STRAIGHT AND LEVEL

by Bob Lickteig
President
Antique/Classic Division
Looking forward to "World of Flight
Oshkosh '85",your Antique/Classic Di-
vision has afull week of scheduled ac-
tivities.Listed belowaretheeventsand
chairmen of each activity.To help you
in your planning or any questions you
have, please contact any of the chair-
men. They stand ready to help.
Antique/ClassicHallofFame
Reunion
AreunionofpreviousAntique/Classic
Grand and Reserve Champions.Spec-
ial displayarea,awardsand specialfly-
by recognition. Chairman - Dan
Neuman, phone 612/571-0893.
Antique/ClassicAwards -
AntiqueJudging
All categories. Chairman - Pete
Covington,phone 703/957-2903.
ClassicJudging
All categories. Chairman - George
York,phone 419/755-1208.
Antique/ClassicType Club
Headquarters
All type clubs are invited to set up
their club headquarters. A larger tent
and more activities are planned this
year. Chairman - Butch Joyce, phone
919/427-0216.
Antique/ClassicInformation Booth
Therewill be achapterand member-
ship information booth outside the An-
tique/Classicheadquarters.Chairman -
Roy Redman,phone 507/334-5922.
Antique/Classic Parking
The parking committee has a type
parking plan. Chairman - Art Morgan,
phone 414/442-3631. Information and
parking instructions will be mailed to
you.
Antique/Classic Fly-Out
A fly-out for Antique/Classic mem-
bers and guests is scheduled for Mon-
day,July 29. Chairman - Bob Lumley,
phone 414/255-6832.
Antique/ClassicPhoto Contest
An amateur photo contest is sched-
uled for the period of the Convention.
Check Antique/Classic Headquarters
for rules and details. Chairman - Jack
McCarthy,phone317/371-1290.
Antique/ClassicInterviewCircle
Interviews will be scheduled daily at
the Antique/Classic Headquarters.
Chairman- KellyViets,phone913/828-
3518.
Antique/Classic Forums
Acomplete schedule of Antique and
Classic forums is set. Check Conven-
tion Program for details. Chairman -
Ron Fritz,phone 616/678-5012.
Antique/Classic ParadeofFlight
The annual Antique/Classic Parade
of Flightbymembersandguestswillbe
staged Wednesday afternoon, July 31
whenthefieldisclosed.Chairman- Phil
Coulson,phone 616/624-6490.
Antique/ClassicParticipantPlaque
TheAntique/ClassicDivisionwill pre-
sent each registered aircraftarecogni-
tionplaquewithacolorphotooftheair-
craft parked at Oshkosh. Chairman -
JackCopeland,phone 616/336-7245.
Antique/ClassicWorkshop
The first Antique/Classic Workshop
located in the Antique/Classic area will
be in operationthroughouttheConven-
tion. Dope and fabric, aircraft wood-
working and OX-5 overhaul. Chairman
- George Meade,phone 414/228-7701
Antique/ClassicAnnual Picnic
The Antique/Classic picnic will be
held at the Convention tent in the Na-
ture Center on Wednesday evening,
July 31. Chairman - Bob Kelly, phone
507/373-3911.
Antique/ClassicRiverboatCruise
A riverboat cruise including refresh-
mentsanddinnerisscheduledforMon-
dayevening,July29.Chairman - Jean-
nie Hill, phone 815/943-7205.
Please check your Convention Pro-
gram and Antique/Classic Headquar-
ters for complete details of all the
events.
IT'S GOING TO BE AGREATCON-
VENTION - MAKE THE ANTIQUE/
CLASSIC AREA YOUR HEADQUAR-
TERS FOR OSHKOSH '85.
JOIN US AND YOU HAVE IT ALL..
TYPE CLUBS ATOSHKOSH '85
Chairman EspieM. "Butch"Joycere-
ports the following groups have re-
served space in the Type ClubTentat
Oshkosh '85:
1.National Waco Club
2.Staggerwing Club
3. Cub Club
4.Luscombe Club
5. Aeronca Lover'sClub
6. ErcoupeOwnersClub
7. Fairchild Club
8.Aeronca Aviators Club
9. InternationalCessna120/140As-
sociation
10. National StinsonClub
11.OX-5Aviation Pioneers
Thisspace is offered atnochargeto
help special interest aviation organiza-
tionspromotetheirservices.Fordetails
contact ButchJoyceatBox468,Madi-
son,NC 27025.Phone919/427-0216.
PUBLICATION STAFF
PUBLISHER
Paul H.Poberezny
ASSOCIATE PUBLISHER
Tom Poberezny
DIRECTOR,
MARKETING & COMMUNICATIONS
Dick Matt
EDITOR
GeneR.Chase
CREATIVE ART DIRECTOR
MikeDrucks
MANAGI NG EDITOR/ADVERTISING
MaryJones
EDITORIAL ASSISTANT
Norman Petersen
FEATURE WRITERS
George A.Hardie,Jr.
Dennis Parks
EAAANTIQUE/CLASSIC
DIVISION,INC.
OFFICERS
President Vi cePresident
R. J.Lickteig RoyRedman
1620BayOaksDrive Rt. 3, Box208
AlbertLea,MN56007 Faribault ,MN55021
507/3732922 5073345922
Secretary Treasurer
RonaldFritz E.E. " Buck"Hilbert
15401 SpartaAvenue P.O. Box145
KentCity,MI49330 Union,IL60180
616/6785012 815/9234591
DIRECTORS
JohnS.Copeland StanGomoll
9JoanneDrive 104290thLane,NE
Westborough,MA01581 Minneapolis,MN55434
617/366 7245 612/7841172
DaleA.Gustafson EspieM.Joyce,Jr.
7724ShadyHillDrive Box468
Indianapolis,IN46274 Madison,NC27025
317/2934430 919/4270216
MortonW.Lester ArthurR. Morgan
P.O. Box3747 3744North51stBlvd.
Martinsville,VA24112 Milwaukee,WI53216
703/6324839 414/4423631
DanielNeuman RayOlcott
1521 BerneCircleW. 1500KingsWay
Minneapolis,MN55421 Nokomis,FL33555
61215710893 813/4858139
GeneMorris JohnR. Turgyan
15CSteveCourt,R.R. 2 Box229,R.F.D.2
Roanoke,TX76262 Wrightstown,NJ08562
817/491 9110 60917582910
S.J.Wittman GeorgeS.York
Box2672 181 SlobodaAve.
Oshkosh, WI54901 Mansfield,OH44906
414/2351265 419/5294378
ADVISORS
TimothyV.Bowers Phill i p Coulson
7292nd SI. 28415SpringbrookDr.
Woodland,CA95695 Lawton,MI 49065
916/666-1875 616/624-6490
S.H," Wes"Schmid
2359LefeberRoad
Wauwatosa,WI53213
4141771-1545
W. S, "Jerry" Wall in GarWill iams
29804 - 179 PI. SE NineSouth135AeroDrive
Kent,WA 98031 Naperville,IL60540
206/631-9644 312/355-9416
JUNE 1985 Vol. 13, No.6
Copyright 1985by the EAA Antique/Classic Division, Inc.All rights reserved.
Contents
2 StraightandLevel
byBobLickteig
4 AlCNews
byGeneChase
5 TypeClubActivities
byGeneChase
6 Sun' nFun'85
Page 6
byDickCavin/GeneChase
8 CalendarofEvents
9 MysteryPlane
byGeorgeA. Hardie,Jr.
9 DaveJamesonReminisces
byDaveJameson
10 CorbenSuperAce
byGeneChase
14 HeTurnedMyEyestotheSky
byM.C."Kelly"Viets
16 NoticeofAnnualBusinessMeeting Page 10
andElection
19 VintageLiterature
byDenni sParks
20 TheEdMorrowStory
byTedBusi nger
25 LetterstotheEditor
26 Member' sProjects
byGeneChase
27 VintageTrader
Page 20
FRONT COVER . . . Model B Ford-powered Corben Super Ace,
NX17288,SINI,ownedbyAlexWhitmore,JustinTimeAirfield,Justin,
Texas at the Tulsa Fly-Inat Tahlequah, Oklahoma.
(Photographed 9/23/84 by Gene Chase)
BACK COVER ... This tranquil scene shows an Aeronca Chief,
N9160E, a DeHaviliand Beaver, N9279Z, and a 1933 Waco UBF-2,
NC13075,SI N 3692onEdo2665floats.TheWacoisownedbyHenry
R.Strauch (EM 145735,AlC 8612) ,Junction City,Oregon.
(photo by West Sanders)
ThewordsEM,ULTRALIGHT,FLYWITHTHEFIRSTTEAM,SPORTAVIATION,andthelogosofEXPERIMENTAL
AIRCRAFTASSOCIATION INC.,EMINTERNATIONALCONVENTION, EMANTIQUE/CLASSIC DIVISION INC.,
INTERNATIONALAEROBATIC CLUB INC., WARBIRDS OF AMERICA INC. ,are registered trademarks.THE EM
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.
Editorial Policy: Readers are encouraged to submit stories and photographs. Policy opinions expressed inarticles
are soley those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. Material
should be sentto: Gene R. Chase, Editor, TheVINTAGE AIRPLANE,Wittman Airfield,Oshkosh,WI54903-2591.
Phone:414/426-4800.
The VINTAGE AI RPLANE(ISSN 0091-6943) is published and owned exclusivelyby EMAntiquel Classic Division,
Inc.of the Experimental AircraftAssociation,Inc.and is published monthlyat Wittman Airfield, Oshkosh,WI 54903-
2591. Second Class Postage paid at Oshkosh, WI 54901 and addi tional mailing oHices. Membership rates for
EMAntique/Classic Division, Inc. are $18.00 for current EMmembers for 12 month period of which $12.00 is
for the publication of The VINTAGE AIRPLANE.Membership is open to all who are interested in aviation.
ADVERTISING- Antique/ClassicDivisiondoes notguaranteeorendorseanyproductoHered through ouradvertis-
ing. We inviteconstructivecriticism andwelcomeanyreportofinferiormerchandiseobtainedthroughouradvertising
so that corrective measures can be taken.
Postmaster:SendaddresschangestoEMAntique/ClassicDivision,Inc., WittmanAirfield,Oshkosh,WI54903-2591.
VINTAGE AIRPLANE 3
AVIATION TRIVIA GAME
Members of EAA Antique/Classic
Chapter 11, Milwaukee, Wisconsin area
recently entertained themselves at a
chapter meeting by playing a game they
concocted themselves. For several
weeks, Sharron Mitchell and her com-
mittee had been (and still are) soliciting
aeronautical questions and answers
from chapter members.
They committed trivia to cards and
created a triangular race course com-
plete with three pylons and two small
model airplanes. The chapter was di-
vided into two teams and the first to
complete the race course was declared
the winner.
The questions were divided into the
following categories: History, Per-
sonalities, Airplanes, FARs and Charts.
Everyone had a great time and the en-
thusiasm resulted in many more ques-
tions with answers provided for their
next "trivia contest". They plan to bring
their creation to Oshkosh '85 for its first
national exposure.
Photo by Dick Matt
Paul compares the new with the old. Cor-
rosion necessitated replacement of some
tubing in the aft fuselage of the Pheasant
H-10.
PHEASANT H-10 UPDATE
The EAA Aviation Foundation's 1929
Pheasant H-10, NC151N, donated by
Phillip J. Stier, Sussex, Wisconsin is
being restored by volunteers and EAA
staffers. The wings were repaired prior
to the EAA Convention last year and
covered with Stits process during Osh-
kosh '84 by Ray Stits who donated the
materials.
The fuselage, tail surfaces and ailer-
ons are currently being prepared for
covering in the Stits Tent during Osh-
kosh '85. The Curtiss OX-5 powered 3-
place biplane will be made airworthy
and will become the only known flying
example of a Pheasant aircraft in the
world.
We were pleased to learn from one
of our readers that another Pheasant
H-10 does exist and is on display in the
Western Development Museum in
Moose Jaw, Sasketchewan, Canada.
Photo by Jim Koepnick
Paul Poberezny, EAA President, wields a
welding torch making a repair to the hori-
zontal stabilizer of the Pheasant H-10.
EAA'S WRIGHT FLYER ENGINE
AT NASM
The Smithsonian's National Air and
Space Museum is currently restoring
the engine which has been on display
there since 1948. The aircraft was last
restored by Orville Wright for display in
England in 1928. It was returned to the
U.S. in the late forties.
The restoration is being done in the
Museum in full public view. The EAA
reproduction of the 1903 Wright Flyer
engine is currently on loan to NASM
and is on display at the restoration site.
A tape recording of the engine running
can be heard at the push of a button at
the display.
EAA members Jim and Steve Hay of
Lake Geneva, Wisconsin, the builders
of the EAA Wright engine recently spent
a day at NASM when the engine on the
original Wright Flyer was dismantled.
No one knew for sure what was inside
this engine or if it conformed to the en-
gine blueprints in possession of the
Museum. Jim and Steve spent the day
going over the original engine and cor-
recting errors on the prints which had
become apparent during the construc-
tion of the EAA engine.
The EAA Wright engine will be re-
turned to Oshkosh in time for the An-
nual EAA Convention where it will again
be displayed and run at a tent devoted
to antique airplane engines. Also on dis-
play will be a partially completed repro-
duction of the Balzer-Manley Engine
which powered the Langley Aerodrome.
It is hoped the Antique Engine Tent
will become a regular feature at the An-
nual EAA Conventions at Oshkosh.
This activity is being organized, under
the direction of the EAA Aviation Foun-
dation, by Jim and Steve Hay.
Anyone having an antique engine
they wish to display and/or run at Osh-
kosh '85, please contact Jim or Steve
Hay at Hay Mfg., Inc., P.O. Box 7, Lake
Geneva, WI 53147, telephone 414/248-
6157.
ENROUTE TO/FROM OSHKOSH '85
On behalf of the Menominee, Michi-
gan/Marinette, Wisconsin Twin County
Airport, I. W. "Ike" Stephenson (EAA
82203, AlC 3704) extends an invitation
to all EAAers flying in the area to stop
and experience the airport hospitality.
Phillips 80/87, 100/130 and jet fuel is
available. Free tie down with fuel pur-
chase and camping is allowed. Unicom
is 122.8 and no control tower. Free
phone service to GBB FSS. Free motel
pick-up from Roadhost (906/863-4431)
in Menominee and Holiday Inn (7151
732-0111) in Marinette.
CANADIANS TO OSHKOSH '85
All Canadians flying their aircraft to
EAA Oshkosh '85 (July 26-August 2) or
the lAC International Aerobatic Compe-
titions at Fond du Lac (August 5-10)
must comply with the provisions of Fed-
eral Aviation Regulations. Please follow
the instructions below to obtain your
Special Flight Authorization.
CANADIAN EAA MEMBERS FL YING
AMA TEUR-BUIL TI UL TRALIGHTI
WARBIRD AIRCRAFT TO OSHKOSH
It is necessary to comply with Federal
Aviation Regulations, Section 91 .28 in
regard to Special Flight Authorization
for Canadian registered amateur-built,
ultralight and warbird aircraft. Due to the
large number of Canadian EAAers at-
tending, the FAA has arranged to issue
a Special Flight Authorization to EM,
which will authorize operation of
amateur-built, ultralight or warbird air-
craft within the United States from the
Canadian border to Oshkosh and return
by the most direct route.
(Continued on Page 13)
4 JUNE 1985
, I y p ClubActivities
The Annual Luscombe Association
Fly-In is set for June 28-30, 1985 at
Moraine Airpark, Dayton, OH. Activities
will include a Luscombe Forum, lots of
hangar flying and aircraft viewing, bus
trips to the Air Force Museum, good
food on the field including breakfast. For
information contact Ralph Orndorf,
1749 W. Stroop Road, Dayton, OH
45439, telephone 513/298-5936.
The Luscombe Forum at EAA Osh-
kosh '85 will be on Monday, July 29 at
8:45 a.m.
