EDITORIALSTAFF

Publisher
TomPoberezny
March1993 Vol.21, No.3
Vice-President,
MarketingandCommunications
DickMatt
Editor-in-Chief
JackCox
Editor
HenryG. Frautschy
ManagingEditor
GoldaCox
ArtDirector
MikeDrucks
ComputerGraphicSpecialists
OliviaL. Phillip
SaraHansen JenniferLarsen
Advertising
Mary Jones
AssociateEditor
NormPetersen
FeatureWriters
GeorgeHardie,Jr. DennisParks
StaffPhotographers
JimKoepnick MikeSteineke
CarlSchuppel DonnaBushman
EditorialAssistant
IsabelleWiske
EAAANTIQUE/CLASSICDIVISION,INC"
OFFICERS
President Vice-President
Espie "Butch"Joyce ArthurMargan
604HighwaySt. 3744 North51stBlvd.
Madison,NC27025 Milwaukee,WI 53216
919/427-0216 414/ 442-3631
Secretary Treasurer
StevenC.Nesse E.E. "Buck"Hilbert
2009 HighlandAve. P.O. Box424
AlberiLea,MN 56007 Union,IL60180
507/373-1674 815/923-4591
DIRECTORS
JohnBerendt RobertC."Bob"Brauer
7645EchoPointRd. 9345S.Hoyne
CannonFails,MN55009
Chicaw.IL60620
507/ 2632414 312/ 79-2105
GeneChase JohnS. Copeland
2159CarltonRd.
283Wi lliomsbur8Cf.
Oshkosh.WI 54904 Shrewsbury.MA 1545
414/231-5002 508/ 842-7867
Phil Coulson GeotgeDoubner
28415SpringbrookDr. 2448LoughLane
Lawton.MI 49065 Hartford.WI 53027
616/624-6490 414/ 673-5885
CharlesHarris StanGomoll
3933SouthPeoria 104290thLane. NE
P.O. Box904038 Minneapolis,MN55434
Tulsa.OK74105 612/784-1172
918/742-7311
DaleA. Gustafson JeannieHill
7724ShadyHill Dr. P.O.Bcx328
Indianapolis.IN 46278 Harvard.IL60033
317/293-4430 815/943-7205
RobertliCkteig RobertD."Bob"Lumley
1708BayOaks r. 1265South 124thSt.
AlbertLea.MN56007 Brookfield.WI53005
507/ 373-2922 414/ 782-2633
GeneMorris GeorgeYork
115CSteveCourt.R.R.2 181 SlobodaAv.
Roanoke.TX 76262 Mansfield,OH44906
817/ 491 -9110 419/529-4378
S.H.OWes"Schmid
2359LefeberAvenue
Wauwatosa,WI 53213
414/771-1545
DIRECTOREMERITUS
S.J.Wittman
7200S.E.85thLane
Ocala,FL 32672
904/ 245-7768
ADVISORS
JoeDickey JimmyRollison
511 TerraceLakeRd. 823CarrionCircle
Columbus.IN4720I Winters,CA95694- 1665
812/ 342-6878 916/ 795-4334
DeanRichardson GeoffRobison
6701 ColonyDr. 1521 E. MacGregorDr.
Madison,WI 53717 NewHaven.IN 46774
608/8331291 219/493-4724
CONTENTS
1 Straight& Level/
Espie " Butch"Joyce
2 AlCNews/
compil edbyH.G.Frautschy
4 AeroMail
5 VintageLiterature/DennisParks
10 TheFAAandRevisingAlC43.13/
LarryD'Attilio
11 DaveandPatEby'sCessna140/
H. G.Frautschy
14 N3NonFloatsatEAAOshkosh'75/
NormPetersen
16 WhatOurMembersAreRestoring/
NormPetersen
18 FirstAnnualEAASkiPlaneFly-In/
Norm Petersen
23 PassittoBuckl
E E."Buck" Hilbert
24 MysteryPlane/
GeorgeHardi e
26 WelcomeNewMembers
27 Calendar
28 AlCChapterListing
Page 18
30 VintageTrader
~ ~ : : : = = 3 Fun, and
FRONT COVER ...The 1950Cessna 140Arestored byDaveandPat Eby,Wichita
Fails, TX is prettyevenonanovercastdayduring EAA Sun N' Fun '92. The Eby's
Cessna has won numerous awards, including a "Best Classic- award otSun N'
"Best Custom Class B- atEM OSHKOSH ' 92. Photo byMikeSteineke.
shotwitha CanonEOS-1 equippedwithan8G-2oomm lens. 1/125sec.atf5.6on
Kodachrome64. EAAphotoplaneflownbyBruceMoore.
BACK COVER ...NotedaviationphotographerHowardLevysnappedthis shot
of the Naval Aircraft Factory N3N3 flown to Brennand's Seaplane Base in
Oshkosh in 1975. OwnedbyTom AhlersandFred NiednerofSt .Charles.MO.the
single center-float equipped biplane was the first open cockpit biplane flown
intotheseaplanebaseduringanEMConvention.
Copyright 1993 bytheEMAntique/Classic Division Inc.All rightsreserved.
VINTAGEAIRPLANE (ISSN 00916943) is published and owned exclusively by the EM Antique/Classic Division, Inc. of the Experimental
Aircraft Association and is published monthlyat EMAviation Center, 3000 Poberezny Rd., P.O. Box 3086, Oshkosh, Wisconsin 54903-3086.
