at this particular poster, that it occurred to me how much
the photographic and printing arts have advanced in
the interval of almost fIfty years.
I would expect that many of the photos reproduced
here were taken with box cameras that had a minimum
of adjustment available, and that gave only adequate
detail. What the photo did not provide was compensated
for by the photo editor who outlined the details in the
photo with either a black-liner or a white-liner. Take a
careful look at the wings of the Stinson Junior Coupe
and you will see the results of his handiwork. Only
18 OCTOBER 1982
those with a steady hand made it in the fIeld of endeavor.
Printing arts were not near today's standards either.
I would expect that these pictures were reproduced on
a fIber-composition mat which was then fIlled with lead
to make a metal negative plate, from which the poster
was printed. The wording would have been done on a
' Linotype' which cast the letters in metal. Because we
are reducing the picture photographically for use in The
VINTAGE AIRPLANE, from the original size of 19" x 11"
to approximately 7" x 4", and because the offset printing
used in this magazine gives a better quality, the posters
reproduced here actually look better than the originals!
This poster is supplied from the collection of Mr.
Marion McClure of Bloomington, Illinois, who collected
them in 1933 and 1934. The line drawing this time is
not a three-view as was the case with most. The notes
describing this month's poster aircraft are taken from
the back of the poster.
TANKS IN WING:! /PUAL CONTltOLS
GAUONS / rFllef
NAVIGATION '" / /r
"'-.... / / GLASS THfeUOUT
ELECTRIC STAfeIfIti, "'- / II-CABIN LIGHTS
OIL TANIC- \\ "'-...."'- // rlt'EMOVEAElLE
GALLONS ______ __
\ \ \ \
\ \ \ \ \
\\\\\ \ mil-WHEEL 5.00"" Tlfe/!/
\\ SWIVEL
o '" \\\ \\L COMPI4feTMENT
./
///
METAL \ \\\ \\
\ \ '- A5SIST COfeDS
- \ \'-- ,e VOLT BATTEIleV
lliOMIN6 EN61NE--.:J \
?IS H.P. @ 2100 e.f!M.- \ \ I
COWLIN6 \
",,,", \ '-POCKETS FOR MAPS. ETG.
, '\. '" "\."-CABIN HERTEl! DUCT
",,--- APJUSTABLE PilOT CHAII!S
"--- 51i!AKE
fXHAUSl" TAIL- PIP!! -- \ I
gUB8Efe INSULATED
EN<5INE MOUNTINIS --.J I
lOll .5.5 PNEUMATIC DIU
\:'- STABILIZEI! AOJ.
"-Oil - DI2AUliC SHOCK STeUTS
STINSON
JUN/Ole
MODEL "5"
-:-..
Description of Stinson Junior Coupe
SPECIFICATIONS: Span, 42 feet, one inch. Length
overall, 28 feet., 11 inches. Height overall, 8 feet, 9
inches. Wing area (including ailerons), 234 square feet.
Motor, Lycoming R-680, 215hp at 2100 rpm. Power load-
ing, 15.2 lbs. per horspower. Wing loading, 13.9 lbs.
per square foot. Weight empty, 2,160 lbs. Gross weight,
3,265 lbs. Dihedral, 1 degrees.
PERFORMANCE: High speed, 125 mph. Cruising
speed, 105 mph. Rate of climb at sea level, 625 feet per
minute. Service ceiling, 13,500 feet. Radius, 400 miles.
Gasoline capacity, 50 gallons. Oil capacity, 5 gallons.
STRUCTURE: The fuselage is chrome-molybdenum
and aircraft steel tubing acetylene welded, faired to form
with spruce strips and fabric covered. This fabric is "doped"
with a ten coat process to secure a lasting, high lustre
finish. Tail surfaces are aircraft steel tube type externally
braced and fabric covered. The wings have solid spruce
spars with nickel steel drag wires and aircraft steel drag
tubes and are fabric covered. The wing mounting is the
high wing monoplane type with external brace struts
having an airfoil section to secure additional lift. Air-
foil section of the main wing is Clark "Y". Landing gear
is of heat-treated chrome-molybdenum steel tubing
equipped with low pressure semi-balloon tires and
hydraulic shock absorbers. The gear is of the split type
eliminating any cross axle. Tail wheel is equipped with a
low pressure tire and has full 360 degree caster.