For information on the Luscombe
Club contact John B. Bergeson, 6438
W. Millbrook Road, Remus, MI 49340.
The Bucker Club is considering pre-
sentation of an award at Oshkosh '85
for the "Best Bucker". At least ten mem-
bers have indicated they will bring their
airplanes to Oshkosh this year. More
than three Buckers will have to be in
attendance in order to make an award
a worthwhile endeavor. If you plan to fly
your Bucker to Oshkosh '85, please
contact the newsletter editor posthaste:
Chris Arvanites, 425 Cumberland Lane,
Bolingbrook, IL 60439, telephone 312/
759-6821 .
For information on the Bucker Club
contact John B. Bergeson, 6438 W.
Millbrook Road, Remus, MI 49340, tele-
phone 517561-2392.
lompiled by Gent' ('hast'
In the April issue of THE VINTAGE
AIRPLANE we stated that John Bright
will continue to produce the Cub Club
newsletter. This should have read John
Bergeson. John Bright will continue to
serve as an advisor to the Club.
The Cub Club's 1 st Annual Fly-In is
scheduled for July 12-14, 1985 at Ace
Airport, Anderson, Indiana. Needed is a
cadre of able volunteers who live near
Anderson to help with registration and
other fly-in chores. Call Rick Duckworth
at 517/875-2205 if you can help. Addi-
tional details about this event will ap-
pear in the next Cub Club newsletter.
The Cub Club Forum at the 33rd An-
nual EAA Fly-In Convention at Osh-
kosh, Wisconsin will be at 10:15 a.m.
on Monday, July 29. Check the Conven-
tion Program book for the location.
Clyde Smith, Jr. will be the featured
speaker.
The Cub Club will also be rep-
resented in the Type Club Tent in the
EAA Antique/Classic area during the
week of Oshkosh '85.
Sentimental Journey to Lock Haven
- 1986 and 1987: For sometime the
founders of the Cub Club have been
contemplating an event to be held in
Lock Haven in '87 to commemorate
Piper Aircraft Company's beginnings
there 50 years ago. John Bright had
even contacted the Lock Haven
Chamber of Commerce last fall.
Since that time a local group was
formed to sponsor such an activity. This
group calls itself the "Sentimental Jour-
ney to Lock Haven, Inc. " Clyde Smith
and Don Fyock of the Cub Club have
been asked to chair the events portion.
William T. Piper, Jr. is also a member
of the planning group.
The Cub Club will cooperate with the
group in any way it can. At present the
plans are to have an "initial gathering"
in the summer of 1986 with the "Big
Show'" in '87. Watch for much more in-
formation about this very exciting event.
For information on the Cub Club con-
tact John B. Bergeson, Box 2002, Mt.
Pleasant, MI 48858.
INTERNATIONAL CESSNA
120/140 ASSOCIATION
Newsletter Issue Number 85 dated
February 1985 of the International
Cessna 120/140 Association is a real
collector's item for owners/pilots of
these aircraft. It contains listings of
Cessna 120/140 Service Letters and
AD notes plus Continental Service Let-
ters for all Continental engines and
those specifically pertaining to the C-90
and 0-200.
Also included is an index of articles
which appeared in newsletters up
through Issue Number 83, broken down
into specific categories; for example:
Cabin Interior, Electrical , Engine and
Accessories, Flight Controls, Fuel Sys-
tem, etc.
The Association will be represented
in the Type Club Tent in the Antique/
Classic area of the 33rd Annual EM
Convention at Oshkosh, Wisconsin, Fri-
day, July 26 through Friday, August 2,
1985. Don and Sue Tupper are asking
members interested in parking their
Cessna 120s and 140s in a row to con-
tact them at Rt. 3, Box 735, Laramie,
WY 82070, telephone 307/745-5982
before July 20. Sue works in Antique/
Classic registration and Don helps out
in aircraft parking. They say if a suffi-
cient number of planes arrive by Thurs-
day, July 25, this will be possible.
For information on the International
Cessna 120/140 Association, contact
them at Box 830092, Richardson, TX
75083-0092.
VINTAGE AIRPLANE 5
by Dick Cavin
(EAA 2904)
1 0529 Somerton Drive
Dallas, TX 75229
Have you ever wondered what motivates
people to come hundreds, or even
thousands of miles to one of the big fly-ins?
Probably the reasons are as numerous and
complex as are the individuals.
We can identify some of the reasons that
cause people to drop every1hing to make
their annual pilgrimmage to their favorite
Mecca: One of the compelling reasons is
probably the herd instinct. We like to meet
people who like the same things we do, who
share our ideas or a few glorious days of
being insulated from a society that has no
appreciation of things that fly. We like to talk
with such people, to admire or criticize man's
handiwork with them, to savor the skill and
inspiration of the craftsman or designer.
Many of us are there to pick a favorite design
that meshes with our particular fantasy, or to
see what others have accomplished with our
favorite design, to get a little closer to our
elusive dream. Many of us, though, come
because we have an overwhelming curiosity.
We want to see what's new, knowing that
indeed there will be bright and shiny new
things that cause our pulse to quicken.
Now before you protest that the devotees
of the antique and classic division aren't
coming to see something new, they're com-
ing to see what's old, consider that actually
they are coming to see what is new among
the old ones, right?
I arrived at all these deep observations
while sitting in the right front seat of one of
those new old ones, a Howard DGA-15,
being flown to the 11 th Annual Sun 'n Fun
Fly-In by Bob Geren (EAA 70115) , 3021
Stonehenge Lane, Carrollton, Texas 75006,
who spent over six long years of painstaking,
meticulous detail work to bring it to its pre-
sent state of near perfection.
Bob and I had shared a hangar for 14
years and I had watched him take seven
years to return another Howard DGA from a
rotten, rusting hulk to an object of beauty,
and what the he learned on the first one he
applied to this one in spades!
As we bored along in the cavernous cabin
of a yesteryear symbol of shameless luxury,
I had time to meditate about some others of
this same tribe who also had spent many
long hours in their labor of love, with a goal
of displaying their pride and joy for the ap-
preCiative acclaim of their comrades. Their
6 JUNE 1985
greatest reward is to respond in detail to a
question by a discerning restorer as to how
he was able to solve some particularly dif-
ficult problem.
Such conversations are the start of close
friendships. The restorer appreciates the dis-
cernment of the questioner and the ques-
tioner acquires a deep and lasting apprecia-
tion of the integrity and skill of the restorer.
March 17, opening day of Sun 'n Fun '85,
went off as scheduled, but lowering skies
seemed to hold the threat of the deluge of
'83. Spirits, though, were high. Normally, the
first day is sort of a get acquainted day, to
get our feet on the ground and find out where
every1hing is, to find out who is there and to
just plain enjoy our leisure.
The front porch of the Antique/Classic
Headquarters is one of those places where
old friends meet. The unpainted, rough ex-
terior gives it the flavor of a backwoods coun-
try store and indeed it is in some ways. It is
Grand Champion Antique - 1930 Butler Blackhawk, NX299N, SIN 111, owned by LeRoy
Brown (EAA 164375, AlC 6136), Zellwood, FL.
Photo by Jack Cox
Grand Champion Classic - 1955 Cessna 17o-B, N4414B, SIN 26758, owned by Glenn
and Kathy Dee (EAA 159943), Michigan City, IN.
Photo by Golda Cox
Grand Champion Replica - Great Lakes 2T1A, N1FF, SIN 7126C-496, owned by Gerald
and Barb Fidler, (EAA 64956, AlC 9199), Alva, FL.
staffed by most gracious ladies of EAA who
offer the visitor a cup of coffee or a cup of
navy bean soup while the visitor feasts his
or her eyes on the pictures and memorabilia
of aviation's early days that decorate the
wall. These ladies aren't just gracious hos-
tesses. They are also on top of much of what
is out there on the field as well as who
brought what in from where.
This part is natural , since it is the registra-
tion center for antique and classic arrivals.
It's more than that, though. It's a rallying
place where old and new friends meet for
conversation and to rest their weary bones.
While gray hair dominated the scene, it was
most encouraging to note that a goodly
number younger people were intermingled,
too. These will be the ones who inherit the
guardianship of preserving aviation's Golden
Age airplanes for future generations, and to
keep the flavor of those romantic days alive.
This was the last year EAAers could tour
the Piper plant as Piper was closing the plant
April 1 st, due to the sales depression in gen-
eral aviation. An oft-repeated observation
was that aviation manufacturers had at last
killed the goose that laid the golden egg with
their greedy pricing of anything that had
"airplane" written on it. Whether the charge
is deserved or not only history will tell, but
right now there is deep gloom about future
prospects of returning prosperity in general
aviation.
Another remark echoed several times in
the antique and classic area was, "Shouldn't
we be thinking about the preservation of ul-
tralights in. museums, etc., right now while
some types are already facing extinction?"
That was an interesting and fresh new
thought and was also surprising in that it
originated within the ranks of those dedi-
cated to aviation's past glories. They've got
a pretty good point there, amigos.
What most of those attending don't realize
is that Sun 'n Fun is an ongoing activity year
round. In many ways it is a smaller Oshkosh,
although it has its own distinct personality. It
has a full-time director in the person of Billy
Henderson and a permanent staff of officers
and directors who serve on a voluntary
basis. The rank and file of the chairman and
workers come from EAAers in a wide swath
of central Florida, with work parties taking
care of improvements and other work details
on a regular basis throughout the year.
Long range planning continues on a regu-
lar basis, too. The first steps toward a perma-
nent EAA center have been taken with the
purchase of acreage on the perimeter of the
airport.
A slow moving weather front across north-
ern Florida kept most of the display aircraft
out of Lakeland on Sunday, but Monday
dawned severe clear and soon they started
flocking in. It looked like the swallows coming
back to Capistrano and the tower jabber
sounded like Oshkosh on fantastic, furious
Friday. As a matter of fact, the tower logged
23,055 operations in that seven day period.
Actually it was really only six days as Thurs-
day was a frog strangler and there was no
flying . If that pace of flying would continue
year round it would make Lakeland the
world's busiest airport.
Outside that one day, though, the weather
was absolutely gorgeous. Even after all that
heavy rain all day Thursday, the dry sandy
soil soaked it all up and Friday saw dry foot-
ing everywhere by mid-morning. Central
Florida had been plagued with drought con-
ditions for many weeks and the countryside
responded to the deluge with flowers and
greenery in short order.
By late Monday the antique and classic
parking area was nearly full. As might be
expected, on late Friday afternoon many
more arrived as people got loose from their
jobs for a weekend of leisure.
Sun 'n Fun is unique in that off airport at-
tractions in the area are many, as it lies in
the very epicenter of a belt of tourist magnets
stretching from the Tampa Bay area on the
west to Cape Canaveral on the east. In be-
tween are Disney World, Epcot Center, Sea
World, Circus World, Cypress Gardens,
Tampa's Busch Gardens, Silver Springs, St.
Augustine and Cedar Key. The Bahamas
and the Florida Keys also beckon. Major
league baseball teams hold spring practice
here also.
The daily air show attracted sizable num-
bers of vacationers and helped to make
many new friends for EAA and its various
divisions. Many had their first ever chance
to see a B-17 at close range and take a tour
of the interior. The supersonic Convair Sea
Dart restoration project parked on the taxi-
way near the B-17 was also a chance to see
and touch a space age fighter. The spec-
tators also got to experience the thunder of
low level fly-bys by the giant 800,000 Ibs.
C-5A Air Force transport and the daily perfor-
mance of the Golden Knights, the U. S Army
Parachute team. The daily warbird and ul-
tralight fly-bys also delighted the crowd, as
well as the ever popular History of Flight fly-
bys. Aviation and recreational aviation in par-
ticular, need all the friends they can get in
this day and age of the vocal groups who so
violently oppose airports in their area. A fond
memory in a tourist's mind can be a real
asset.
The front of the antique and classic build-
ing was a time warp. On one side of the
paved approach to it were three immaculate
biplanes from the Golden Age era, an Amer-
ican Eagle, a J6-7 Travel Air 4000, and the
sole surviving Butler Blackhawk. The Blac-
khawk owned by LeRoy Brown, Zellwood,
Florida was named Grand Champion An-
tique.
Just across from the biplanes were three
airplanes that threw the magic time tunnel
into a tizzy. There were two Fokker triplanes
side by side, resplendent in their authentic
WW I battle colors.
Alongside them was a Clipped Wing Cub
that looked not only factory fresh perfect, but
even better! I saw it as it taxied in on Mon-
day, flown from Milner, Georgia by Barbara
Kitchens with an ear to ear grin that was
worth a thousand words. She was SO happy
at being at Sun 'n Fun in such a beautiful
little airplane that I could almost hear her
squeal with joy.
Nearby were two survivors of the CPT era.
These were Porterfield "Collegiates". One
was a CP-65, powered with the standard
Continental 65, while the other had a 90 hp
Franklin, making it a really rare bird. I took a
short trip down memory lane with these two,
as I had a part in engineering the CP-65. I
later was sales manager for Porterfield and
fondly remember the quality that went into
them. I also recalled the number of design
innovations the chief engineer, Frank
Johnson, introduced to the light two-place
market. Frank and I were associates in the
engineering department at Luscombe in '37
and I came to know him as an outstanding
and gifted engineer whose expertise had a
lot to do with the success of small Lus-
combes. He later went on to Lockheed and
a long and successful career with them.
Just across the taxiway were three beauti-
ful Howard DGAs. All had won signal honors
at other fly-ins, with Bob Geren's superb
flame and cream one destined to be named
the Best Custom Antique.
It would be hard to accurately recount all
the other antiques and classics that graced
the parking area without leaving some of
them out. Some I do recall include a beautiful
Great Lakes biplane, a Stinson 108 with a
sensational modern paint job, a Gull Wing
Stinson, several Cessna 195s and a host of
Luscombes, Cubs, Aeroncas, T-Crafts, etc.
The total show plane count was 715 includ-
ing 265 antiques, classics and replicas.
All in all, Sun 'n Fun '85 was an outstand-
ing success in every respect. The guidelines
and fly-in experience of the parent EAA or-
ganization was evident, as from an organiza-
tional standpoint it was silky smooth.
Everyone who made this possible is to be
commended for their part in doing so, no
matter how small that part was. We'll be
looking forward to a return visit in '86. In the
meantime, we will try to highlight some of the
individual airplanes in future issues of THE
VINTAGE AIRPLANE.
Thanks again Sun 'n Fun people! You
made it a great event once again.
VINTAGE AIRPLANE 7
SUN 'N FUN WINNERS- 1985
Antiques
Grand Champion: Butler Blackhawk, N299N,
LeAoy H. Brown, Box 144, Zellwood, FL
32798.
Silver Age, 1928-1932: Travel Air D4000
Speedwing, N5283, Aod and Sandy
Spanier, 502 Jamestown Avenue, Lake-
land, FL 33801 .
Best Custom: Howard DGA-15P, NC1336M,
A. J. Geren, 3021 Stonehenge Lane,
Carrollton, TX 75006.
Best WW" Era: Waco UPF-7, N30199, Aay
Fox, Miami, FL.
Best Bi-Plane: Waco QEC, N27471, Gene
E. Woolley, 300 E. Lake Elbert Drive,
Winter Haven, FL 33880.
Best Monoplane: Piper (Clip Wing) J-3,
N41105, Barbara Kitchens, At. 1, Box
181A, Milner, GA 30257.
Best Cabin: Porterfield, N41VT, Tom and Viv
Tedrow, A.A . 4, Box 451 , Three Brooks
Aoad, Freehold, NJ 07728.
Outstanding Aircraft: Luscombe 8A, N311 P,
Charles Burke, 7905 Aenoir Drive,
Jacksonville, FL 32221 .
Replica
Grand Champion Great Lakes 2T1A, N1FF,
Gerald and Barb Fidler, At. 1, Box 697,
Alva, FL 33920.
Outstanding Aircraft: Fokker Triplane DA-1 ,
N220TP, Dave Wilgus, 10132 Yacht Club
Drive, St. Petersburg, FL 33706.