Second Class Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. The membership rate for EM Antique/Classic
Division,Inc.is$20.00forcurrent EMmembersfor12monthperiodofwhich $12.00 isforthe publicationofVINTAGEAIRPLANE. Membership
isopentoallwhoareinterestedinaviation.
POSTMASTER:Send address changes to EM Antique/Classic Division, Inc. P.O. Box 3086, Oshkosh, WI 54903-3086. FOREIGN AND APO
AiDDRESSES- Pleaseallowat leasttwomonthsfordeliveryofVINTAGEAIRPLANEtoforeign andAPOaddressesviasuriacemail.
ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through the advertising.We invite constructive
criticismandwelcomeanyreportofinferiormerchandiseobtainedthroughouradvertisingsothatcorrectivemeasurescanbetaken,
EDITORIAlPOLICY:Readersareencouraged tosubmn stories and photographs. Policyopinionsexpressed inarticles aresolelythoseofthe
authors. Responsibilityforaccuracyin reportingrestsentirelywiththecontributor. Norenumerationismade.
Materialshouldbesentto: Ednor,VINTAGEAIRPLANE,P.O.Box3086, Oshkosh,WI54903-3086. Phone414/426-4800.
The words EAA,ULTRALIGHT,FLY WITH THE FIRST TEAM,SPORT AVIATION and the logos of EAA,EAA INTERNATIONAL
CONVENTION,EAA ANTIQUE/CLASSIC DIVISION,INTERNATIONAL AEROBATIC CLUBS,WARBIRDS OF AMERICA are registered
trademarks.THE EAA SKY SHOPPE and logosofthe EAAAVIATION FOUNDATION and EAAULTRALIGHTCONVENTION are trademarks
oftheaboveassociationsandtheirusebyanypersonotherthantheaboveassociationisstrictlyprohibited.
byEspie"Butch"Joyce
Your Antique/Classic Board of Di-
rectors met February 12, 1993. Several
items of interest transpired at this meet-
ing that I thought you might like to
hear about. It was reported that as of
February 12 we have 8,214 members.
The division is retaining 88.1 % of our
members, which is outstanding, even
when compared with other organiza-
tions in aviation. The Antique/Classic
Division now has 18 active chaplers. I
would also like to let you know that we
welcomed a new Advisor to our Board,
Mr. Joe Dickey. Many of you know Joe
- he and his bride Julia have been in
charge of our Type Club Headquarters
at Oshkosh for the last several years.
He and Julia have done an excellent job
for us and I look forward to working
with Joe as an Advisor to our Division.
We discussed your publication, VIN-
TAGE AIRPLANE, at this meeting
and H.G. gave us a run-down on the ac-
tivities in the magazine. At the last Oc-
tober meeting, we agreed that VIN-
TAGE AIRPLANE will now have six
color issues. The June issue will con-
tain a 16 page color section and will be
dedicated to the Sun 'n Fun Fly-In in
Lakeland, Florida. The October issue
will be our Oshkosh issue and will con-
tain the same amount of color. This
year at the Oshkosh Convention we will
have two Parade of Flights. The Classic
and the Contemporary Parade of Flight
will be Thursday afternoon, the open-
ing day of the Convention; the Antique
Parade of Flight will be on Monday of
the Convention. We appointed a Con-
temporary judging chairman, Dick
Knuteson and co-chairman,Dan Knute-
son, both of Lodi, WI. Don' t forget we
will be judging Contemporary class air-
craft at EAA Oshkosh ' 93.
We also discussed the bogus parts is-
sue that the FAA is currently working
on. We will stay on top of this issue so
STRAIGHT&LEVEL
we can determine how it might affect
your aircraft. At the February Board
meet ing we had a full reporti ng of your
Antique/Classic insurance program. I
would like to relat e some of this infor-
mat ion to you. It is important that I
point out that in talking to the under-
writers I learned something we all know,
but which should be emphasized. As
ai rcraft have been stored for the cold
winter months, and then are brought out
to be flown in the spring of the year, the
pilots and owners should carefully check
the ai rcraft over for airworthiness. We
also need to be extra careful as far as fly-
ing is concerned - proficiency is down
for a number of people by this time of
year si nce they have not been flying dur-
ing the winter months.
On hand from Home In sur ance
Company in Dallas, Texas , was Tim
Williams , Underwriting Manager.
From AUA, Inc. we were briefed by
Norma Johnson and Mac McGee. The
Board has asked me to hi ghlight some
of the information that has come to
li ght, based on the statistics of insur-
ance activity, including the accidents
we have been able to track through the
program. These accident s are from a
two year period and I will address them
in two ways. First off, let's talk about
when a pilot was at the controls of an
aircraft. Of the accidents that have
been tracked, ground loops account for
47 %. Gear up landings account for
12% of the accidents in this category.
Loss of control on takeoff accounts for
12%, go arounds account for 6% , and
while on the ground taxiing an aircraft ,
taxiing into something on the taxiway
or on the ramp accounts for 24% of the
accidents. The ground loops and loss of
control on takeoffs, etc. are attributable
to most of these aircraft being tailwheel
types. There is a real need for profi-
ciency here. It seems the biggest con-
tributing factor on all of these incidents
is that they occurred with people who
had low time in type of aircraft. Gener-
ally, once a person has owned a particu-
lar aircraft for more than a year, this
does not seem to be the case.