STANDARD EQUIPMENT: Hamilton Standard
adjustable metal propeller. Eclipse automobile type
electric starter. Self-energizing type brakes. Dual
controls. Shatter-proof glass in all windows. 12-volt
aircraft storage battery. Adjustable pilot seats. Dual
magneto ignition. Standard pioneer flying instruments:
Compass, flush type (may be compensated while in
flight), tachometer, air speed. altimeter and oil pressure
and oil temperature gauges.
SPECIAL EQUIPMENT: S-D speed ring, rate of climb
and bank and turn indicators, wheel fenders or stream-
line pants with oleo faring. Special cabin fittings: side
lights, ash receivers, assist cords, heater and ventilator
of new approved type, arm rests, spring-type cushions,
special automobile type window regulator handles and
door handles.
NEXT MONTH - THE B/J ARMY PURSUIT PLANE
Carries Machine Gunner In Rear Cockpit
VINTAGE AIRPlANE 19
ThissectionofThe VINTAGE AIRPLANE isdedicated
to members and their aircraft projects. We welcome
photos along with descriptions, and the projects can be
eithercompletedorunderway. Sendmaterialtotheeditor
atthe addressshown on page 3 ofthis issue.
Vintage photo of Waco JWM with Wright J-6-9 of 330 hp being
restored by Dean Montgomery, Corsicana, Texas.
DearGene,
Here is a picture ofmy 1929 Waco JWM. This plane
was used by Art Davis from 1931 to 1938. It has not
flown since 1938. Art had a forced landing and Shelby
Hagberg boughtitfrom himon the spot for $300!
Shelby sold it to John Simpson ofNorfolk, Nebraska
in 1966. John partially restored it and then shoved it
back into his barn in 1970 and'71.
I boughtitfrom himin Octoberof1981. All the metal
and all the wood was in excellentcondition withjustthe
usual bird andratnests in the leadingedges.
It had a Wright J-6-9 330hp on it originally but we
are restoring it with a Wright R-975 E-3 of440hp. We
have all the covering done except the fuselage. We re-
placed the old rigid motor mount with a "T-6" mount for
a little vibration proofing.
The aircraftis beingrestored atmy airportcalled the
Flying "M" in Corsicana, Texas. When we are a little
further along, I'll sendyou some more photos.
Antiquesforever,
Dean Montgomery
EAA 104505A IC 4133
P. O. Box 1046
Corsicana,Texas 75710
DearGene,
I recently completed a wing re-cover and general
restoration ofmy Luscombe 8A. I've owned the airplane
for 22 years, during which time my son, Dave, and I
have worked the machine for a total ofsix pilot ratings.
We both havea numberofyearsofinstructorandairline
time in a wide variety of aircraft - still the Luscombe
is special and unique in a way which is uncontested by
anyothermachineswe'veflown duringtheseyearsofjob-
relatedor sportflying.
We have provided herwith betterthan average care,
but gradually time took it's toll and she began to show
herage. I waitedfor a suitabletime to beginthe restora-
tion but itnever came. After three years ofprocrastina-
tion, theneedfor anAnnual Inspection. anda wingcover
that wouldn't "punch-test", all converged to tell me that
thetime had come.
I began the project in July of1981. I completed it in
Juneof1982.Myoriginalintentwastore-coverthewings.
That modest goal was ultimately expanded into a total
restoration, including: new Ceconite coveron wings; new
paint(insideandout);newinterior;newglass;newcables,
electrical wiring, tailwheel spring, wheel covers (mains
and tail wheel) , wheel bearings, throttle knob, pedal
rubbers; new floorboards, carpeting, baggage compart-
mentplustires,batteryanda multitudeofmiscellaneous
20 OCTOBER 1962
itemsthatwere probable unnecessary -but where do you
drawthe line?
Initially,I allowedthreemonthsfor theentireproject.
This was my first attempt at wing re-covering and my
first aluminum polishing project. (The aluminum was
heavilyoxidized whenIpurchasedtheplane22yearsago
andhad neverbeenpolished since new - 36years!)