Classics
Grand Champion: Cessna 170-B, N4414B,
Glenn and Kathy Dee, 208 E. Homer St.,
Michigan City, IN 46360.
Best Restored (up to 100 hpj : J-3 Cub,
N70843, Mach III Corp., 336 Skyland
Corp., Lakeland, FL 33803.
Best Restored (101 to 165 hpj: Piper PA-11,
N1967K, Tony Klopp, 18760 S. W. 157
Avenue, Miami, FL 33187.
Best Restored (over 165 hpj : Bellanca
Cruisair, N74466, William E. Johnson,
5610 Sinking Fork Aoad, Hopkinsville,
KY 42240.
Best Custom (up to 100hp): C-140, N2869N,
Bill Tinsley, Walton Way, Fayetteville,
GA.
Best Custom (101 to 165 hpj: C-140,
N72585, Aoger Wilson, 51 Pilgrim Path,
Carlisle, MA 01741.
Best Custom (over 165 hpj : Stinson 108,
N400C, Tom & Lorraine Zedaker, 5401
Avenida Caballo, Las Vegas, NV 891 08.
Best Type: Swift, N80843, Jack Nagel , P.O.
Box 1181, Athens, TN 37303.
Best Type : Piper PA-20, N1580A Dave
Serene, 914 Maine St. , Ford City, PA
16226.
Best Type: C-195, N9375A, Donald E. Gil-
lam, 137 Fernhill Avenue, Lafayette, LA
70506.
Outstanding Aircraft: Chipmunk, N12158,
John & Carol Carlson, At. 3, #2, Deep-
water Pt. , Homosassa, FL 32646.
Outstanding Aircraft: C-170A, N5551C,
Joseph C. Everhart, 1109 Oakridge
Manor Drive, Brandon, FL 33511 .
Outstanding Aircraft: Swift, N80856, De-
Wayne Upton, 526 Clinton Blvd., Clinton,
MS 39056 .
CALENDAR OF EVENTS
We would like to list your aviation event in our
calendar. Please send information to the Editor,
The VINTAGE AIRPLANE, Wittman Airfield,
Oshkosh, WI 54903-2591 . Information must be
received at least two months in advance of the
issue in which it will appear.
JUNE 5-10 - TULLAHOMA, TENNESSEE - 1985
Staggerwing Convention at Parish Aerodrome. For in-
formation contact the Staggerwing Museum, P.O. Box
550, Tullahoma, TN 37388, phone 615/4551974.
JUNE 7-9 - MERCED, CALlFORNfA - 28th Annual
Merced West Coast Antique Ffy-In. Merced Municipal
Airport. Contact Gail McCullough, 20917223145.
JUNE &-9 - COLUMBIA, TENNESSEE - 2nd Annual
Hunter Field Antiquel Classic Fly-In sponsored by EAA
Chapter 162, Nashville. Awards, contests, camping,
food, fun. Contact: Allen H. Curtis 732 Winthorne Drive,
Nashville, TN 37217, 615/3615625, or 615/256-2424.
JUNE 9 - STURTEVANT, WISCONSIN - 3rd Annual
Pancake Breakfast, Sylvania Airport, 8:00 a.m. to noon.
Contact: Sylvania Aero Enterprises, 4141886-2517 or
8354894.
JUNE 22 - OSAGE CITY, KANSAS - Sport Aviation Day
and Pancake Breakfast sponsored by EAA Chapter
313. Contact Dan Walters, 913/828-3579 or Kelly Viets,
913/828-3518; R. R. 2, Box 128, Lyndon, Kansas
66451.
JUNE 22-23 - STURGIS, KENTUCKY - 1 st Annual Fly-In
Breakfast, fly-bys, whatever. Facilities available to tent
ovemight. Contact: Sturgis Airport, 50213334487 or
333-4890, Bobbie Lee Baird.
JUNE 28-30 - OKLAHOMA CITY, OKLAHOMA - Annual
Combined Paul's Valley Fly-In. Antiques, classics and
homebuilts. Awards, flyin breakfast, contest. Contact
Bill Porter, 4051721 2606 or Dick Fournier, 405/258
1129.
JUNE 2&-30 - DAYTON, OHIO - Luscombe Assn. Na
tional Flyln at Moraine Airpark. Contact Ralph Orndorf,
1749 W. Stroop Road, Kettering, OH 45439.
JUNE 29-30 - ORANGE, MASSACHUSETIS - Annual
New England regional fly-in sponsored by EAA Chapter
726. Awards for best antiques and best classics. An
8 JUNE 1985
tique steam and gas engine show, flea market, food.
Contact Jim O'Connell , 413/5493800.
JUNE 29-30 - KALAMAZOO, MICHIGAN - 1985 Michi-
gan International Air Show High on Kalamazoo at
Kalamazoo County Airport. Aerial events and daily air-
show featuring Canadian Snowbirds, French Connec-
tion and Leo Loudenslager. Contact High on
Kalamazoo, Kalamazoo County Airport, Kalamazoo, MI
49002, 616/3858177.
JULY 2-4 - CARLSBAD, NEW MEXICO - 1985 National
Ercoupe Fly ln. Contact Skip Cardin, Box 15058,
Durham, NC 27704. Phone 919/471 -9492.
JULY 4-6 - BLAKESBURG, IOWA - Aeronca Fly-In at
Antique Airfield. Awards, forums, ny-out Aeronca party
and slide show. Contact The Aeronca Club, 1432 28th
Court, Kenosha, WI 53140, 414/552-9014.
JULY 5-7 - ALLIANCE, OHIO- Annual Taylorcraft Fly-In!
Reunion at Barber ,il,irport, three miles north of Alliance.
Contact Bruce M. "Barney' Bixler, 12809 Greenbower,
N.E. , Alliance, OH 44601:
JULY 5-7 - MINDEN, NEBRASKA - 9th Annual National
Stinson Club Fly-In. Make reservations at the Pioneer
Motel in Minden, phone 308/832-2750. For information
on the Fly-In contact Doug Shannon, P. O. Box 12864,
Dallas, TX 75225.
JULY 7 - ALBERT LEA, MINNESOTA - EAA Antiquel
Classic Chapter 13's 2nd Annual Fly-In breakfast and
many other activities, including sky diving. Contact Air
Albert Lea, 507/373-0608.
JULY 12-14 - ANDERSON,INDIANA - lst Annual Cub
Club Fly-In at Ace Airport. Contact: Dick Duckworth,
517/875-2205.
JULY 1&-21 - VANDALIA, OHIO - Dayton International
Air Show & Trade Exposition. Dayton International Air-
port , Vandalia, QH. Contact George Wedekind, Jr.,
Room 214, Terminal Building, Dayton International Air-
port, Vandalia, OH 45377, 513/898-5901.
JULY 22-26 - BLAKESBURG, IOWA - 17th Annual Inter-
national Cessna 170 Association Convention. Contact
F. O. Kline, 6021567-4588.
JULY 26 - AUGUST 2 - OSHKOSH, WISCONSIN - 33rd
Annual EAA Fly-In and Convention. Make your plans
now to attend the World's Greatest Aviation Event.
Contact EAA, Wittman Airfield, Oshkosh, WI 54903-
2591 .
AUGUST 2-4 - COFFEYVILLE, KANSAS - Funk Fly-In.
Fly-bys, contests, homebuilts, antiques. Contact Ray
Pahls, 454 S. Summitlawn, Wichita, KS 67209.
AUGUST 18 - WEEDSPORT, NEW YORK - EAA Chap-
ter 486 Airshow - Whitford's Airport. Pancake Break-
fast, refreshments. Contact Jack Briggs, 315/699-2948.
AUGUST 18 - CLARENCE, NEW YORK - EAA Chapter
656 ' Generic' Taildragger Fly-In at Clarence Aero-
drome. General aviation welcome as well. Contact:
Sterling Daschler, 142 Curtis Parkway, Buffalo, NY
14223, phone 716/833-3637 evenings.
AUGUST 25 - MICHIGAN CITY, INDIANA - 4th Annual
Michigan City Aviators Fly-In, Drive-In Pancake Break-
fast and Airshow. Antiques, ClassiCS, Warbirds, Ul-
tralights, Homebuilts on display. Door prizes and much
more. Contact Marge Edson, P.O. Box 2092, Michigan
City, IN 46360, 2191785-2103.
SEPTEMBER 4-8 - GALESBURG, ILLINOIS - National
Stearman Fly-In. Contact Tom Lowe, 823 Kingston
Lane, Crystal Lake, IL 60014.
SEPTEMBER 6-8 - GIG HARBOR, WASHINGTON -
Puget Sound Antique Airplane Club's 5th Annual Fly-In
at Tacoma Narrows Airport. Antiquel Classic judging
and awards. Contact Floyd Tuckness, 29528 - 179th
Place, SE, Kent, WA 98031 , phone 206/631-7454.
SEPTEMBER 7-8 - MARION, OHIO - Annual Mid-East-
ern Regional EAA Fly-In at Marion Municipal Airport.
Contact Lou Lindeman, after 5 p.m. 513/849-9455.
SEPTEMBER 7-8 - SUSSEX, NEW JERSEY - EAA
Chapters 73 and 238 Tri -Chapter Fly-In with Anti quel
Classic Chapter 7. Food, camping, Saturday night en-
tertainment. Aviation vendors welcome. Contact"Vearl
Lack, 201 /584-9553 or Anne Fennimore, 201 /584-4154
(after 6 p.m.).
SEPTEMBER 8 - WISCONSIN RAPIDS, WISCONSIN -
5th Annual Antique Transportation Show & Fly-In.
Sponsored by EAA Chapter 706 and local Model T
Chapter. Contact Joe, 715/886-3261 .
OCTOBER 3-8 - EUFALA, OKLAHOMA - 10th Annual
Convention of the International Cessna 120/140 As-
sociation at Fountainhead Lodge, Lake Eufala, 55 miles
SSE of Tulsa. Contact: Carl Atkinson, 9181426-1897.
OCTOBER 11-13 - CAMDEN, SOUTH CAROLINA -
EAA Chapter 3 Fall Fly-In. Contact Henry or Pat Miller,
919/548-9293.
by George A. Hardie, Jr.
no one else recognized it, for up to pub-
lication deadline no answers had been
received .
This is a good opportunity to once
again emphasize the purpose of this
column. As anyone who has done any
research in aviation history can ap-
preciate there are a great number of
"one off" aircraft designs that for one
reason or another failed to make the
grade as production types, or were
obscure homebuilt types which were
not publicized or recorded.
Our Mystery Plane column is to serve
two purposes - to entertain and edu-
cate our readers and at the same time
preserve a historical record of all air-
craft, especially those in our archives
that are not identified. I will appreciate
all comments and suggestions on the
above. After all , this column is aimed at
you, the readers and advice on any way
we can improve it is always welcome ..
Our Mystery Plane this month is
another from the "Golden Age of Avia-
tion" that will leave some "aeroplane
spotters" guessing. The design resem-
bles another open cockpit monoplane
of the period. It actually is one of a few
constructed by a little known company
typical of the rash of manufacturers at-
tempting to cash in on the boom period
of the early 1930s.
The photo was submitted by Pat
Packard, Assistant Museum Director at
the EAA Aviation Museum, and was
taken at the old South Airport, Janes-
ville, Wisconsin in the 1930s. Answers
will be published in the September,
1985 issue of THE VINTAGE
AIRPLANE. Deadline for that issue is
July 15, 1985.
The Mystery Plane featured in the
March, 1985 issue is still a mystery. Ed
Peck of Waddy, Kentucky, who submit-
ted the photo, has not been able to lo-
cate any clue to its identity. Evidently
DaveJameson Reminisces
Editor's Note: In response to EAA An-
tique/Classic Division President Bob
Lickteig's request to past presidents to
share their thoughts, here are Dave
Jameson's remarks. Dave was the Divi-
sion's first president.
I started flying, or learning to fly, in an
OLD airplane, a Curtiss Wright Junior,
manufactured around 1932, but I soloed
in a brand new airplane, an Aeronca
C-3 in 1937.
We had no airport - just a farmer's
field . The only no no I can remember
was, "Don't bust anything ." As I recall
there were no physical exams, and cer-
tainly no ground school and almost no
money.
And yet, why do I look back, and in
doing so, smile a lot?
The answer for me, then and now, is
fellowship, a common interest, and
each of us helping the other, whether it
be mowing, patching fabric, or wiping
off oil.
And aren't these the important things
we all remember, whether from the thir-
ties, forties or fifties, or our last Antique/
Classic fly-in? It's called involvement
and once tried is often habit forming,
friend making and guaranteed to pro-
duce great memories. Maybe not al-
ways accurate memories, but ones that
get better each year!
So, if you haven't tried it, may I
suggest that at the next fly-in you con-
sider a small offer to lend a helping
hand, perhaps making it plain that you
can only spare an hour's worth - then,
if it feels good, it could be a really small
price for priceless memories! .
VINTAGE AIRPLANE 9
The neatly cowled Model B Ford engine has a distinctive sound with its individual exhaust stacks.
CORBENSUPERACE
In the 1930s, O. G. "Ace" Corben be-
came well known for his design of four
nifty light planes. These were the "Baby
Ace" in both the open cockpit and cabin
version, the "Junior Ace" and the "Super
Ace". All were single place except the
Junior Ace which was 2-place side-by-
side.
Plans were available to the homebuil-
der for all of these planes and over the
years countless numbers of Baby and
Junior Aces have been and are still
being built. But why it is the Super Ace
never seemed to catch on? To me it
always was the most handsome of the
four Aces.
Possibly it's because the Baby and
Junior Aces were designed for the
small , air-cooled radial engines like
the Salmson and Szekely which were
more dependable, albeit more expen-
sive, than the Model A Ford engine
which powered the Super Ace. Also,
when the horizontal opposed four-
10 JUNE 1985
Story and Photos by Gene Chase
cylinder aircraft engines came on
the scene, they could more readily
be adapted to the Baby and Junior
airframes.
Ace Corben sold not only plans, but
also completed aircraft ready to fly from
his Corben Sportplane Co. in Madison,
Wisconsin. The January, 1935 issue of
Popular Aviation announced his newest
design - the Corben Super Ace, and
the first installment of the plans ap-
peared in the February issue. The plans
bear his initials and the name of his
company.
The series of plans continued
monthly in the magazine through the
June, 1935 issue which announced,
"The final installment will appear next
month" - but it didn't nor did it appear
in the following issues.
About 15 years ago Dave Warren and
Curtiss Corn of Tulsa, Oklahoma
started building a Corben Super Ace
from the Popular Aviation plans. They
built and covered the fuselage and
started construction of the wings before
the project slowed to a stop.
In time, Alex Whitmore of Justin,
Texas bought the project. He was build-
ing a new house at Justin Time Airport
(where fellow antiquers Gordon Bour-
land and Bert Mahon have homes and
hangars) and didn't have a lot of time
to work on the Corben.
Alex enlisted the help of his friend,
Ken Kensinger, Ft. Worth, Texas, to
finish the plane while he built up the
Ford Model B engine with an overhaul
and the aircraft conversion. Alex also
designed the engine cooling system
and fuel system which are the major de-
partures from the original.
Few modifications were made to the
engine. It still has the drip tray and an
external line to the dip feed, a la Pieten-
pol. The dual ignition system consists
of a rear-mounted magneto with im-
pulse coupling and a side drive mag
The Corben (notCorbin) Super Ace was
featuredincoloronthefrontcoverofthe
April 1935 issueofPopular Aviation.
plusadualignitionhead.Alexdesigned
and made the side drive mechanism.
With the impulse cowling,and the tim-
ing set at28 degrees BTDC,Alexsays
theenginestarts"aseasilyasatractor."
Theoriginal SuperAcehadtwo4-1 /2
gallon fuel tanks, one in each wing
panel, but Alex wanted more range.
One rib was removed from each wing
to facilitate installation of two 11 gallon
tanks.This extra fuel capacity extends
the range to overfive hours!