Taxiing into something on th e
ground seems to be purely a matt er of
people not paying attention to wha t
they are doing whil e they are on the
ground. They feel safe there.
The other accidents occurred while a
pilot was not at the controls of an air-
plane, but was in some way dealing with
the aircraft. Hand-propping an aircraft
accounts for 75% of the acci dents in
this category. Refueling fires account
for 25% of the accidents in this cate-
gory. You can go to any a irport and
find someone on that airport who has a
horror story to tell you about hand-
propping an aircraft by yourself when
someone is not helping you. Folks, a
piece of rope is a cheap al te rnative to
having your aircraft torn up because it
got away from you whi le you are hand-
propping. Let's pay attention to this.
(These two items will be the subject of
articles during the coming months in
VINTAGE A IRPLANE - HGF)
The other accidents were those that
were not pilot related. Hangar fires ac-
counted for 11% of the accidents here.
Weather related while aircraft is on the
ground, eit her being blown away from
tiedowns or hangars coll apsi ng on air-
craft account for 45%. Engi ne failures
11 %, and va nda li sm or theft 33 %.
These are items that are felt to be really
beyond the control of the individual.
Knowing these figures will hopefully
make you more aware of the possibili-
ties of what can happen t o you while
operating your aircraft and, therefore ,
make you a safer pilot. As I have said
before, we cannot afford to lose any in-
dividual or any aircraft. Please be care-
ful out there.
Next month in yo ur April iss ue of
VINTAGE AIRPLANE there will be a
form to fi ll out to nominate someone
for the Antique/Classic Hall of Fame;
the details of who is e li gible for this
honor will also be included. The forms
need to be in hand by May 21. The in-
dividuals will be selected and notified
and then inducted into the Hall of Fame
when we have our joint board meeting
at Oshkosh during the fall , 1993. If
anyone has any information, art icles or
photographs that can be used in VIN-
TAGE AIRPLANE, please send them
in so we can evaluate whether they can
be used. Also, if you know of someone
who has an interest in o ur type of air-
craft, please encourage them to join our
Division. We have a goal of 10,000
members to be reached by Oshkosh
Convent ion 1994.
I would like to thank each member
for their participation in our Division.
Let 's all pull in the same direction for
the good of aviation. Remember, we
are better together. Join us and have it
all! ...
VINTAGE AIRPLANE 1
compiledbyH.G.Frautschy
C-=WJ
NEWANTIQUE/CLASSIC
ADVISORNAMED
In accordance with the bylaws of the
A/C division, one more advisor to the
A /C Board of Directors has been added
during the Board meeting held February
12, 1993. Heis JoeDickey (A/C 4169) of
Columbus, IN. Joe has been an active
A /C member, and in recent years he and
his wife Julie have been the Co-
Chairpersons of the A/C Type Club tent
during the EAA Convention. He is also
the instigator of a terrific newsletter for
Aeronca enthusiasts, the " Aeronca
Aviator. " Joe has owned "Champ," his
Aeronca Champion, for over a decade,
and hopefully the added burdens of a
new job and advising the A/C Board will
not detract from the time Joe needs to
finish a restoration ofChamp. Welcome
aboard,Joe!
INLANDSPORTHELPNEEDED
EAA director and Antique/Classic
member Susan Dusenbury is in the
processofrestoringa rareInlandSport..
.just 6 remain today ... and is in dire
need ofplans in orderto complete the 2-
place,side-by-side, open cockpit parasol.
Her Inland is NC510Y, Ser. No. R-409, a
1929 model W-500 Super Sport powered
by a 110 h.p. Warner. Control system
drawingsarehergreatestneedat present,
but any Inland Sport plans would be
welcomed. If you can help or know of
anyone who can, please contact Susan
Dusenbury, Rt. 4, Box 312-A1,
Stoneville, NC 27048 (Phone: 919/573-
3636).
NOWHERE'SSOMETHINGYOU
DON'TSEEEVERYDAY..
When Chalkie Stobbart and Peter
Hengst flew a Warner powered Fairchild
24 from South Africa to Oshkosh, we
were all amazed. This year, another
spectacular airplane will be coming from
South Africa - a Douglas DC-4! It is
owned by the Museum Society ofSouth
African Airways,andwill bedisplayedon
the largeaircraft rampareajustinsidethe
main gate. It will also be flown during
the daily showcase events. The Museum
Society of South African Airways
maintains a Ju.52, a DC-3 and the DC-4
on flying status as a dramatic means of
preservingthehistoryofthecompany.
ADC-3'sJOBIS NEVERDONE
From the McGraw-Hill publication
AVIATION DAILY we found this little
tidbit. The founder of Virgin Atlantic
Airways, Richard Branson, has started a
new airline oriented towards the
nostalgiabuff- servicebetween KeyWest
and Orlando, FL. The equipment used
will be the most interesting part of the
flight - a pair ofrestored DC-3's will be
used on the route. The flight and cabin
crews will be decked out in 1940's era
uniforms, and the magazines and music
on board will also befrom thatera. Cost
ofthe 1hour,45 minute flight will be$99
each way. Viking Express will be
operating the aircraft , with the flights
beingorganizedbytheachartercompany
calledVintageAirTours.