I missed my time estimate by approximately 350%,
which I've since been told is about average for a first
timer. I won't evencomment on mycost over-runs!
My greatestsatisfaction hascome from knowing that
the little bird is no longer the most neglected memberof
myfamily. Itis verygratifyingto havestrangersadmire
herandexpressanawarenessofwhatafinelittlemachine
she really is.
Enclosed are a few picturesofthefinished project.
JayMundy (EAA 132015, A IC 4125)
6234 North 13th Place
Phoenix, AZ 85014
THE EIGHT YEAR RESTORATION ...
(Continued from Page 17)
need improvement as they will not hold the plane for a
static run-up even though my brake pucks are brand new.
One thing I have found, even though I have spent many
hours getting the Pacer to fly properly, is that is takes
a certain time to get the bugs out. The nose bowl shifted
to the right making it rub on the left oil radiator line.
The fuel sediment bowl leaked past the gasket and also
had a crack in a fitting (under the front seat!). I replaced
the wiring harness from both mags and a bit later,
one wire in the new harness was bad! The VOR on the
new Alpha 200B radio refused to work. A rebuilt
directional gyro replaced the old unserviceable one.
The Pacer engine is a Lycoming 0-290 of 125hp.
Numerous eyebrows went up when I said I was not going
to touch the engine even though it had almost 500 hours
since major and had been sitting for eight years with three
gallons of oil in it. I carefully rinsed the engine on the
inside and used a non-detergent 30 weight oil for the first
five hours. After three hours of running, I added a pint
of oil additive cleaner. This must have done the job
because when I dropped the oil after several more hours,
both oil screens came out clean with no carbon pieces.
I have listened to much talk about which is the best
performing propeller for a Pacer with 125hp. Here are
the results with my Pacer using three different prop
pitches:
74 x 52 Static RPM 2400 TAGS - 113 mph @ 2350
74 x 54 Static RPM 2400 TAGS - 120 mph @ 2350
74 x 56 Static RPM 2310 TAGS - 127 mph @ 2350
A fuel consumption check at low altitudes runs 5.5 to
5.75 gallons per hour at 2300 rpm.
Even though the Pacer is short and stubby, it takes
off quickly with minimum swerving back and forth. The
new eight-inch Maule tail wheel is very effective for
directional control, especially on grass. When heavily
loaded, it is wise to watch it closely, because anyone can
lose a tail dragger if you are not one step ahead of your
plane's intentions at all times.
I am unable to say for sure if the booster wing tips
add to the cruise speed but I do feel I can land slower and
take off sooner than other Pacers. Alone, I take off at
60 mph and hind at 55 with full flaps. The booster tips
make crosswind landings a breeze. The Pacer climbs very
well and after leveling off, will cruise up to 130 mph,
even with a full load. The movable stabilizer trim is very
effective and is easily adjusted for take-off, landing or
cruise.
Even though the Pacer is now my pride and joy, there
have been many people involved in its completion. As I
look at this beautiful bird, I can recall the bad and good
memories connected with the eight year project. I am
especially grateful to my wife, Bonnie, for all her
sacrifices including the many lonely winter nights she
spent alone while I worked on the Pacer. I don't think
our wives get enough recognition on projects such as
these. Even though some wives don't help 100% of the
time doesn't mean they are not enduring some kind of
sacrifice . . . Bonnie surely did.
I am also thankful to the two "Gene's" - Parker and
Townsend - for their many ideas and contributions to
the Pacer project. Without some of their ideas, the Pacer
would not have the "look" it has today. I guess it all
started at Oshkosh '73 with the EAA and SPORT AVIA-
TION magazine. Others involved were Roman Keeter,
Don Thies, Tom Russel , Harold Witherby and my
daughter, Karen. I am t ruly grateful for their consistent
help. They were there when I needed them!
Now my future intentions are to take in as many fly-ins
as I can and spread her wings over as much country as
possible .