Alex would like to find apairof origi-
nal Corben wheels but until he does,
the FranklinAircarwheelswhichcame
with the project work fine. They are
equipped with mechanical heel brakes.
He plans to make full wheel covers
which will look more original.
The Corben Super Ace withcockpitcover in place. A propshaftextension placesthe
propellerahead 3"toform the propercowlshape.
The baggage compartment is huge
- about four cubic feet! There is no
weight placard as it's on the c.g., but
baggage weight is limited by available
power.
Alex describes the covering as
hodgepodge with Stits Polyfiberon the
fuselage and tail, cotton on the landing
gearveesanddacrononthewings.But.
it looks great and the yellow and black
colorschemeisstraightfromthepicture
onthefrontcoveroftheApril1935issue
of Popular Aviation
Ken made the cowling out of 13
pieces of T-3 aluminum. It's thin but
hard and weighs only 9 pounds. The
curved pieceatthefronttopisaportion
ofan aluminumcooking pan whichwas
the correct size and shape.
The Corben had been registered by
Dave Warren with the FAA when Alex
bought it. The title read:Corben Super
Ace, Model FB,SIN 1,NX17288.Alex
assumes the Model "FB" stands for
Ford B.The plane'sdataplatecontains
the same information, plus the date of
manufacture, 6/1/84.
The Corben's empty weight is 671
Ibs., about 50 more than the original.
Alex doesn't know where the extra
weight is because they tried very hard
to keep the weightdown.
The plane's first flight was on 6/1/84
and some changes have been made
since thatday. Forexample,the radiator
wasadoubletwo-tubecoreDatsunwith
about 210 squareinchescapacity.This
wasn't sufficient to handle the high
Thethreewindshieldpanelsarevisiblehere. Pilot'shelmetrestsoncontrolstick.NotfF
shoulderharnessaHachfiHings,andlarge,oval-shapedCorbendataplateonlowerleft The distinctive Corben logo is repro-
instrumentpanel. ducedaccurately.
VINTAGE AIRPLANE 11
The Super Ace is not large. Wing span is 27'-3'/2'. Height is 6'-7". The paint scheme
and yellow and black colors are same as original.
Texas temperatures so Alex took it to a
radiator shop where it was lengthened
and a three-tube core installed. Now,
with a 250 square inch capacity, it
seems to be doing fine.
The water temperature runs about
100 degrees over ambient, which Alex
says is pretty good. But he doesn't take
off when the outside temperature is
above 95 degrees! This is where the
five-hour fuel capacity comes in handy.
An early morning take off and climb into
cooler air at altitude, and Alex can fly
quite a distance at the Corben's 85 mph
cruise. This speed is obtained at 1650
rpm . The Ford engine's full throttle sta-
tic rpm is 1550-1600.
Alex normally flies the Corben with
the tail skid in place and says it handles
beautifully on grass. But he mounted
the tail wheel for the flight to Tahlequah
because of the hard surface runway. To
offset the seven pounds additional
weight of the tail wheel , a lead weight
is bolted on the forward end of the en-
gine mount to keep the c.g. within the
limit. Conversion from the tail wheel to
skid or vice-versa, requires only five
minutes.
Alex has experimented with different
propellers but prefers the currently in-
stalled 77D46P prop made by a man in
Minnesota. Although the Ford engine
turns at a higher rpm with smaller props,
the Corben flies best with the larger, 77-
inch disc.
No windshield was installed for the
Corben's first flight and Alex experi-
enced lots of wind in the cockpit. Fortu-
nately he was wearing goggles, which
he normally does not as they make him
feel too restricted.
The problem was partially solved by
installing the two side windshield panels
per the original. But the wind still hit Alex
in the forehead, so he installed a small
windshield on top of the wing which sol-
ved the problem. Now the cockpit is not
With full fuel, Alex limits the baggage to
40 Ibs. It's on the c.g. so plane's balance
isn't affected.
only relatively wind-free, but also free
of exhaust gases.
In flight, the Corben is very unstable
and it absolutely won't fly hands off.
Alex stated part of the pitch problem
might be his fault because the plane
turned out a little tail heavy.
It has an incredible amount of ad-
verse yaw and an extremely sensitive
rudder, according to Alex. If permitted,
the plane will roll in one direction or the
other and continue to roll in that direc-
tion until the pilot takes corrective ac-
tion.
To emphasize the rudder effective-
ness, one time while Alex was taxiing
for take off, the return spring on the right
rudder pedal broke. Later, in the air, he
attempted to re-position his legs and
when he took his right foot off the pedal
it slammed to the floor and the other
return spring gave full left rudder. Luck-
ily he had plenty of altitude because by
the time he got the right pedal kicked
The modern looking Franklin Air Car
wheels will look more "vintage" when The modified Datsun radiator is mounted low on the firewall. Note the tunnel behind
Alex installs full wheel covers. the radiator to facilitate air flow through the unit.
12 JUNE 1985
AuthenticCorben factorydataplate. Originalswere 5"longand 3" high.
back into place he had lost 1,500 feet
in about 10seconds! Hekepttheplane
from rolling inverted by holding full op-
posite aileron and in this confiugration,
the Corben "came down like abrick."
Alex is pleased with his veryauthen-
tic Corben Super Ace after some 60
hoursofflight, andeventhoughhecan't
sitbackandrelaxbecauseofitsinstabili-
ty, hedoesenjoyflying it. Intalkingwith
otherswho haveflown SuperAces,the
instability problem seems to be an in-
herent characteristic.
Several observers thought it incredi-
ble that the plane did not receive an
award at the Tulsa Fly-In. Perhaps it's
SPECIFICATIONSOFORIGINAL
CORBENSUPER ACE
WingSpan 27'-3112"
Length 18'- 5"
Height 6'-7"
E.w. 6201bs.
G.w. 8801bs.
Fuel 9gals.
Wingarea 118sq.ft .
Airfoil ClarkY
Incidence 2degrees
Dihedral 2degrees
Fordengine 45hp
so rare the judges didn't know what it
was. Alex Whitmore didn't mind,
though, because he definitely is not a
trophy hunter. The Corben did receive
awardsatotherfly-ins, butAlexdid not
recall whattheywere ...hetookthem
homeand gavethemtohisfriendswho
worked on the airplane.
AlC NEWS ...
(Continuedfrom Page4)
Members desiring to fly amateur-
built,ultralightorwarbirdaircrafttoOsh-
koshwillbe requiredtocompleteanap-
plicationform.Uponreceiptofthecom-
pleted form acopyoftheSpecial Flight
Authorization must be in the aircraft at
all times when the aircraft is operated
within the United States. Please write
to: Oshkosh Canadian Coordinator,
EM Headquarters, Wittman Airfield,
Oshkosh, WI 54903-2591 for applica-
tion forms and detailed instructions.
Please note: Completed application
forms must be received by EAA Head-
quarters NO LATER THAN JULY 8,
1985.
CANADIAN NON-EAA MEMBERS
FL YING AMA TEUR-BVIL TI
ULTRALIGHTIWARBIRD AIRCRAFT
TO OSHKOSH
Please do not write to EM Head-
quarters. Address your request to:
RichardL. Porter,Manager,FlightStan-
dards District Office No. 61, General
Mitchell Field, Milwaukee,WI 53207
STANDARD CATEGORY CERTlFI-
CATED AIRCRAFT (CERTIFICA TlON
OF AIRWORTHINESS):
A special United States Flight Au-
thorization is not required providing
your aircraft has correct and current
Canadian documentation. However,
youmustfileaUnitedStatesFlightPlan
to point of entry and clear customs on
arrival. Please note customsclearance
isnotavailableatOshkoshwithoutsub-
stantial cost. After customs clearance,
anotherflight plan mustbefiled toOsh-
kosh. If you require specific details,
write to EAA Headquarters.
The Valley Queen II.
RIVERBOATCRUISE DURING
EAAOSHKOSH
MembersoftheEAAAntique/Classic
Division can enjoy a cruise on Lake
Winnebagoon boardthe ValleyQueen
II on Monday,July29from 7:30- 11:00
p.m. The event is a 3-1/2 hour buffet
dinnercruiseonareplicasternwheeler,
departing the Pioneer Inn Marina at
7:30 p.m. sharp!
The total cost is $15 per person and
the tickets will go fast. The Antique/
Classic Division must guarantee a
minimum of 100 participants on the
cruiseandmaketherequiredadvanced
payment. This will reserve the Valley
Queen II exclusively for Division mem-
bers and theirguests.
VINTAGE AIRPLANE 13
HETURNEDMYEYES
TOTHESKY
by M.C. "Kelly" Viets
(EAA 16364, NC 10)
Rt. 2, Box 126
Lyndon, KS 66451
Antique/ Classic Division President
Bob Lickteig has asked past officers of
the Division to write something about
themselves and their involvement with
EAA. M. C. "Kelly" Viets has been an
active and long-time member of the Di-
vision, having served on the Board of
Directors from 1972 to 1979 and as sec-
retary from 1979 to 1983. Following are
his words . ...
There is a great poem which states,
"Iam,amongmen,mostrichlyblessed."
Thispoemfitsmylifeperfectly.Notonly
in mypersonallife,myprofessionallife,
butalsomyhobbylife.Yes, Iguessyou
could say I have lead three lives. The
onewe areinterestedhereismyhobby
life, "Aviationin all itswonderfulfacets";
moreparticularly, flying forthepureen-
joymentof it.
Iwould likethistobe abigthankyou
14JUNE 1985
to that winged "God" who passing low
overourfarm homewaved to that little
barefooot boy in the barn yard. He not
onlydiditoncebutseveraltimes.Ihave
justrecentlyfoundoutthathewasflying
the survey flights for the beginning of
the C.A.M.airmail routes. This was in
the spring and summer of 1925. The
route he was flying was from Richards
Field in Kansas City to Phillip Billard
Field in Topeka.
Hisfirstflightswerein aJennywhich
cackled along with no great threat. It
was when he switched to the 400 hp
LibertypoweredDeHavillandDH-4that
he made the deepest impression. The
De Havilland roar was so impressive it
tookallthenerveIhadnottorun. How-
ever, when I waved, he waved. I was
forever hooked, for most surely "he
turned myeyesto the skies."
It is because of this man that many
wonderful things have happenedto me
in aviation - Iwish Icould personally
thank him.
We left the farm and moved to Kan-
sas City, Missouri in the fall of 1925. I
wastherein 1927whenLindberghflew
the Atlantic. When he came to Kansas
Cityduring histourofthe U.S.A.,Iand
my olderchum (I was 9- he was 10)
walked about seven miles to the Kan-
sasCityballparktoseehim.Wearrived
early and took seats along the aisle. It
wastherightspotbecauseafterheflew
low over the ball park and waved he
camebacktotheparkforaspeech.As
heenteredtheparkhewalkedrightpast
me. Boy, was that a thrill! Can you im-
agine howthrilled Iwaswhen, 50years
later, I handled the controls of EM's
replicaSpiritofSt.Louisfor30minutes.
Because of this interest in aviation I
would ride my biketo FairfaxAirportin
Kansas City, Kansas every chance
had. Iwould stand atthe hangardoors
and lookinsidetoseeall the airplanes.
One day I saw the most beautiful bip-
lane. It was the OX-5 powered Amer-
ican Eaglewhichwasbuiltin K.C., MO
and truckedacrossthebridgetobe as-
sembled at Fairfax.
Onetime Isteppedintothehangarto
lookataplaneIhadneverseenbefore.
I was literally picked up by the seat of
my pants and thrown outand sworn to
secrecy. It was the Travel Air Mystery
ship on its way to the 1929 Cleveland
I
National Air Races. I saw the Butler
Blackhawk and the early Luscombes
being built. One day I was watching a
beautiful little white low wing racer
being brought out of the hangar. The
Menasco engine would not idle and it
was dragging the ground crew so I ran
out and helped hold. It turned out to
be Benny Howard's "Ike" on one of its
maiden flights.
I saw the Tri-motored Fokkers and
Fords come and go. I was standing in
the Kansas City Tower when the first
Douglas DC-2 arrived. It was so huge I
said then, "They surely can't build them
any larger. " As one old timer said, "Why
you just can't stomp down enough air
to support anything bigger than that."
How wrong can one be?
When I couldn't go to the airport I
spent all my time and money on model
airplanes. I think learning to read the
plans and building models may have
been the begining of my career as an
engineer in my life work.
Then came my first flight on August
15, 1935 in an OX-5 powered Waco 9.
This was also the day aviation lost two
of its greatest . .. Wiley Post and Will
Rogers were killed in their Lockheed in
Alaska.
Since I served in the infantry instead
of the Air Force, I will skip over the war
years. I finally received my pilot's
license and became legal to fly in 1946
on the G.!. Bill in a 7AC Champ. I rented
and flew many different planes in the
next 20 years as my business dictated.
In 1966 we bought our first plane. Edna
said she didn't care what I bought as
long as it was one those "cute little plan-
es" I took my night flying lessons in. It
was an Ercoupe as that was the only
plane on the field with lights. We bought
an Ercoupe and still have it! We have
since restored the prototype 14-12-F
Bellanca and a Stinson 108-2. We love
classic planes.
This leads up to the time in 1972 that
we read about the Antique/Classic Divi-
sion in Sport Aviation. We were really
interested in finding a home where the
classics would be welcomed and loved.
We took a few days off and went to
Hales Corners just to sit in on the busi-
ness meeting of the AlC Division.
It was there we first met one of the
quiet giants who do so much to make
EM great. He was Mr. Dave Jameson,
the Division's first President who laid
the groundwork necessary to start the
Division. It was he who stirred up the
interest, proved the need, and set up
the formation of the Division. We mem-
bers owe a real debt of gratitude to this
man for his efforts on our behalf.
The formation meeting was held in
Haedtler Hall on November 18, 1972.
Upon arrival, Edna and I sat in the back
of the auditorium as we had no special
invitation and were just interested ob-
servers. As the meeting was getting
started, this gentleman came back and
in a gruff voice asked, "What the heck
are you doing back here?" Well, we im-
mediately got up to leave when he grab-
bed me by the arm and insisted we go
down front and get into the action ....
We had just met the soon-to-be first
elected President, Mr. E. E. "Buck" Hil-
bert.
That was just the beginning. Because
of Buck, and getting involved, many
wonderful things have happened to
Edna and me in EAA. The first thing we
knew I was on the Board of the AlC
Division and in charge of parking planes
at Oshkosh for the next few years. One
of the highest honors I have received
was being put on the Aviation Founda-
tion Board in 1973 to help build the
Museum.
At that meeting our first elected offic-
ers were: E.E. "Buck" Hilbert, president;
J. R. Nielander, Jr., vice-president;
Richard Wagner, secretary; and Nick
Rezich, treasurer.
The 1973-1974 Board (as near as I
can remember) consisted of Evander
Britt, Claude Gray, Jr. , Jim Horne, AI
Kelch, Morton Lester, George Stubbs,
Gar Williams and myself. By 1974, Nick
Rezich had become totally involved with
the OX-5 Aviation Pioneers and he
moved on. Gar Williams was elected
treasurer and Jack Winthrop filled Gar
Williams's place on the board.
It was "fun" work. At first we had a
Headquarters Tent at the Convention.
The next year we took over the Red
Barn which was still very much a barn
with an "authentic" barn floor. The
next year we came back to a nice con-
crete floor. With airline captains and vol-
unteers working as carpenters we put
up the paneling and ceiling and had it
ready for the Convention.
One of the big jobs we had to do was
police the area for rocks. Just about a
year or two before, the Antique/Classic
parking area had been farmed so not
only were there still furrows but there
were constant rocks, up to 4" in diame-
ter, that could spoil your day if they got
into your prop.
When it came to parking aircraft we
had to make our own lines. Using a rope
to determine the distance between
rows, we then set a push mower to cut
as low as possible. Thus, by "skinning"
the ground we had a line of sorts. With
that we had a fairly orderly parking lay-
out.