SEAPLANESTOBEJUDGEDAT
SUN'NFUN'93
Seaplanes will be judged for the first
time at Sun 'n Fun '93. Threejudging
categories have been set up: Best Fabric
Float Plane, Best Metal Float Plane and
Best Amphibious Aircraft. Other
categories will be added in the future
when warranted. All seaplane owners
wanting their aircraft judged must
register at oneofthe Sun' n Fun Aircraft
Registration Centers at the Lakeland
Airport fly-in site. Pure floatplanes will
bejudgedatLakeParkeron Wednesday,
Thursday and Friday of fly-in week.
Amphibious aircraft that park at the
airport can be judged there. Seaplane
judgingwill bedone by a team headed by
Joe Hindall, a long-time seaplane pilot,
IA and a specialist in antique and classic
aircraft restoration and float plane
conversions. He has been a vintage
OX-5 HELP NEEDED
Swann Allen, who has been fortunate to own thesameAmericanEagle biplane for the past56 years (can anybody beat
that?!) wrote to express his thanks for running C. H. Armstrong's " Hints For Maintaining the OX-5" article this past
December. Swann had some bad news to relate, as you can see in these photos. His beautiful Eagle was being flown by
another pilot when he suffered a heart attack and made a forced landing in a cornfield. Unfortunately, the pilot passed
away a few hours later. Swann says that the airframe is rebuildable, but that he does need2 intakemanifolds and a lower
crankcasefor hisOX-5. Cananybodyhelphimout? ContactSwannD. Allen,2741 PearsonRd,Milford,MI,48380-4329.
2 MARCH 1993
John Underwood, (NC 1653) dropped us note a while back, and included a few interesting photos from his travels in the
West. On the left is John with Skeeter Carlson's very original Heath Parasol, powered with a Continental A-40. John says it
is one of Skeeter's favorite airplanes, and that he flies it nearly every day. On the right is Gene Franks' Curtiss Jenny,
covered in transparent Mylar so you can see all the structure. Gene intends to place the Jenny on display in a museum, so
the clear covering will allow all to see the terrific workmanship in the airplane. Gene has a wide variety of other antiques,
including the sole remaining Keystone-Loening Commuter K-84.
aircraft judge at Sun ' n Fun for the past 3
years.
ONE MORE TYPE CLUB
Bob Hurni , (A/C 43086) Phoenix, AZ
asked that we include the following type
club on our list:
1-26 Association
1rn Jousma, President
7639 Ridgewood
Jenison, M1 49428
Newsletter: 9 pe r year (plus a
directory)
Dues $10 per year (Soaring Society of
America membership required for voting
privileges)
The club has been active since 1956,
with almost 500 members. Since
production started in 1954, nearly 700 1-
26 sailplanes were produced by
Schweizer, many in kit form.
RECORD SETIING ANTIQUES
Or Classics , or Contemporary
airplanes .. . Want to make your flight to
Sun ' n Fun ' 93 or OSHKOSH ' 93 truly
memorable? Consider setting a point-to-
point speed record between your
hometown and Lakeland, FL or Oshkosh,
WI. To get your name in the record
books, call Art Greenfield at the National
Aeronautic Association in Washington ...
at 703/527-0226. He will check to
determine if a record exists for your
proposed course and, if so, will tell you
the speed so you can decide if your
aircraft is capable of breaking it. Art will
also send you at no cost a " Record
Attempt Kit " that will provide all the
information you'll need to know to go
about setting a speed record. Go ahead -
set a record with your Tri-Pacer or Cessna
170 - if the record does not exist, it's yours
OBITUARIES
Mike Rezich (A/C 2239) passed away
January 7, 1993. Inspired by his visits as
a young man to E.M. "Matty" Laird' s
shop at the old Ashburn Airport in
Chicago, Mike would work two jobs to
support his facination with airplanes and
flight. He owned a Travel Air 2000, and
alter he would own a succession of other
airplanes, including a Pitcairn PA-7, E-2
Cub, Travel Air 400 and a Travel Air 4D.
During WW II , Mike served as an
ground instructor for Army Air Corps
mechanics, teaching them the intricacies
of Wright R-1820 and R-3350 engines.
After the war, Mike ran a beer
distribution business, and sometimes did
his own aerial advertising while
skywriting over Wrigley Field and
Comiskey Park during ball games.
Mike belonged to a number of
aviation organizations, and also joined
the Midwest Aviation Photographers
Association , were he gave various
presentations on early aviation subjects.
His excellent memory and long aviation
career made for a speaker who was
much in demand. He will be missed by
his many friends in aviation throughout
the country.
Our thanks to Ted Koston for supply
the information on Mike Rezich.
From John K. Butterfield, we have
recieved the news that Hugh W.
Butterfield has passed away. Hugh' s
artwork often graced the EAA Museum
in Hales Corners. A lifelong aviation
enthusiast, Hugh was known for his
artistic talents.
Pearle Granville Spooner died on
October 22, 1992. She was a sister of the
Granville Brothers, the close-knit family
Gee Bee racers in the early 1930s.
Our condolences to Pearle' s family
and friends.