LETTERS TO THE EDITOR
Dear Mr. Poberezny:
I own a 1958 Super Aero 45 and am interested in selling
it. Here are details of this aircraft:
SIN 05-006
Engines - Walter Minor 4-111 series
Propellers - Motorlet V 401-4E
Total hours flown - 420.20
Prop time - X
The aircraft was corrosion-proofed in the factory but
t here is surface corrosion in small areas which will be
easily removed when the aircraft is stripped. The only
parts missing are the dash board, instrument panel and
rear seat.
This aircraft stood since 1969 in Pietersburg in the
Transvaal , which has a dry climate. The last service
(annual) was on 6 /2/69 in Pretoria. It was then flown to
Pietersburg where it stood until I discovered it late last
year and trailered it to Port Elizabeth.
Although I am a fully qualified A&P mechanic I
do not have the time to bring it back to flying state and
I am interested in selling it so as to buy a homebuilt
aircraft kit.
Your advice on the re-sale value would be greatly
appreciated.
Awaiting an answer in anticipation.
Yours faithfully,
S. D. Endemann (EAA 187271)
18 Nathan Road
Broadwood
6065
Republic of South Africa
THE JOURNAL OF
THE EARLYAEROPLANE
SAMPLE ISSUE $4
15CRESCENTRD. POUGHKEEPSIE,N.Y. 12601
VINTAGE AIRPLANE 21
WAR BIRDS IN WALNUT
Miniature Scale Repli cas of Your Favorite Military Aircraft from
Yesteryear to Today, Meticulously Handcrafted in American Black
Walnut.
A Truly Unique Desk Set with Matching Pen and Goldtone I.D.
Plate for Gift, Award orFlying Event Trophy.
Pl anes Can be Pedestal Mounted Depicting "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
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Classic owners!
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Complete interior assemblies for dO-it-yourself installation.
Custom Quality at economical prices.
Cushion upholsterysets
Wall panel sets
Headliners
Carpet sets
Baggagecompartment sets
Firewall covers
Seat Slings
Recover envelopesand dopes
FreeCatalogofcompleteproductline.FabricSelectionGuide
showing actual samplecolors and styles of materials:$3.00.

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Qlr exproducts, inc.
259LowerMorrisvilleRd., Dept. VA
Fallsington,PA 19054 (215) 295-4115
Jacket: Unlined Poplin jacket, features knit waist
and cuffs. The gold and white braid trim on a
Tan body emphasizes the colors proudly dis-
played in the Antique/Classic logo.
Sizes: X-small thru X-large
$28.95 ppd
Cap: Complete the look in this gold mesh hat
with contrasting blue bill, trimmed with a gold
braid. Your logo visibly displayed, makes this
adjustable cap a must.
Sizes: M & L (adjustable rearband)
$6.25 ppd
WEAR the IMAGE
in an Antique/Classic jacketand cap
Send CheckTo:
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Wisconsin Residents Include4% SalesTax
22 OCTOBER 1982
THE VINTAGE AIRPLANE
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FLYING AND
GLIDER MANUALS
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2.50 ea.
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AVAILABLE BACKISSUES
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work - Trophies to prove it. Certified A&P mechanic.
PeterDocken,DecorahFlyingService,Decorah,IA52101.
319/382-8338.
ACRO SPORT - Single place biplane capable of un-
limitedaerobatics.23 sheetsofclear,easytofollow plans,
includes nearly 100 isometrical drawings, photos and
exploded views. Complete parts and materials list. Full
size wingdrawings. Plansplus88pageBuilder'sManual
- $60.00. Info Pack - $4.00. Super Acro Sport Wing
Drawing- $15.00. Sendcheck or money orderto: ACRO
SPORT, I NC., Box 462, Hales Corners, WI 53130. 414/
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ACRO II - The new 2-place aerobatic trainer and sport
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ners, WI 53130.414/425-4860.
POBER PIXIE - VW powered parasol - unlimited in
low cost pleasureflying. Big, roomy cockpit for the over
six foot pilot . VW power insures hard to beat3V2 gph at
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MEMBERSHIPINFORMATION
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ANTIQUE
CLASSIC
lAC
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U
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Membership in the .Experimental Aircraft Association. Inc. is $25.00 for one year, $48.00 for 2 years
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must give EAA membership number.
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monthly issues of The Vi ntage Airplane, one year membership in the EAA and separate membership
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VINTAGE AI RPLANE 23