One of my fond memories is that of
watching Jack Winthrop pushing that
mower with grass, dust, rocks and
weeds flying while he established our
parking lines. It looked like a small tor-
nado roaring up and down the field.
In the beginning we had no vehicles,
no radios and no pre-conceived plans.
We just improvised, wing walked the
airplanes into place and had ''fun''. Jack
gave up his usual morning jogging while
he helped as co-chairman in parking.
He said jogging wasn't that necessary.
We also had help from many other vol-
unteers.
One gentleman who worked so faith-
fully long and hard was "Dutch" Braf-
ford. Most of you will remember him as
the owner of the perfect classic Cessna
140 which he exhibited and won awards
with for so many years. Another was a
Milwaukeean named Art Morgan. We
must have over-indoctrinated him for he
served as parking chairman for many
years.
In time, we decided that laying out
the parking area like this every year was
"for the birds". So I made a layout of the
airport and got a tentative approval from
Paul. In the late fall of 73 (I think) we
sent our son and son-in-law to Osh-
kosh. They, along with some volun-
teers, staked all the aircraft parking
areas. It was below freezing with a north
wind blowing. Both boys remember it
well. That is how the parking lines be-
came straight and true. Someone came
up with the idea of sterilizing the lines
which is still working so well.
From such fumbling, stumbling be-
ginnings the Antique/Classic Division
has become the smooth working, well
organized operation that exists today.
This Division of EM, with the many fine
dedicated, dependable people who
have done so much to build it, has come
a long way. With these years of experi-
ence the Division is now prepared for
great years ahead. This fine organiza-
tion should be, could be and I hope will
be the catalyst that will open new vistas
for the enjoyment and fulfillment of
those of us who in our "pursuit of happi-
ness" have sport aviation as a hobby.
I am, among men, most richly
blessed.
I asked God for strength, that I
might achieve.
I was made weak, that I might learn
humbly to obey.
I asked for health, that I might do
greater things.
I was given infirmity, that I might do
better things.
I asked for riches, that I might be
happy.
I was given poverty that I might be
wise.
I asked for power that I might have
the praise of men.
I was given weakness that I might
feel the need of God.
I asked for all things, that I might
enjoy life.
I was given life, that I might enjoy
all things.
I got nothing that I asked for - but
everything I had hoped for.
Almost despite myself, my unspoken
prayers were answered.
I am among men most richly
blessed.
VINTAGE AIRPLANE 15
NOTICE OF ANNUAL RUSINI
Notice is hereby given that an annual
business meeting of the members of the
EAA Antique/Classic Division will be held
on Friday, August 2, 1985 at 10:00 a.m.
(Central Daylight Time) at the :a3rd An-
nual Convention of the Experimental Air-
craft Association, Inc., Wittman Field,
Oshkosh, Wisconsin.
Notice is hereby further given that the
annual election of officers and directors
of the EAA Antique/Classic Division will
be conducted by ballot distributed to the
members along with this June issue of
THE VINTAGE AIRPLANE. Said ballot
must be returned properly marked to the
Ballot Tally Committee, EAA Antique/
Classic Division, Wittman Airfield, Osh-
kosh, Wisconsin 54903-2591, and re-
ceived no later than July 25, 1985.
Morton W. Lester, Chairman of the
Nominating Committee submits the fol-
lowing list of candidates.
Kelly Viets, Vice-President
E. E. "Buck" Hilbert, Treasurer
John S. Copeland, Director
Stan Gomoll, Director
Dale A. Gustafson, Director
Daniel F. Neuman, Director
John R. Turgyan, Director
M. C. "KELLY" VIETS
Lyndon, Kansas
A native of Kansas, Kelly entered the
consulting engineering field in 1938 and
spent World War II designing airports
and base facil ities for the U.S. govern-
ment. He started his own engineering
firm , Viets Consulting Engineers, in
1954 which he has now turned over to
his eldest son.
Kelly spent a lot of his younger days
around Kansas City Municipal and Fair-
fax Airports where he witnessed Benny
Howard's "Ike" make its first flights and
the Travel Air Mystery Ship on the way
to Cleveland. He soloed in a 7AC
Champ in 1946 and has owned an Er-
coupe since 1966. He has restored a
194014-12 Bellanca and a 1947 108-2
Stinson Station Wagon.
He and his wife, Edna, started the In-
ternational Ercoupe Association in 1972
and put out a monthly newsletter for
seven years to Ercoupe lovers world
wide.
He served on the EM Aviation Foun-
dation Board from 1974 to 1983. He
served as a Director on the AlC Board
from 1972 and became Secretary of the
AlC Division in 1980. He resigned from
both pOSitions when he retired in 1983.
Kelly and Edna have 3 children and live
on the Pomona Lake Airport in the "Fly-
ing R" subdivision.
16 JUNE 1985
SS MEETING AND ELECTION
E. E. "BUCK" HILBERT
Union, Illinois
"Buck" is a native of Chicago and a
graduate of Lewis College. He began
learning the "pilot's point of view" while
working as a line boy at the old Elmhurst
Airport near Chicago in 1938. The pay
wasn't much, but it was "flyin" time and
he soloed an Aeronca 65LA Chief in
October, 1941.
He enlisted in the Air Force shortly
thereafter, into the Training Command,
where he flew and instructed in many
of the training aircraft of that era. He
flew gunnery training at Las Vegas
Army Air Field in B-17s and finished up
teaching Chinese Nationalist Pilots twin
engine transition.
Recalled for the Korean War, "Buck"
qualified as an Army Aviator and flew
with the HQ. Company Air Section of
the 24th Infantry Division. "A most re-
warding and memorable experience" he
reports.
"Buck" and Dorothy and their four
children are at home at "Hilbert's Funny
Farm" where he has an airstrip and
keeps a stable of interesting and flyable
"old" airplanes including the Airmail
Swallow he flew across the nation to
commemorate the Bicentennial and
United Air Lines 50th Anniversary. An
Aeronca C-3, a Champ and Stinson L-5
also reside in that stable. Buck is a re-
tired United Airlines captain.
Buck is no stranger to the Antique/
Classic Division. He is past president,
having served from 1971 through 1975.
He currently is Treasurer of the Division
and is also a member of the EAA Avia-
tion Foundation Board of Trustees.
JOHN S. "JACK" COPELAND
Westborough, Massachusetts
Jack received a degree in mechanical
engineering from Illinois Institute of
Technology in 1954. He served as an
Aircraft Maintenance Officer on active
duty in the U.S. Air Force from 1955-58,
attaining the rank of captain in the
USAF reserve.
Jack holds a commercial pilot license
with a flight instructor rating. He joined
EM in 1971 and the Antique/Classic
Division in 1975 shortly after purchasing
his first aircraft, a 1948 Cessna 140. At
that time Jack lived in the Chicago area
and participated in pre-Convention
weekend work parties.
He has been an active volunteer at
the last ten annual Conventions serving
at various times as Classic Parking Co-
Chairman, Manpower Co-Chairman,
and Manpower Chairman. He was
named an advisor to the Antique/
Classic Board of Directors in 1979 and
served in that capacity until 1984 when
he was elected to a Directorship.
Jack earns his living as a professional
engineer and in addition to his EAA in-
volvement is active as a Captain on the
Massachusetts Wing Staff of the Civil
Air Patrol.
STAN GOMOLL
Blaine, Minnesota
Stan soloed a J-3 Cub on his 16th
birthday on 11-30-42. In 1945 he served
in the U.S. Air Force as a ground crew-
man on B-29s based at Guam. Stan re-
ceived his A&E license in 1949 at Spar-
tan School of Aeronautics, returning
home to Minneapolis where he worked
at a small airport.
In 1951 he was hired by Northwest
Airlines as a mechanic, progressing to
Flight Engineer, Co-pilot and he cur-
rently flies as Second Officer on Boeing
747s.
Stan's first airplane was a 1939 40 hp
Taylorcraft. Currently he owns and flies
a 1936 Waco Cabin and a 1946 J-3
Cub. Over the years he has restored
many airplanes.
Stan has been active in EM working
on various committees at the Annual
Convention. In 1976 he was named Ad-
visor and elected to the Board of Direc-
tors in 1984. He is currently President
of Antique/Classic Chapter 4 in the Min-
neapolis area.
VINTAGE AIRPLANE 17
NOTICEOFANNUAL BUSINESSMEETING ANDELECTION
DALE GUSTAFSON
Indianapolis, Indiana
Dale has been interested in airplanes
since he was a small child and took his
first plane ride in 1939 at the age of 10.
He started taking flying lessons in 1945
and soloed at the age of 16. After high
school , he worked at the airport in
South Bend, servicing airliners, handl-
ing cargo and doing field maintenance.
Dale attended Spartan School of
Aeronautics in 1948 and 1949 to obtain
additional pilot ratings. After this he
freelanced as a flight instructor and ran
a small FBO at South Bend until he was
hired as a co-pilot on Turner Airlines in
Indianapolis in 1950. He has been with
the same airline since then. Through
name changes and mergers, the air-
lines is now US Air and Dale is flying
as captain on DC-9s.
Through the years, Dale has owned
various aircraft - a Stinson V-77, Piper
Colt, Fairchild 24, C-195, C-150 and
several modern planes. Recently he
and his wife operated a small airport
northwest of Indianapolis. He currently
is a member of several organizations
interested in the antique, classic and
homebuilt aircraft, including EAA since
1960 and the Antique/Classic Division
since it was organized. He has served
as an advisor to the Division and is cur-
rently serving as a Director. For several
years, Dale has judged antiques at
Oshkosh and served as Program Chair-
man for the Antique/Classic Division
awards.
18 JUNE 1985
DANIEL F. NEUMAN
Minneapolis, Minnesota
Dan soloed a Fairchild KR-31 in 1935
and obtained his A&P license while still
in high school in Detroit, Michigan. His
first job was in final assembly at Stinson
Aircraft Corporation in 1938. Later he
was employed by Warner Aircraft Corp.
in the engine testing department.
Prior to WW II he was chief pilot for
a F.B.O. at Detroit City Airport flying
Stinson Model "un Trimotors, Sikorsky
S-38 amphibians, Wacos, Stinson, etc.
Dan was also a flight instructor in the
C.P.T. program.
In 1942 he was hired by Northwest
Orient Airlines and flew as captain from
1943 until retirement in 1978.
He has been actively interested in
vintage aircraft since 1947, owning and
restoring various types including a
Beech Staggerwing, Spartan Execu-
tive, Stinson Reliant, Monocoupe,
Waco, etc. In 1968 he won the AAA
Grand Champion Award with his Curtiss
JN4-D and the EAA Grand Champion
Award in 1982 with his Buhl LA-1 Pup.
Dan owns and operates Midland Avi-
ation Co., an F.B.O. in Minneapolis. He
was named Advisor in 1982 and elected
to the Antique/Classic Board of Direc-
tors in January 1985.
JOHN TURGYAN
Trenton, New Jersey
John has been actively involved in
aviation since his days as a line boy at
age 13. He soloed at 16 and received
his private and commercial pilot ratings
at 17 and 18 respectively. He flew ev-
erything on the airport from Cubs to Az-
tecs.
He has owned several airplanes, in-
cluding a J-3, PT-22, Champ, Stinson
108-3, Howard DGA-15, Stinson SR-6
and a Beech Bonanza (S/N 67). John
currently owns a Spartan 7-W, a How-
ard DGA-11 and a Waco Taperwing.
John joined EAA in 1970 and the An-
tique/Classic Division when it was
founded in 1972. He is a lifetime
member of EAA, AAA and AAHS. He
was named to the Antique/Classic Divi-
sion Board of Directors in November
1979.
His duties at Oshkosh have included
serving as Co-Chairman of Antique/
Classic Division activities and Chair-
man of the Picnic Committee. For four
years he was on the Antique and
Classic Judging Committee.
John is employed by US Air as a Cap-
tain on DC-9s.

OCTAVE CHANUTE AND HIS CON-
TRIBUTIONS TO AVIATlON LITERA-
TURE
Octave Chanute, born in France in
1832, became one of America's leading
civil engineers. His speciality was rail -
roads and railroad bridges Among his
accomplishments was the first bridge
across the Missouri. Like two other en-
gineers, Cayley and Lilienthal , his in-
terests turned to aeronautics.
He found the problem of flight had
the "attraction of an unsolved problem
which did not seem as visionary as that
of perpetual motion. " For several years
he gathered information, organized it
and analyzed it. In 1874 he put his ma-
terials away and decided not to return
until he could give it proper effort and it
was 14 years until he returned to the
subject of aeronautics.
At this time he gathered everything in
print which was related to aerial naviga-
tion. He also started correspondence
with experimenters around the world
and became a one-man clearinghouse.
When he retired from civil engineering
in 1896, Chanute, with the help of
others including Augustus Herring,
began his own experiments in manned
flight using gliders. His experience as a
structural engineer was applied to the
gliders which produced structural
strength in gliders unknown before.
Though there were more than 300
successful flights with no injuries, it was
Chanute's activities as a collector and
disseminator of information that were
probably his greatest contribution. He
not only shared his information and
ideas in the technical journals here and
abroad, but also in popular publications
of the day such as The Independent,
McClure'sand PopularScience.These
publications not only shared information
but spread an interest in the general
public for the rapid changes to come in
aerial progress.
CHICAGO CONFERENCE
In 1893 Chanute and Albert Zahm or-
ganized an international conference on
aerial navigation similar to the one held
at the 1889 French Exposition in Paris.
It was unknown who would be attending
the conference and it was feared that
cranks and amusement seekers would
do harm to the progress of aeronautics.
However, the fear was unfounded as
the likes of the head of Cornell En-
gineering School and the Secretary of
the Smithsonian were in attendance.
The objectives of the conference
were ''to bring about the discussion of
some of the scientific problems involved
and to collate the results of the latest
researchers." Beginning on August 1,
ByDennis Parks
(EAA 115388)
Purdue UniversityLibraries
1893, the conference lasted four days
and covered a variety of topics with em-
phasis on heavier-than-air craft.
The opening address was by Cha-
nute in which he said they have "endea-
vored to secure .. . statements of gen-
eral principles and the results of actual
experiments." Among the papers given
were: "Stability of Aeroplanes" (Zahm),
"The Internal Work of the Air" (Langley),
"Flying Machine Motors and Cellular
Kite" (Hargrave).
Published in 1894 as the Interna-
tional Conference on Aerial Naviga-
tion the papers presented at the confer-
ence and edited by Chanute provided
for the dissemination of a considerable
amount of important information. This
book of conference papers became one
of the classic books of early American
aeronautics.
PROGRESS IN FLYING MACHINES -
1899
Chanute's investigations, collecting
and growing knowledge of aeronautical
history was noticed by Mathias Forney,
editor of the RailroadandEngineering
Journal.Forney asked Chanute to write
a series of articles on the development
of flying machines for his journal. The
first of his articles appeared in October
1891 and continued for 27 issues.
In 1894 these articles were expanded
and published under the title Progress
in Flying Machines.This book was not
only the first accurate history of flying
machines but a valuable practical refer-
ence for the contemporary researcher.
This 308 page book covered not only
the development of aeroplanes but co-
vered the basic principle of wings,
parachutes, and air screws. The conclu-
sion of the book is valuable in that he
correlated the results of experimental
data on such features as the thrust of
aerial screws and the lifting power of
wings.
This appendix to the book contains
correspondence from Lilienthal on his
1893 experiments. This work rapidly ex-
panded his circle of American aeronau-
tical friends. New contacts included
Montgomery, Lancaster, Herring and
later would include the Wright Brothers.
MC CLURE'S - 1900
Chanute published an article, "Exper-
iments in Flying" in the June 1900 issue
of McClure's,a popular general period-
ical of the time. He provided an account
of his own glider designs and experi-
ments.