George W. Kirkendall , Sr. (EAA
35,582), 90, of Hudson , OH died on
January 22, 1993. In 1930 George was a
representative of the Light Manufac-
turing and Foundry Company of
Pottstown, P A, the manufacturer of a 25
hp, 2-cycle aircraft engine called the
Tiger Kitten. One of his sales calls was
at a struggling little company in
Bradford, PA called Taylor Aircraft
Company. The firm's president, C. G.
Taylor , had designed a new light
airplane and was looking for an engine
in the 40 hp range . .. without much
success. At George' s insistence, a Tiger
Kitten 30 was installed in the airframe
and attempts were made to fly the
airplane. According to C. G. Taylor ,
George was able to skip off a few times
after hitting bumps in the runway, but
the little engine was not capable of
sustaining flight. George, nevertheless,
was able to claim the somewhat tongue-
in-cheek distinction of being the "first
Cub pilot" and good-naturedly related
the story to EAAers at Oshkosh forums
and Chapter meetings for many years.
The important thing, of course, was the
fact that he was indeed there and an
active participant in the birth of one of
the most important aircraft in the history
of aviation. The Tiger Kitten engine,
parenthetically, was the inspiration for
the name " Cub. " Taylor Aircraft
employee Ted Weld was credited by C.
G. Taylor with remarking, " ... if the
engine is a Tiger Kitten, then the
airplane must be a Taylor Cub," - and
the name stuck.
Our condolences to George' s family
and many friends throughout the EAA
"* for the taking! operation that produced the legendary world.
VINTAGE AIRPLANE 3
MAIL
Dear Sir,
Wow, talk about nostalgia! Andrew
King' s "Texas Trimotor Trip" (8 January
issue, page 9) really brought back memo-
ries. My first airplane ride was in that
same barnstorming Ford at Vaughn
Field-it really was a field-at John-
stown, New York in that summer of 1940.
Like a lot of kids I was broke, but I
cleaned out that Tin Goose and took tick-
ets in return for a ride. There was a big
picture of a black and yellow, square rud-
der Cub painted on the side of the line
shack with the caption "The Cub Is Safe. "
I guess someone had piled one into the
Adirondack trees earlier that year.
There was quite a collection of air-
planes at Johnstown and its sister
Gloversville. Among others, I recall a
beautiful OX-5 Commandaire, a Trave-
lair "Hollywood Fokker," an Aeronca C-
3, a Monocoupe and an immaculate, tiny,
black and orange Porterfield with a ra-
dial engine. Oh, what I'd give now for
anyone of them.
Yes, I caught the bug. I soloed in a
Piper J-3 in 1945. (My mother-in-law
went flying with Tony Piper when he was
a kid at Bradford, Pennsylvania before
the plant moved to Lockhaven-but
that's another story.)
But the one flight that really sticks in
my mind is taking off from Gloversvi ll e
in a 65 hp Continental, Porterfield
Zephyr on skis on a brilliant, below zero,
winter morning. With only a quarter
tank of gas and 130 pounds of me aboard,
that litt le airplane flew. I gassed up at
Amsterdam and I really noticed the extra
weight on the way home. There's darn
little of that type of flying left. Besides, I
don't think I could fit in that narrow
Porterfield cockpit today.
I've often wondered what happened
to that red and silver beauty. My log
shows the number was NC37717. It be-
longed to a newly discharged P-51 pilot
named Ralph Adams who was the FBO
at Gloversville.
Dick Brooks
AIC 18356
Bethesda, Maryland
NC37717 still exists, according to the
recent FAA registration list - it is one of
only 3 currently registered Porterfield
model35s that still exist. (Only 20 of the
various model35s are still registered.) I'm
glad the article elicited such a fine bunch
of memories. If you think the Trimotor is
an involved project, in a couple of months
we will let you in on the latest project that
Andrew King has gotten involved with - it
will really take you back! - HGF
Dear Henry,
In the January issue of Vintage Air-
plane there is an article on the Waco "N"
and on the back cover is the picture of it.
This article, with its pictures, sure
brought back memories of a time in my
life in the early 1940s.
I was a young boy in love with air-
planes. I had managed to get weekend
work selling tickets for sightseeing rides
over Atlanta. In addition to selling tick-
ets I also was responsible for the board-
Brooks Lovelace was kind enough to include this shot of the CAP base at St. Simons
Island in Georgia, where three Waco Ns were used on anti-sub patrol.
4 MARCH 1993
ing of passengers, seeing that safety belts
were secure and deplaning passengers af-
ter the flight. One of the airplanes that I
worked with was a Waco N owned by
Clay Bagley and flown by Albert P.
"A.P." Dodd. I was known as " Whitie"
as I was a blond and the sun had bleached
my hair white! The Waco was painted
silver with green trim. I seem to remem-
ber that the Jacob engine had a battery
ignition system which sometimes caused
problems in flight. Maybe someone can
address how this was a problem.
More on the Waco N. While serving
with the C.A.P. on St. Simons Island in
Georgia as a security guard and driver,
Major Tom Daniels let me fly as an ob-
server on antisub patrol. I believe the
first flight I had was in one of the three
Waco Ns that was assigned to CAP CP6.
The Wacos carried the 500 pound depth
charge. I am enclosing a picture taken at
the base which shows a Stinson Reliant,
the three Waco Ns and a Stinson lOA.
The Stinson Reliant was later damaged
by a Grumman F4F that was pulling a
tow target. The sock had been shot off
and only the cable remained. The pilot
was unable to release the cable and was
having to land with the cable. The cable
was snapping off everything it touched;
tops of pine trees and the Stinson' s wing
were some of the objects touched. You
see, our aircraft were parked in the clear
area on the approach to the runway!
Clay Bagley, mentioned above, also
owned a Stinson Trimotor, as did Blevins
Aircraft owned by John Byrd. I also
worked with John Byrd's Trimotor seil-
ing tickets for rides on the weekends.
Charles L. "Charlie" O'Dell , license
number 6747, flew the Stinson Trimotor
every weekend. I loaded the passengers,
made sure all seat belts were secure and
got to go on every flight. I sat on the bat-
tery box beside the pilot. What a thrill.
For my work every weekend I was paid
1/2 hour dual flight time with instructor
in a J-3 Cub. Those were the days.
Thanks for letting me reminiscence.
Sincerely,
Brooks W. Lovelace, Jr.
A/C4613
Albany, Georgia

b"[)enni Vark.!)
Librar"/A.rchive [)irect()r
LIGHTPLANEMANUFACTURING
1940
Whenonediscusses aircraft,theirhis-
tory,construction,andperformanceitis
easytooverlookthefact thattheaircraft
were producedby acompanyas abusi-
nessventure,a means toa living,and
hopefullyfor aprofit. Thiswasbrought
tomind asIranacrossafinancialstudyof
theaviationindustrydonein1940.The
study,"AnAppraisalofProspectsforthe
AircraftManufacturingIndustry," was
undertakenbytheWallStreetfinancial
house,White,Weld&Co.
Thestudycoverstheproductionand
financial footingof50companies.These
companiesincludednotonlyairframe
manufacturersbutalsopowerplantcom-
panies,instrumentcompaniesandparts
suppliers. Mostlythecompaniescovered
werethelargeronesthatwould interest
financial investors. Companiessuch as
Boeing,Consolidated,Curtiss- Wright
werestudied,butsomeofthelightplane
manufacturerswerecovered.
By thelate1930'scivil aircraftproduc-
tion hadseenaresurgence- 1939was the
bestyearsince1929. Thelargest partof
thegrowthhadbeenin aircraftwith en-
ginesof50horsepowerandunder. Infact,
1940wouldseea78percentincrease in
productionof1or2placesingle engine
aircraft.
PRIVATEFLYING
The1940AIRCRAFTYEARBOOK
reportedon thestatusofprivateflying,
"Morepopularattentionwasdevotedto
privateflying in 1939 thaneverbeforein
thehistoryofAmericanaviation.
"Licensedpilotsincreased by8,281 in
1939,makingatotalof31,264atthebegin-
ningof1940. Therewereabout50differ-
entlicensed models- and20 othersin ex-
perimentalstage- for thecustomerto
choosefrom in buyingaplanemadein the
UnitedStatesforprivateflyingoperations.
"Boththeso-called ' lightplane ' and
planesfor theprivateownerin the higher
weightcategories,accommodatingthe3
to12persons,enjoyedfavorwiththepub-
lic.TheCivilAeronauticsAuthoritymade
publicsomeilluminatingfiguresonthe
growthin studenttrainingand in private
flying,as reflectedby planemanufacture.
"Asagainst1,363 'Classl'airplanes
weighingnot more than1,300pounds
in the1,300-4,000 poundweightcategory
were madein 1938and513 in1939.The
greatestgainsin 1939productionwere
shownin thecategorycomprisedofsmall
landplanes. Inall private-ownerplane
modelswerefurtherstreamlinedand bet-
teroutfittedas tointeriordecorations.
Upholsterybecameas much as aselling
pointforbuyersas climbingabili tyor
landingspeed.
"Ofthetotalof31,264licensedpilots
on January 1, 1940, 43 percent were
termed privatepilotsand26.7percent
solopilots. Atthesametime thetotal
numberofcertificatedaircraftnumbered
13,772. Forpurposeofcomparison,on
January1,1939,licensedpilotsnumbered
26,144andairplanes12,210."
PROSPECTSFORTHEAIRCRAFT
MANUFACTURINGINDUSTRY
In theintroductionoftheWhite,Weld
& Co. reporttheydescribedtheirobject
as thepresentationoftheindustryas it
then appeared.Thebiggestinfluencebe-
ingthewarin Europeand anincreasing
U.S.build-upathome.
"Thepresentdemandforaircraftisfar
beyond productivefacilities. Thiscondi-
tion,which applies both hereandabroad,
cannotlastindefinitelybutcertainlyno
changeseemspossiblewhile thewarcon-
tinues. Whenthemilitarydemandfor air-
crafttapersoffareversalofconditionsto
a pointwherecapacityis considerably
aboverequirementswill meana drastic
reorganizationoftheaircraftmanufactur-
ingindustry. Attendantlossesin valueof
investmentswill besubstantial.Justhow
AIRCRAFTCOMPANIES
BEECHAIRCRAFTCORPORATION
CESSNAAIRCRAFTCOMPANY
LUSCOMBEAIRPLANECOMPANY
PIPERAIRCRAFTCORPORATION
REARWINAIRCRAFT
TAYLORCRAFTAVIATION
WACOAIRCRAFTCOMPANY
ENGINECOMPANIES
CONTINENTAL
SUPPLYCOMPANIES
AEROSUPPLY
EX-CELL-O
farthisprocessmaygois unpredictable
buttheholderorprospectivebuyerofair-
craftsecuritiesis in abetterpositionifhe
isarmedwith information.