Before starting his experiments Cha-
nute had concluded that when a suffi-
cient motor was developed the principle
cause of failure would be a lack of inher-
ent stability in the flying machine. He
then began to experiment with glider
models. After learning that Lilienthal
had shown such experiments were
practical with full-sized gliders, he de-
cided to design and build man-carrying
gliders.
With the help of Herring and others
he first built and tried the Lilienthal type
glider and they flew about 100 flights
with the type. However, by the time of
Lilienthal 's death (1896) he had con-
cluded they were hazardous and
switched to his own designs.
His first gliders were multiple winged
designs with the wings hinged to move
with gusts in order to make the ship
more stable in gusts. This proved too
complex and he eventually settled for
the Hargrave type bi-plane. The glider
worked so well that visitors were offered
free rides. These neophyte pilots did
well , some traveling as far as 150 feet.
In all the thousands of flights from the
Indiana Dunes in the gusting winds
there were no injuries.
Chanute said in the closing of his ar-
ticle he hoped that experiments such
as his would "advance the solution of a
problem which had so warmly appealed
to the imagination of men for the past
forty or fifty years. "
POPULAR SCIENCE, MARCH, 1904
In an article "Aerial Navigation" for
PopularScienceChanute discussed for
the general public the two possible solu-
tions for the problem of aerial navigation
- balloons and heavier-than-air craft.
He found ballooning impractical. This
article is important in that he gives the
first wide-spread coverage to the first
successful powered flights of the Wright
(Continued on Page 24)
VINTAGE AIRPLANE 19
THE
ED
MORROW
STORY
(Part one of two parts)
As told to Ted Businger
(EAA 93833, AlC 2333)
Rt. 2, Box 280
Willow Springs, MO 65793
My family was farming in North Cen-
tral Oregon when I was born on October
8, 1899. In my early years, I envied the
eagles and hawks for their freedom of
flight. One day I vowed I would join
them. When I was ten years old, a
cousin showed me the first picture I had
ever seen of an aeroplane. It was one
of Orville and Wilbur Wrights' creations.
The skills I acquired as a farm boy
proved to be a great asset during my
early years in the aviation industry.
Early Days at Ryan
I went to San Diego, California in the
winter of 1925/1926 to learn to fly at the
Ryan Flying Company School of Avia-
tion. J. J. "Red" Harrigan was the chief
instructor and test pilot. This was a well
deserved position for this great pilot
who had served many years in naval
aviation. I was most impressed by his
feat of piloting the dirigible "Shenan-
doah" from San Diego to Seattle, Wash-
ington and back in 1924. It was a rare
privilege to have an instructor who was
so highly qualified. My first solo flight
was in January, 1926 in a Jenny. A
20 JUNE 1985
Photo by Rozelle
Ed Morrow as he looks today poses by the replica Ryan " Spirit of St. Louis" on display
in the San Diego Aero-Space Museum.
short time later I had an opportunity to
work for the company. Hawley Bowlus'
father was making fittings for Ryan but
he wanted to return to his home in San
Fernando. His departure would leave
an opening in the company.
Mr. Ryan interviewed me then turned
me over to Hawley for a tryout. Both
were pleased with the results and fol-
lowing a short consultation Hawley
shoulted over to me, "Ed, you 've got
yourself a home." I took this as a great
compliment because Hawley Bowlus
and T. Claude Ryan were not easily
pleased.
The first plane I helped build was the
Ryan M-1 . In addition to making all the
fittings, I was given the added responsi-
bility of inspecting the completed work
of others. This allowed me to get to
know most of the "Ryanites" fairly well.
The shop prints in use at the time
were made from badly smudged and
torn traCings. It often strained our eyes
to read the prints, so I began to make
free hand sketches including all the di-
mensions of the parts I was working on.
When Hawley discovered this he as-
signed me to the drafting table to red-
raw the original M-1 production trac-
ings. The favorable comments from the
guys in the shop helped my ego quite
a lot. When that task was completed, I
was re-assigned to the shop which was
preparing for the production of the
planned "Brougham."
Ryan N.V.P. "Spirit of St. Louis"
Many volumes have been written
about the "Spirit of St. Louis", but not
one has addressed itself to the obvious
questions: why was a small , nearly un-
heard of West Coast company able to
succeed in an undertaking that was
considered too risky by some and im-
possible by others?
It's obvious to me that it was the
"Spirit" and quality of the people in-
volved that allowed this to happen. T.
Claude Ryan and his first employee,
Hawley Bowlus, were supreme mana-
gers. Both had the uncanny ability to
hire people with the character and abil-
ity to accomplish the job at hand. The
Ryan organization was the dream of T.
Claude and only his energy, logical
thinking and frugal management and
perserverance kept the company in
business during several crisis periods.
Hawley Bowlus, shop superinten-
dent, previously had spent some years
at McCook Field. He was a great or-
ganizer, with a sixth sense for solving
problems with his fertile and imaginative
mind. His true value to that struggling
organization, especially during the
N.V.P. program, was in the manner he
carried out his responsibilities. With
great enthusiasm, he created a spirit of
teamwork that amazed everyone.
He knew everything that went on in
the shop and coordinated each job from
beginning to end. Also, he was a very
decent and human guy, and a whale of
a nice person to know.
Hawley Bowlus ended up with his
own business of building and flying sail-
planes. This last venture gained na-
tional acclaim for him. It soon became
obvious that the Ryan-Mahoney Com-
pany could no longer get by without its
own full-time engineer. They had been
using the services of a moonlighting
John Northrop and jobbing work out to
William Waterhouse. In early 1927,
Don Hall who had worked for Curtiss
and Douglas was hired to "grow with
the company". His first assignment was
the design and development of the
Brougham series, but those plans
would soon change.
Don barely had time to catch his
breath after he was hired before the
greatest challenge he ever faced was
dropped in his lap - the design of the
N.V.P.
The fuselage and wing were a great
advance over the M-1 I M-2 and conceiv-
ably could be termed empirical evolu-
tion. The landing gear and tail skid ar-
rangement were a result of Don's earlier
study of the design of the matter and
were similar to those on the Fokker
. Photo by Walter Miller
Ed Morrow flying a Jenny with no Windshield, June 1926.
"Universal ". The entire project would rected me to sketch the proposed
have failed without his numerous intelli- "Brougham". This would allow sales
gent decisions, when time would not presentations to be made beyond the
allow contemplation. In later years Don talking stage. Later, to my amazement
Hall worked for Consolidated Aircraft the original sketch and the first
Corporation, (now part of General Broughams were very similar.
Dynamics) Bill Van Den Akker joined the com-
To allow the upper echelon time to pany to build the hangars at Ryan's
finalize the N.V.P. project, Hawley di- Dutch Flats Airport. His design of the
Photo courtesy 01 San Diego AeroSpace Museum
Ryan Flying Co. on Dutch Flats field, San Diego circa 1926. Lindbergh took off from here in his Spirit of St. Louis in 1927.
VINTAGE AIRPLANE 21
Ed Morrow in his " slip-over" flying suit prepares to fly the Jenny.
wide door truss was the first to accom-
modate planes with wing spans of up to
48 feet. He proved to be an excellent
wood and glue man and also did a
splendid job of making wing spars. The
first spars he made were mahogany
plywood box-type for the M-1 s. For the
M-2s he made the spruce webbed 1-
beam type. Later he and Dan Burnett
built the jigs for the 42 foot spars used
on the Broughams. For the 46-foot
N.Y.P. wing he extended the jigs to
make the longer spars. Both were 1-
beam type. Bill was a lovable character
who spoke with a distinct Dutch accent.
"Dapper Dan" Burnett gained that
moniker by his stylish dress. He was
Claude Ryan's second employee. He
had been one of the airport kids who
swapped work for flight time.
Dan carried his fastidiousness into
his job where he produced ribs accu-
rately and efficiently with the help of
Peggy DeWitt and Helen Thorpe.
Their good work was a tremendous aid
in meeting production quotas.
"Dapper Dan" built the first set up for
dapple jeweling the cowl on the M-1 s.
This technique was also used on the
N.Y.P. by Fred Rohr. Later, Dan
applied his artistry to fairings, flooring
and upholstery on the Brougham series.
Charlie Randolph installed the ribs
on the N.Y.P. wings. As he was an ex-
22 JUNE 1985
Navy submarine man, it was approp-
riate that he would conceive and con-
struct the periscope which was
mounted through the left window of the
N.Y.P. Charlie later became airport
manager at Carpenter, California.
Pat Davenport was our wood shap-
ing expert . We dubbed him "short fin-
gers" because of previous accidents
while using woodworking equipment.
Pat set up and operated Ryan's first
shaperi router for making wood pieces
for the fuselage, including trim pieces in
the cabin.
Mel"Andy" Anderson was the fore-
man over the welding crew. Andy was
a logical choice as his background in-
cluded many years at his trade while
working on a variety of jobs. Andy
selected his best welder, Walt Craw-
ford, to do the N.Y.P. fuselage. Be-
cause the configuration was new from
scratch, this prevented the use of the
new Brougham jig. This made the
N.Y.P. fuselage welding sort of a free-
hand operation. Walt used a center-l ine
wire, plumb bobs and a great deal of
measuring. The finished product ag-
reed closely with the drawing. His hel-
pers were Gus Eoff and Lon Wheeler.
They cut and ground the tubing plus
other chores.
After the fuselage was completed,
Crawford and I worked together on the
landing gear axle tubes. Don Hall had
specified a special treatment on those
tubes and had them sent to a downtown
machine shop for taper turning at the
upper ends. Unfortunately, Walt and I
ruined that set of moly steel tubes by
applying a little too much heat and bend
pressure, simultaneously. Walt, Don
Hall and I were sick about this incident.
We had regularly performed this opera-
tion many times before. Hawley Bowlus
winced at hearing the news, then glo-
wered at us. Soon he said, "Well , get
another set of the regular tubes, and
this time do it right. "
Probably the toughest welding job on
the N.Y.P. was required by the ''trom-
bone" action of the shock strut on the
landing gear. This was also an entirely
new concept in a Ryan design.
Lon Wheeler came to Ryan following
his discharge from the Navy. Along the
line somewhere he had received some
engineering schooling. He was hired as
a welder's helper, but showed enough
Ed Morrow helped build all the planes Ryan and Mahoney produced from 1925 to 1928.
Here he sits in the Ryan M-1, " old no. 16" that Lindbergh flew before his N.V.P. was
completed. On one flight Lindbergh looped it from ground level.
initiative and drive to be promoted to
welder. At that point, Lon's brother Kent
Wheeler was hired as his helper and
they built the N.Y.P. engine mount.
Later, Lon was superintendent of the
Ryan Monoplane Co. (later re-named
Federal Aircraft) . This was a small com-
pany established by former Ryan em-
ployees.
Lawrence "Larry" Muelheisen
came into the shop as a welder's helper
through the influence of "Dapper Dan"
and was a good worker. Larry became
so enthralled with the N.Y.P. project
that he too learned to fly.
Larry and Ralph Thorne (who came
to Ryan later) bought a wrecked Waco
10 in Mexico. They took the derelict to
Pacific Technical University, a ground
school owned by T. Claude and Earl
Prudden, and rebuilt it with a good deal
of help from Dan. By that time I had my
A&E ticket, so the inspection was my
contribution to the project.
Following the sale of the Mahoney
Company to St.Louis buyers, Larry pur-
chased a Buhl Sesqui-Wing. As owner/
pilot he flew to Alaska, becoming a
pioneer bush pilot. Misfortune struck
when he was killed in a crash during a
blinding blizzard. His widow and son re-
turned to San Diego.
One of my helpers was ex-Marine
gunnery sergeant Ed Krauczyk, who
was a hero in WW I and carried the
scars to prove it. The method we em-
ployed to build accurate fittings was to
develop a flat cardboard pattern, then
test fit it. When a perfect fit was
achieved, the pattern was transferred
to metal. After the part was installed,
the layout was delivered to Don Hall for
his records. In many cases, during rush
jobs engineering drawings followed fab-
rication.
Several months after Lindbergh's
flight , Mahoney-Ryan received an order
from Japan for a duplicate of the "Spirit
of St.Louis". This was a snap to pro-
Photo by H. A. Erickson
(L-R) O.R. McNeel (misspelled on photo), Douglas Corrigan, Bert Tindale, William
Hawley Bowlus and Shirley Morrison. It was Ed Morrow's idea to remove the landing
gear from one side rather than widen the door to get the N.V.P. out of the shop.
duce, in comparison to the original task,
and also because our shop crew had
been increased considerably by then.
When my status was changed to wei-
der, during the Brougham production,
Ed Krauczyk (name later changed to
Crosby) took over the manufacture of
all fittings.
O.R. McNeel was another employee
with an extensive military background.
He was hired as a cable splicer and fuel
line fabricator. Through diligence and
hard work, he was promoted to head up
final assembly during the N.Y.P. pro-
gram. After the company was sold to
the St. Louis group, McNeel joined the
others in the formation of the Ryan
Mechanics Monoplane Company and
was named President. Sometime after
that company folded, McNeel returned
to Ryan at the beginning of the SoT
series of planes.
Shirley Morrison had been a
mechanic at McCook Field prior to join-
ing our group at the waterfront factory.
His previous experience resulted in a
rapid promotion to the engine installa-
tion shop. During this period he sur-
rounded himself with a fast , capable
crew. When McNeel left, Shirley was
made head man over final assembly.
After leaving Ryan, he went to Pioneer
Instruments as a field technician on
auto pilots.
The two Freds turned out to be our
sheet metal experts. Fred Rohr and
Fred Magula were partners in a San
Diego sheet metal shop. The fuel tanks
and a few other sheet metal parts were
fabricated by them for Ryan M-1 sand
M-2s on a jobber basis.
This arrangement ended with the
N.Y.P. project when both men were put
on the company payroll. They fabri-
cated the fuel tanks, cowling, struts and
fairings. When Mahoney sold out, Fred
Rohr moved next door to Solar Aircraft
and later to Boeing. In the mid-thirties,
he returned to Ryan and worked on the
SoT and SoC series. In 1940, he
founded his own company and Fred
Magula re-joined him there.
Charlie Miller was the leader of the
fabric and doping bunch until he and his
brother Walter went on a Canadian va-
cation. Fred Ayers was given Charlie's
job at that time . When Charlie returned ,
he worked for Fred. Fred was ex-Navy
with considerable background in this
area. He was a very patient worker and
gave expert guidance to his crew. The
seamstresses I can recall were Ruth
Kennaugh, Lillian Bray and " Blackie"
(whose last name I've forgotten).
Later, Ayers also joined the Ryan
Mechanics Monoplane Company. He
Charles Lindbergh hurries to swing the tail around before a five minute local flight in later died in the crash of a Waterhouse
his new plane at Dutch Flats. plane in Mexico.
VINTAGE AIRPLANE 23
(L-R) Hawley Bowlus, "Dapper Dan" Burnett and Fred Rohr with a propeller spinner for
the "Spirit of St. Louis". Inside the spinner are names of 49 workers who built the plane.
Steven Varni had gone from Ryan to
Douglas but returned to Ryan in 1927
at this critical time to do dope and fabric
work on the N.Y.P. Varni was also a
Ryan student who gained notoriety on
his solo flight, with an infamous landing.
Later on when Charlie Miller and Fred
Ayers both left the Company, Varni took
over as chief of dope and fabric. He
moved to St. Louis with the Mahoney
company, but soon returned to Douglas
for the balance of his working life.
John van der Linde was another
flight student who ended on the Ryan
payroll. He was over the flight line
mechanics and in charge of all ground
work and testing. John was the third
man hired by T. Claude. He was a top
notch A&E mechanic and had been a
first rate auto mechanic until 1923 when
he entered aviation. John had some
misgiving about the ability of the N.Y.P.
to lift off with a full load and later admit-
ted that he was as "amazed as the next
guy" when this was accomplished. John
van der Linde retired from Ryan in the
mid-1960s.
John's helpers were Bob Barrows (a
brother of Joe "Red" Barrows), Elmer
Dye, Doug Corrigan and George
Hammond. George was a mechanical
engineering graduate and soon be-
came Don Hall 's assistant. At that time,
all four were also flight students.