"Whileitis difficulttoforeseepost-
warconditionsitwouldseemreasonable
toassumethattherewouldbeasubstan-
tial demand for aircraft made in the
UnitedStates. Becauseofthelarge air-
craftmanufacturingcapacitiesofEurope
therewould be noEuropeanmilitary
businessforUnitedStatesmanufacturers
afterthewarterminatedbutthepossibili-
tiesin otherfields wouldbesufficientto
maintainasizable industry. "
Amongtheirreasonsfor thecontinued
growthofaircraftproductionin theUnited
Stateswere: Domesticcommercialavia-
tionshouldcontinuetogrowrapidly for
manyyears;Exportbusinessofcommer-
cialplanesshould continuetobesubstan-
tialbecausetheEuropeannationsarenot
usingfunds for researchanddevelopment
ofpeacetimeaircraft;the useofairplanes
for freight and expresshasshownsubstan-
tialincrease anddomesticdemandshows
an increasingtendencyforaircraftfor pri-
vateandsportsuse and miscellaneous
non-militaryactivities.
ThebulkoftheWhite, Weld &Co.
document consistedofreports,tables,and
chartsonindividualaircraftcompanies.In-
formation providedincludedwhichmodels
ofaircraftwerein production,production
costs,sizeoffactories,neworders,backlog
andsalesforfiscal 1938and1939.
Itis interestingto note that, compared
with lightpl anemanufacturers,theparts
suppliershadmuchhighersalesvolume.
Themuch photographedBeechcraft
1938 1939
$1,141,399 $1,328,000
$185,609 $199,157
$133,165 $471,325
$768,145 $1,768,652
$155,973
$495,971 $717,316
$747,909 $925,791
$7,256,648
$1,069,775 $1,254,506
$4,298,192 $6,608,151
manufacturedin 1938,therewere3,042in
Thefollowingentriesreprinttheinformationthatwasgivenin thestudyforrepresentative
1939. Atotalof348single-engineplanes
lightplanemanufacturers.
VINTAGEAIRPLANE5
I
BEECHAIRCRAFTCORPORATION
biplanes and monoplanes have continued
to sell in increasing quantities for com-
mercial and private use and a monoplane
model has been successfully developed as
aU. S. Army photographic plane.
Principal models for which specifica-
tions are available are:
Ibs. Ibs. m.p.h. m.p.h.
weight gross cruising maximum
Model Engine h.p. empty weight speed speed
0-17A (5 place) 1-Wright Whirlwind 320 2,430 4,050 182 195
0 -17R (5 place) 1-Wright Whirlwind 420 2,515 4,200 202 211
0-17S (5 place) 1-P &W Wasp Jr. 400 2,515 4,200 202 211
E-17B (5 place) 1-Jacobs 285 2,120 3,350 177 185
F-170 (5 place) 1-Jacobs 300 2,170 3,350 182 195
18-0 (8-9 place) 2-Jacobs 300 each 4,336 7,200 206
18-S (6-8 place) 2-P &W Wasp Jr. 400 each 4,750 7,200 225
18-A (8-9 place) 2-Wright Whirlwind 320 each 4,442 7,200 206
The 17 series planes are biplanes and
the 18 series are monoplanes. Both the
17 series and the 18 series have been
purchased for feeder line transports,
and the U. S. Government and foreign
governments have made purchases of
both types for general utility purposes.
Military awards received by the Com-
pany amounted to approximately
$1,000,000 in 1939, consisted chiefly of
orders from the U. S. Army for 2-engine
monoplanes for photographi c and per-
sonnel transport service. A small number
of biplanes were purchased by the U. S.
Navy. These military orders resulted in
nearly doubling the amount of new busi-
ness received during the fiscal year.
The following table, which is based
partly on estimates shows the amount
of orders and sales for the periods in-
dicated:
Sept. 30, 1938 Sept. 30, 1939 Estimated number
to Sept. 30, 1939 to Feb. 29, 1940 of planes
Backlog beginning of period $347,000 $1,219,000 21
New orders received 2,200,000 1,342,000 161
$2,547,000 $2,561,000 182
Deliveries 1,328,000 825,000 112
Backlog at end of periods 1,219,000 $1,736,000 70
At the end of its past fiscal year, the
Company's plant contained 125,000 sq.
ft. of floor space.
Employees had been increased from
an average of 250 for the year ended
September 30, 1938 to 630 in May 1939
and 802 at December 31, 1939. Probably
the average number of persons em-
ployed during the fiscal year ended
September 30, 1939 was approximately
500. Excluding engines, it is estimated
that the average output in the 1938 fis-
cal year was equivalent to $3300 per em-
ployee and that such output declined to
$2500 per employee in the year ended
September 30, 1939.
The management has estimated
that the Company with present per-
sonnel and facilities can produce six
biplanes and six monoplanes per
month or ten biplanes and four mono-
planes per month. These planes with-
out engines would have an appropri-
ate value of $3,000,000 per year. The
following estimates assume that such a
rate of production could be reached by
the year-end.