Doug and Bob were Gordy Boyd's
helpers with the rudder pedals, control
tubes, sockets, wing to fuselage attach-
ments, plus the development of the
exhaust collector ring. For a time, Doug
Corrigan was also a welder's helper and
later became a welder on the N.Y.P.
fuselage sides.
Walter Locke had just graduated
from M.I.T. before coming to Ryan to
learn to fly. Almost as soon as we
moved to the waterfront plant, he was
placed in charge of the office. He retired
from Ryan in the mid-1960s after many
years of service. Georgia Mathias was
a secretary who married Walter Locke
after the completion of the N.Y.P.
Hitchcock was from the Naval Air
Station where he worked full time on
engine repairs. At night he overhauled
This five-place Hisso-powered Ryan B-1 Brougham was built for Dick James.
24 JUNE 1985
our "Airline" Hissos at Dutch Flats air-
port. During the N.Y.P. construction he
assisted with the engine installation at
the plant.
Frank Say was a most capable
worker on engines and final assembly.
I also got to know Claire Rand very
well , after completion of the N.Y.P. pro-
ject. I believe Claire later enrolled in a
flying course. There are several other
employees I could recognize by sight,
but I fail to recall their names.
As Lindbergh prepared to leave San
Diego with his new plane, he went to
each employee at the plant and thanked
them for their dedication to his cause.
When he shook my hand he said, "Wish
me luck, I might get wet. " I was shocked
and as soon as I regained my wits I
answered, "Oh, no! We didn't break our
necks building that plane in 60 days for
it to get wet. If it doesn't get wet, neither
will you! " He grinned and replied,
"Thanks, Ed, that makes me feel bet-
ter. "
We did not get to see him depart San
Diego because we were busy trying to
make up the shop schedule that had
been delayed for so long. I did catch a
glimpse of him through a window and
hollered the news to all within hearing
range.
During the few months T. Claude was
retained as technical advisor by
Mahoney, he was making plans for his
next aviation enterprise. Thus when
Lindbergh completed his Atlantic flight ,
Ryan was at the Siemans-Halske en-
gine plant in Germany consumating a
business arrangement which would
allow the German design to be built
under license in the U.S. The engines
were five cylinder 70 hp, seven cylinder
90 hp and nine cylinder 125 hp models.
Air Tech installed some of these en-
gines in the school's aircraft.
After Franklin Mahoney sold the
Mahoney-Ryan Co. to the St. Louis in-
terests in December 1928, my employ-
ment was gradually phased out. The
last task I performed was making fittings
and supports for the shipping crates
used to encase the Broughams being
transported to China.
To be continued.
VINTAGE LITERATURE ...
(Continued from Page 19)
Brothers and discussed the evolution of
their machine.
These are just some examples of
Chanute's many contributions to avia-
tion literature. The 1890's saw a con-
certed drive toward the development of
a man-carrying flying machine. For avi-
ation the real frontier was just beginning
and Octave Chanute provided the con-
duit for the conveyance and exchange
of ideas so important to the Progress in
Flying Machines.
Samples of the above articles are on
display in the EAA Museum's exhibit "A
Tribute to Aviation Publishing" .
Letters To Editor
Gentlemen,
The mentionofCulverCadet, NC41611 in
the January 1985 issue of SPORT A VIA-
TlON being donated to the EAA Museum
sent me scurrying for myoid log books. In
1945 I worked for Clarkson Startz Aircraft
Company, Wellington, Kansas, taking care
of theircorporate aircraft.
The boss,Earl Clarkson (now deceased)
bought a Cadet, NC20962, for himself and
the first thing we did was unhook the gear
upthrottlestopand install80hppistons.On
2-10-45 Iflew to aplace where Ihad previ-
ouslyworked togetsome parts.Toimpress
myfriendsImadeadownwindpassatabout
150 mph, followed by a big wingover to a
landing.
Every1hing was fine until I realized Iwas
awfully close to the ground but my wheels
weren'trolling.Ratherthan riskstallingon a
go-around attempt, I let her settle in. It
seemed like she slid for 10 miles before
standing up on her nose. The prop and
plywoodbellyweregoneandthestacksbent
underthecowl. Myfriendscamerunningout
to help,thinking Ihad gearfailure,but Iad-
mitted to brain fade.
WepickedtheCadetup,crankedthegear
down,putonapropand Iflewherhomewith
the gear down. luckyfor me the boss was
intheNavybythenandnoonetherebutthe
flight instructorknew about my accident.
We tied 20692 down beside the hangar
until Icould gettime to fix her. Onedaythe
flight instructor went out to start her after a
week of rain. He hand propped herwith no
one in the cockpit and throttle half open.
When she started, one tie down pulled out
and she spun around. The new prop, with
only30 minutestotal timecut down acedar
tree and the wing hit the office. We were
both in trouble now.
I installed a prop on her from a J-3 and
flew herto PoncaCity, Oklahoma.Itold my
friendsthereshehadabunchofrottenwood
and to fix her up and charge it to the com-
pany. It went through the company books
andnoquestionswereeverasked.Thiscon-
fession after40 years doesn't matteras I'm
the only one left.
In my log Ifound Iflew Piper PT, NX4300
on 6-17-43,courtesyofafactoryrep. Ithink
it was Piper's first low wing. I think I flew
Mooney's first, a M-18 Mite, NX3162K on
10-30-48,courtesyofatestpilot. Itwouldbe
interestingtoknowifanyoftheseaircraftare
still around.
Ihave one complete plus partof another,
50hpMenascohorizontallyopposedengine.
I've been an A&E (No. 168322) for over40
years and these are the first I've seen.The
engine resembles a40hp Continental. Was
it in any production aircraft? Does anyone
need one? It has asingle mag which dates
from the thirties.
Sincerely,
Earnest McCoy
(EAA 13335)
1425 S.Summit
Arkansas City, KS 67005
If Culver Cadet NC20962 exists, it no longer
carries its original registration number. The
Piper PT, NX4300, is now in the EM
Museum collection. The Mooney Mite,
NX3162K, which Mr. McCoy flew is serial
number six, one of the first M- 1Bs. It report-
edly is in the Sherman Oaks, California area.
...Editor
Art Smith in his aeroplane. The sign on
the near end of the building just below
the roof reads, "Great Northern Railway."
Hi Gene,
Isure am glad to see the story about avi-
ation pioneer AI Menasco in the April issue
of THE VINTAGE AIRPLANE and am look-
ing forward to the second part.
Enclosed is a photo of Art Smith, who I
believe is the same Art Smith mentioned in
AI's story. It seems this photo was made at
aGreat Northern Railway Station.
I believe George Hardie's Mystery Plane
in the April issue is a Matty laird design
known as the lairdlCA-A,a4-6 PClBwith
aWaspengine.
Also enclosed is a check for volumes 1
and 2of the "Golden Age of Air Racing."
Best wishes,
Roy Cagle
(EAA 15401, AlC 1691)
9096 MinorCourt
Juneau, Alaska 99801
Hi Gene,
Ithoughtyou mightbeinterestedin some
ofthe spin-offs from the publication of"Just
Plane Crazy" in the February 1985issueof
THE VINTAGE AIRPLANE.
Ken WolfordofSt. Paul ,Minnesotacalled,
inquiring whether I had ever seen stars
painted above the bombs on aircraft noses
which designated missions flown. I hadn't.
Have any of your readers? At any rate we
had anice chat.
A few days later I received a letter from
Ted Businger of Willow Springs, Missouri.
He was looking for abuddyfrom pre-WW II
days who had lived near Wausau, Wiscon-
sin.TheyhadattendedseveraloftheCleve-
land National Air Racesbut losttouch when
the warcame along.
Afriend ofmineliving in Wausau, Bill Dot-
ter came up with thisinformationwhich Ire-
layed to Ted. len Wiederhoeft had joined
the Air Force, served with the 7th in the
Pacific, nowlivesin Pennsylvania, is retired
and does a lot of model plane flying. They
made contact and renewed their friendship.
I sent copies of the article to the widows
ofthedeceasedmembersofourcrew.Ihave
received three nice letters from them or
members of their families.Justsomeof the
fringe benefits.
Sincerely,
Allan Bell
(EAA239176)
N8429 Hwy.107
Tomahawk, WI 54487
DearGene,
In the February 1985 issue of THE VIN-
TAGE AIRPLANE there was an articletitled
"Just Plane Crazy" by Allan Bell. The story
gave me asharpjoltbystatingthathegrew
up in Wausau, Wisconsin. That was the
hometownofalong lostboyhoodfriend, len
Wiederhoeft.
Without reading the balance of Mr. Bell's
account, I scribbled a quick note to him. It
seemedthattwokidsgrowingupinthesame
town at aboutthesametimeandbothgOing
bananas over airplanes just had to know
each other.
Well, the supposition was wrong. Allan
had nevereven met len,but being asuper
decentguyhefound awaytocontact len's
family and from them he assembled all the
facts neededfor meto againcontactmyoid
airracing buddy.
In my estimation Mr. Bell is a great attri-
bute to EAA and it is ashame that there is
no otherwaytoshowgratitude.Iamlooking
forward to meetingAllan Bell;perhapsitwill
be at Oshkosh.
OnthebackcoveroftheApril 1982edition
of THE VINTAGE AIRPLANE. thereisapic-
ture oflenWiederhoeftandthe CrosbyCR-
4 racer in September 1939. A letter to the
editoris in theJune '82issue.
Cordially,
Ted Businger
(EAA93833,AlC 2333)
Box 280
WillowSprings, MO 65587
VINTAGE AIRPLANE25
MEMBER'S PROTECTS...
VI
by Gene Chase
Researcher Roger Thiel (EAA 95364,
AlC 1817) owns the 1938 Ryan SCW
in the background of this picture, taken
at Civil Air Patrol Coastal Patrol Base
6, St. Simon's Island, Georgia in 1942.
The plane in the foreground is
NC18918; the other one is NC18909,
now N830E, Roger's aircraft. Note the
under-fuselage bomb racks and
bombsights on the fuselage left sides.
Roger attended Oshkosh '84 with his
recently acquired SCW and plans to re-
turn this year with the plane in its WW
II configuration, complete with dummy
bombs. This will be a rare sight as very
few people have seen civilian U.S. air-
craft so equipped.
Thiel would appreciate receiving in-
formation and contact with veterans of
the original 21 C.A.P. Atlantic Anti -Sub-
marine Bases which were active during
the civilian belligerent period of Feb-
ruary 1942 to August 1943. Contact him
at: P.O. Box 12096, Washington, DC
20005, telephone 202/638-4810.
The father and son team of Harold
(EAA 5949, AlC 746) and Robert (EM
114277) Armstrong, Rawlings, Mary-
land are restoring this 1927 Pitcairn
"Fleetwing 2," PA-4. It is believed only
five of this model were built as powered
with the Curtiss OX-5 engine.
Armstrong's PA-4 is SIN 5, NC3261 and
may be the sole survivor. The wings are
completed and ready for cover. The
new landing gear and OX-5 engine
mount are finished, but lots of minor de-
tail work on the fuselage remains .
The rare 1927 Pitcairn PA-4 in the Armstrong' s basement workshop.
EAA file photo of a PA-4 in front of a Pitcairn Aviation, Inc. hangar.
26 JUNE 1985
Where The Sellers and Buyers Meet...
1931 BUHLBULLPUP- 25hrs.sincetotalresto-
MISCELLANEOUS:
25 perword,20 word minimum.Send yourad to ration. 45 hp. Szekely. Serious inquiries please
TheVintageTrader, Wittman Airfi eld 818/883-5670,evenings.(6-1)
BACKISSUES...Backissues ofTHEVINTAGE
Oshkosh, WI 54903-2591.
AIRPLANE (and other EAA Division publications)
195A CESSNA, parting out with 300 Jacobs, C-
are available at $1.25 per issue.Send your list of
170parts, A-65 cores, lesslogs. TroyWestrum,R.
issuesdesiredalongwithpaymentto:BackIssues,
R.#1, Norwalk,IA 50211 , 515/981-0181. (6-1)
EAA-WittmanAirfiel d,Oshkosh, WI 54903-2591.
AIRCRAFT:
1946 NOSTALGIA - Ercoupe 1946 C-75 and
Ford 1946 Super Deluxe. A classi c/vintage pair.
Just $5,000 lor both. A. F. Campbell , 913 Riedy
Road,Lisle,IL 60532,312/969-3807.(6-1)
FAIRCHILD 24-R-46 - Approximately 1800 n.
Disassembled spare engine, parts. Ceconite
wings. Hartzell prop. Asking $7,600. Call after 8
p.m., 617/383-1519, Massachusetts. Also sepa-
rate,Y-150 Bendix Angle Starter, $200. (7-2)
PIPER COLT- PA-22-108,recoverproject. Fab-
ric on wings&control surfaces,fuselage ready for
cover, parts & materials to finish. LYCOMING 0-
235-ClBl l 08 hp. mid time and SENSENICH
PROP M76A 74" x 48". MARK 12 with "every-
thing".Sellalloringroupsaslisted.WriteP.O.Box
2431, Oshkosh, WI 54903 or call 414/235-8714,
evenings.(6-1)
1936Sti nsonSR-8C"Gullwing"Reliant. Four-time
Grand Champion featured in November '82 THE
VINTAGE AIRPLANEandSPORTAVIATION.Roy
Redman,507/334-5922.(6-1)
ACRO SPORT- Singleplacebiplanecapableof
unlimited aerobatics. 23 sheets of clear, easy to
follow plans includes nearly 100isometrical draw-
ings,photos and exploded views. Complete parts
and materials list. Full size wing drawings. Plans
plus 139 page Builder'S Manual - $60.00. Info
Pack- $5.00.SuperAcroSportWing Drawing-
$15.00. The Technique of Aircraft Building -
$10.00. Send check or money order to: ACRO
SPORT,INC., Box462,HalesCorners, WI 53130.
414/529-2609.
POBERPIXIE- VWpoweredparasol- unlimited
in low-cost pleasure flying. Big, roomy cockpit for
the over six foot pilot. VW power insures hard to
beat 3'12 gphatcruise sett ing.15 large instruction
sheets.Plans- $47.00.InfoPack- $5.00.Send
check or money order to: ACRO SPORT, INC.,
Box462,HalesCorners,WI53130.414/529-2609.
ACRO II- Thenew 2-placeaerobatictrainerand
sport biplane.20 pages of easy to follow,detailed
plans. Complete with isometric drawings, photos,
exploded views. Plans - $85.00. Info Pac -
$5.00. Send check or money order to: ACRO
SPORT, INC., P.O. Box 462, Hales Corners, WI
53130.414/529-2609.
LUSCOMBE PIN - Silver plate on blue, for cap
or lapel, $3.50 ppd. Ed Jordon, Box 6533V, Ft.
Worth,TX 76115. (6-3)
WRIGHTJ-5Parts:Masterrod,linkrods,magna-
fluxed ok and a box of new miscellaneous parts.
$500.00,518/537-4945.(6-1)
BadlyNeededCessna140-Acowlparts- parted
or assembled - full cowlor nose bowland lower
cowl assembly. Please call Angelo Fraboni ,5801
Monona Drive,Monona,WI 53716-3599,608/222-
1464or608/222-8517.
WANTED:
Wanted: "Splicing Clamp" for splicing aircraft ca-
bles. JimJohnson,44525 Gillan Avenue, Lancas-
ter,CA 93535,805/948-0361.
VINTAGE TRADER AD fORM
Send check or money order with copy to Vintage Trader - EAA,WittmanAirfield,Oshkosh,WI 54903-2591.
TotalWords____
Numberof Issuesto Run_________________________
Total$____
Signature________________________________
Address
VINTAGE AIRPLANE 27
EAAOFFICIAL
VIDEO
VHS & BETA
official EAAFounda-
tion video collection ot-
tersthesegreattapestor
yourviewing pleasure:
EAA' 84
55minutesof Fly-In excitement from pre-Con-
vention preparaton to the arrival of Voyager.
IncludesgreatWarbirds showscenes.
$52.00
EAAOSHKOSH ' 83
A 26 minute film covering the complete '83
Convention and the dedication of the EAA
AviationCenter.
$39.00
EAAOSHKOSH 'n
The '77 Convention plus excellent excerptsof
the Spirit ofSt. Louis CommemorativeTour.
$39.00
AERONAUTICALODDITIES
17 minutes of fun featuring the oddities and
comedies of the early flight as seen in news-
reels of the day. A great addition to your
personal library.
$29.95
WE SAWITHAPPEN
60minutescoveringthehistoryofflightasseen
in rare early footage and interviewswith many
aviation pioneers.
$59.00
WINGS ON DREAMS (1981)
This famous John Denver film is an in-depth
lookat EAAOshkosh '81 and features ground
breaking ceremonies for the Aviation Center.
$29.00
BASIC AIRCRAFTWELDING
Learn the intricacies of welding with practical
demonstrations on the subject. An excellent
film for the builder.
$39.95
IN PURSUIT OF DREAMS- New Release
EAA member actor/pilot Cliff Robertson is
narrator host of a film that features Founder
Paul Poberezny and tells of EAA'searly days,
philosophy and accomplishments.
$29.00(16 minutes)
BASIC AIRCRAFTWOODWORKING- New
Release
Woodworking knowledge is essential to any
homebuilder project. This tape covers the
basicsofwood construction techniques.
$39.95
Add $2,50 for postageand handling
Wi sconsin resi dentsadd 5% sales tax
Guaranteed ImmediateDelivery
Watch forNew Releases
THE JOURNAL OF
THE EARLYAEROPLANE
SAMPLE ISSUE $4 )
(15CRESCENTRD. POUGHKEEPSIE, N.Y. lZ601
1
..
FLYINGANDGLIDERMANUALS
1929- 1930- 1931 - 1932
Price:$3_25ea_ ppd_
SENDCHECKORMONEYORDER TO:
EAA AVIATIONFOUNDATION, INC.
WITTMANAIRFIELD-
OSHKOSH, WI 54903-3065
Allow4-6 Weeks forDelivery
Wisconsin Residents Include5%Sales Tax
It'sExciting!It'sfor Everyone!
See thispriceless colliection ofrare. historically
830to5:00p.rn.
Significantaircraft. all imaginativelydisplayed in the
Momaythru Saturday
world's largest. mostmodern sportaviation
HOURS
11:00a.m. to5:00p.m.
SUmays
museum. Enjoythe manyeducational displaysand
Closed Eastec Thanksgiving. Christmas
audio-visual presentations. Stop by-here' s
amNewYears Day(Guided grouptour
something the entirefamilywill enjoy. Just arrangements must be made twoweeks
inadvance).
minutesaway!
CONVENIENT
LDCATION
Thet.AAAviationCenterislocatedon

Wittman Field. Oshkosh. Wis.- just off
Highway41.GoingNorthExitHwy. 26or
FOUNDATION
44.GoingSouthExitHwy.44amfollOW
WittmanAirfield signs. Rlrny-ins- free busfromBasler
FlightService.
414-426-4800 Oshkosh.WI54903-3065
28JUNE 1985
TIME.RE-UVEITI
ThefabuloustimesofTumer,Doolittle,Wedell
andWittmanrecreatedasneverbeforein this
6OO-pagetwo-volumeseries.Printedonhigh
gradepaperwithsharp,clearphotoreproduction.
Officalraceresults 1927through1939- more
than1,000photos- 3-viewdrawings-scoresof
articlesaboutpeopleandplanesthatrecapture
theglory,thedrama,theexcitementofair
racingduringthegoldenyears.
Volume1and2@ $14.95each- add
$1.50forpostageandhandling.Special -
bothvolumes$28.50postagefree.Sendcheck
ormoneyorderto:EAAAviationFoundation.
WittmanAirfield,Oshkosh,WI 54903-3065.
..
STITSPOLY-FIBER
e SAMPLE OF OUR NEW HIGH STRENGTH, LIGHT WEIGHT,
SMOOTH FABRIC STYLES, WOVEN FROM SECOND
GENERATION POLYESTER FILAMENT.
e NEW 68 PAGE MANUAL #1, REVISION 13, WITH DETAILED
INSTRUCTIONS FOR FABRIC COVERING, REFINISHING
FABRIC SURFACES, AND PAINTING AIRCRAFT FOR
CORROSI ON CONTROL.
e LATEST CATALOG AND DISTRIBUTOR LIST.
e IS THE WORLD' S ONLY COMPLETE FABRIC COVERING
SYSTEM APPROVED BY FAA UNDER AN STC AND
MANUFACTURED UNDER AN FAA- PMA.
e WILL NOT SUPPORT COMBUSTION.
e WITH POLY-FIBER FI NISHES, WILL NEVER RINGWORM,
CHECK OR PEEL.
e IS THE LIGHTEST COVERING METHOD APPROVED UNDER
AN FAA-STC.
e IS THE MOST ECONOMICAL, CONSIDERING THE YEARS
OF TROUBLE FREE SERVICE.
Classic owners!
Interiorlookingahabby?

Finish it right with an
airtex interior
Complete interior assemblies for doityourself installation.
Custom Quality at economical prices .
Cushion upholstery sets
Wall panel sets
Headliners
Carpet sets
Baggage compartment sets
Firewall covers
Seat Slings
Recover envelopes and dopes
Free Catalog of complete product line. Fabric Selection Guide
showing actual sample colors and styles of materials: $3.00.
et

I I
.,;r
VISA
Qlr exproducts, inc. I I
259 Lower Morrisville Rd., Dept. VA
Fallsington, PA 19054 (215) 295-4115
VINTAGE AIRPLANE 29
MEMBERSHIP
INFORMATION
EAA
Membership in the Experimental
Aircraft Association, Inc. is $25.00
forone year, $48.00 for2 years and
$69.00 for3 years.Allinclude 12 is-
sues of Sport Aviation per year.
JuniorMembership(under19 years
of age) is available at $15.00 an-
nually. FamilyMembershipisavail-
able for an additional $10. 00
annually.
ANTIQUE/CLASSIC
EAA Member - $18.00. Includes
one year membership in EAA An-
tique-Classic Division, 12 monthly
issues ofThe Vintage Airplaneand
membership card. Applicant must
bea currentEAA memberandmust
give EAA membership number.
Non-EAA Member - $28.00. In-
cludesoneyearmembershipin the
EAA Antique-Classic Divison, 12
monthlyissues ofThe Vintage Air-
plane, one yearmembershipin the
EAA and separate membership
cards.SportAviation not included.
lAC
Membership in the International
Aerobatic Club, Inc. .is $25.00 an-
nually which includes 12 issues of
Sport Aerobatics. AlllACmembers
are required to bemembersofEAA
WARBIRDS
Membership in the Warbirds of
America, Inc. is $25.00 per year,
which includes a subscription to
Warbirds Newsletter. Warbirdmem-
bers arerequiredtobemembersof
EAA.
ULTRALIGHT
Membership in the EAA Ultralight
Assn. is $25.00 per year which in-
cludes the Light Plane World pub-
lication($15.00 additionalforSport
Aviation magazine). For current
EAA members only, $15.00, which
includes Light Plane World
publication.
FOREIGN
MEMBERSHIPS
Pleasesubmityourremittancewith
a check ordraftdrawn ona United
States bank payable in United
States dollars or an international
postalmoneyordersimilarlydrawn.
Makecheckspayableto EAA orthe
division in which membership is
desired. Address allletters to EAA
orthe particulardivisionatthe fol-
lowingaddress:
WITTMAN AIRFIELD
OSHKOSH, WI 549032591
PHONE(414) 4264800
OFFICE HOURS:
8:305:00 MON.FRI.
Ifyourplaneis on thislist...
You couldbe wasting money!
NOW AVAILABLE!!!
STC's for Lycoming0-235and 0-290 Engines
Over10,000aircraftowners get more flying
forthe dollarwith EAA'sAUTO FUEL STCs.
AsaresultofEAA'sleadershipInalternativefuelsresearch and
development,FAA hasfullyapproved theuseofunleaded auto
gas for 317 different aircraft modelsand enginecombina-
tions. AutogasSTCs(SupplementalTypeCertificates)areavail-
able from the nonprofit EAA Aviation Foundation at 50<1: per
enginehorsepower: Example- 85 hp.Cessna140(50<1: x85} =
$42.50.(NonEAAmembersadd$15.00 surchargetototal).Send
check with aircraft N number, aircraft and engine model and
serial numbersand EAA member number.
AERO COMMANOER GRUMMAN AMERICAN AERONCA PA28151
PA22 150 AA5.AA5A Includmg S l
Includmg Bellanca
PA22S150 AA5B fndusffles
Champion rryrek.
33F50. ,505. 60
Wagner. B&B
AA I 100
605. 65 655 AA'IA
ARCTIC AIRCRAFT Avla/!on Inc 331. 565 655
CO., INC.
AA IB
AAIC
PORTERFIELD
50Ie s:;;;:--
LUSCOMBE Includmg Rankin. 65TC IL 331
BEECHCRAFT NorthweST 65TAC I L3E) 8. 8A C. O. E F 18F
CP55 YO58 Includmg Bonanla
MOONEY
CP65
5058B
058B 35. A35. B35. C35.

C565
058A IL3AI
035 E35. F35.
M18C55
M'18L
G35 35R
TAYLORCRAFT
lAC
CESSNA M18LA BC
IBCM ,L'16A)
BC65 120. i40 140A
ICCMIL16B) MORRISEY
BCI2-65( L2HI 150. 150A H. 150J M.
AI50K M
10C

BC12 0
IEC
IFC
BC120' 85 152A-152 PIPER
BC110485 110. IIOA. 8
T3f',o IJC
172. 172AE. 111F BCS
nC50 IECA
BC565 (J.4IA) 172G. H.
J3C50S SIAC
BCS12-6S 1121. K. L. M
J3C65 (L41 S70C
BCS120 175. liSA. B C. P1720
J3C655 51CCM
BC512085 177
J4 51EC
BC51204-85 180. 180A H. 180J
J4A IIAC
182. 182A P 19
J4AS IIBC
F19 305A (O' IA)
J4E (L4FI IICC
OC65 (L1 . LX) 305B.305E (TOIO.
J5A (L'FI 511AC
OCO65 (L1A B M) 01O.0 IFI
J.1 511BC
305C. (OIE) .3050 BCI1' 0'
n SIICC
BC51201 (pIGI 305F
J5A80
50C
KCA
VARGA
65C
ERCOUPE L'A
L4B(NHI
2i5il Incluamg A/fCO. Forney
L4H 65CA 1150A
S50C
A/on. Mooney
L4J(NE' 2)
/180
S65CA
41 5C. 415D. E. G.
PA-11
415CO
PAilS 7GCA
H . HA
PAl1 "Nole:Only [nose J3F 7GCB
A2.A2A
and J3l models pre- PA 18
IGCBA
7KC
MIO
v10usly modified to use
IGCAA
PA19
FUNK Teledyne Continental
7GCBC
E2
Motor sengines are
15AC
PA28 \40
approved PA28 150 B85C
Since 1980,over2700 engineering flight test hours have been conducted by EAA in
the Cessna 150,Cessna 182,Cessna 172, Piper Cherokee, Beechcraft Bonanza and
Ercoupe.Additional aircraftwereapproved byFAA based on fuel systemsimilarities.
Allapprovedaircraftarepoweredby80OctaneContinentalengines(not fuel injected)
and Lycoming 0-320-A, C and E engines. STCs are only approved and sold for the
enginelairf rame combinations listed above.
Complete, low cost , protection, including auto gas coverage, is available through EAA's
approved insuranceprogram.EAA'sAutoGasAirport Directorywhi ch listsover300FBOs
that provide auto fuel service is now available at $3.00 and 50lt postage.
EAA LEADSTHEWAY
Join EAA - Be a part of the Aviation Associati on that is actively engaged in
makingflyingsafer,moreenjoyableandmoreaffordableforyou. Annual membership
$25.00,includes monthly magazine SPORT AVIATION and manyotherbenefits. Join
today and get your STC at the special EAA member rate.
Write Attention:
STC - EAA Aviation Foundation

Wittman Airfi eld
FOUNDATION Oshkosh,WI 54903-3065

30 JUNE 1985
CUSTOM
AMATI:::Un_nUILTAIKC
AlRCRArl'
St:RVI ("1:: AND MA I NT RJ'
M ANUA l .
BUILDING
TIPS
EXP ERIMENTAL TIPS
AI RCIL\ IT
TIPS
A SSOCI ATION
TIPS
TIPS
TIPS
TIPS
TIPS
TIPS
BUY 3
EAA -
Problem Solvers!
The EAA Aviation Foundation has
established an excellent library of
manuals, technical publications,
designaidsand log books. Wecall
them "the problem solvers". If you
areabuilder,restorerorenthusiast
who is looking for answers . . .
you'll find them here. To make a
good deal even better...buyany
threepublicationsandget*SPORT
AIRCRAFT YOU CAN BUILD OR
BUY (a $6.50 value) absolutely
free.
- GET1FREE...*
Basic Hand Tools,Vo.I ...........$ 3.65
Custom Aircraft Building Tips,Vol. 4 3.50
Powerplant Handbook- CAM 107 4.50
Aircraft Maintenance Manual -
CAM 18 ........ 4.50
The Sport Plane Builder ...... 17.95
Wood Aircraft Building Techniques 7.95
Firewall Forward - Tony Bingelis 19.95
Aircraft Dope and Fabric ........ 8.95
Refinishing Metal Aircraft 4.95
Light Plane Prop Design,Selection,
Maintenance ... ... . ..... 4.95
How to Install and Finish Synthetic
Aircraft Fabric ............ 4.95
Aircraft Weight and Balance .... 5.95
Sheet Metal Construction and Repair 5.95
Electronic and Radio Installation 5.95
Aircraft Bonded Structure ....... 3.95
Aircraft Reciprocating Engine ........ 5.95
Aircraft Painting and Finishing 5.95
Aircraft Fabric Covering ....... 4.95
Welding Guidelines .......... 8.95
Ignition and Electric Power Systems 5.95
The Custom Built Sport Aircraft
Handbook ............ 3.25
EAA Aircraft Show Judging Standards 1.00
Hangar Plans ............ .... 5.00
Comprehensive Guide to
Airfoil Section 19.95
Theory of Wing Sections ... 9.00
Amateur-Built Aircraft Service &
Maintenance Manual .. 3.50
Ultralight Pilots Log ............... 1.75
Ultralight Engine & Aircraft Log 1.75
Pilot Reports & Flight Testing ........ 3.65
This is EAA ..... . .. . ..... ... . .. . . 3.25
The World of Sport Aviation ........ 14.95
Aircraft of the EAAMuseum ... 2.00
EAA International Cookbook ......... 7.95
EAA Aircraft Placard & PassengerWarning
Set (Stainless Steel) ........... 4.00
SPORT AVIATION First Magazine 2.00
Each additional Issues ... 1.50
VINTAGE AIRPLANE, ULTRALIGHT
and WARBIRD Back Issues 1.25
Techniques of Aircraft Building 10.00
EAA Amateur Log Book ........... 1.75
EAA Pilot Log Book ... 1.75
EAA Propeller Log Book ... 1.75
EAA Engine Log Book ...... 1.75
Museum Guide Book ......... 8.75
U. S. or Foreign Postage for surface mail is
$1.00 for the first book and 50e for each addi-
tional book. Foreign Air Mail is possible if
you write for details and list the books you
want. Wisconsin residents - add 5% sales
tax. Allow 4 - 6 weeks for delivery. While the
supply lasts ... prices in effect until June 30,
1985.
EAAAviation Foundation
Wittman Airfield
Oshkosh,WI 54903-3065