1940 production
under favorable
conditions
Rate at
9/30/40
Value of planes, exclusive of engines
Number of airplanes:
Biplanes
Monoplanes
$2,400,000
80
30
110
$3,000,000
120
48
168
6 MARCH 1993
CESSNAAIRCRAFTCOMPANY
Models produced by the Company
include single place seaplanes having a
weight empty of 1,655 lbs. and a land
plane somewhat similar to the seaplane
having a weight empty of 1,420 lbs. The
land plane is specified as a Photographic
plane. The Company also produces a 5-
place commercial plane having a weight
empty of 3,500 lbs. and a gross weight of
5,000 lbs. This plane is powered with 2
Jacobs engi nes, each having 225 h.p.
The Company's plant consists of 50,000
sq. ft. of floor space and there were 92
employees as atJanuary 17, 1939.
Sales in the 10 months ended
September 30, 1939, amo unt ed to
$199,157 and in the 11 months to
November 30, 1938 to $185,609.
From balance sheet 9/30/39
Capitalization
December 31, 1939
350,000 shares of
Common stock
d Deficit.
Net Income
per share
10 mos.to 9/30/39 d$0.03
11 mos.to 11/30/38 d 0.01
NetWorking
Capital
$149,431
Net Fixed
Assets
$161,552
LUSCOMBEAIRPLANECOMPANY
The Company manufactures private and commercial aircraft. Its 2-place Model 50 has a weight empty of 650 Ibs. and a gross
weight of 1,200 Ibs. This model is powered with the Continental A-50 engine of 50 h.p. The Company has also produced a 2-
place model known as the Model 8A which is approximately the same size as the Model 50 but which uses a Continental A-65
engine having a rating of 65 h.p.
Sales in 1938 amounted to $133,165 and in 1939 to $471 ,325. A portion of the sales in both years were represented by parts
made for other manufacturers of aircraft.
From balance sheet 12131/39
Capitalization
December 31, 1939
346,908 shares
Net Income
per share
1939 d$0.19
Net Working
Capital
Net Fixed
Assets
VINTAGE AIRPLANE 7
PIPERAIRCRAFTCORPORATION
This company, successor to the Taylor Aircraft Corpora-
tion, is credited with producing and selling approximately 60%
of the light airplanes purchased in this country in 1939. The
Company's planes are well known under the name "Cub."
In the year ended September 30,1939 sales were 1,374
pl anes, and 2,500 planes are scheduled for the present fiscal
year.
Principal models for which specifications are available are:
Model Engine h.p.
Ibs.
weight
empty
Ibs.
gross
weight
m.p.h.
cruising
speed
m.p.h.
maximum
speed
Cub Sport (2 place)
Cub Trainer (2 place)
Cub Coupe (2 place)
Cruiser (3 place)
1-Continental*
1-Continental
1-Continental
1-Continental**
50
40
65
75
600
574
750
750
1,100
1,000
1,301
1,450
82
72
92
86
100
110
* Can also use Lycoming, Franklin or Lenape.
** Can also use Franklin.
Of the 1,374 planes delivered in the fiscal year 1939, 368 were Coupes, 240 were Sports, 742 were Trainers and 24 were kits.
These 1,374 planes sold for a total amount of $1,768,652 or approximately $1,300 per plane. Assuming an average of 700 Ibs.
per plane, average price was $1.85 per lb.
The Company occupies rented quarters of approximately 90,000 sq. ft.
At January 1, 1940 there were 525 employees as compared with 300 at the begi nning of the previous year. There were approxi-
mately 1,700 planes made by the Company in the calendar year 1939. Assuming an average of 412 empl oyees for the year, produc-
tion was equivalent to approximately $5,300 per employee.
On this basis the Company will have to increase its force by an average of about 200 employees during 1940 in order to pro-
duce 2,500 planes. On about March 15, 1940 the Company had unfilled orders for 437 planes.
Earnings % net income Earned Price Range
Sales Net Income to sales per share Over-the-Counter
10 mos. to
Sept. 30, 1938 $768,145 $14,031 1.8% $0.01 Bid 9 1/2 on 3/9/38
Year ended
Sept. 30, 1939 1,768,652 94,213 5.3% 0.89 Bid 20-12
REARWINAIRCRAFTANDENGINESINC.
Model s manufactured include 2 and 3-
place planes for private and commercial use.
Plane weights for the 2-pla ce models are
around 850 t o 1,000 Ibs. empty and gross
weights range between 1,460 and 1,700 Ibs.
Engine power is between 65 and 120 h.p.
The Company also manufactures the Ken-
Royce engine. This is a 5 to 7-cylinder air
cooled, radial engine with power running be-
tween 70 and 125 h.p.
Sales from January 1, 1939 to May 16,1939
were $57,440, and in the year 1938, $155,973.
From balance sheet 5/17/39
Capitalization Net Income Net Working Net Fixed
December 31,1939 per share Capital Assets
1/16/39-5/16/39 $0.10
115,388 shares Common stock 1938 0.22 $92,380 $194,447
8 MARCH 1993
TAYLORCRAFTAVIATIONCORPORATION
(formerlyTaylor-YoungAirplaneCo.)
* Since December 31,1939,50,000 shares of stock have been issued to Fairchild Aviation Corporation upon exercise of options in
connection with a $30,000 loan. An additional loan for working capital of $20,000 was obtained from Fairchild in 1939 and an addi-
tional option on 25 ,000 shares at $1 each was granted. This option has not yet been exercised.
The company manufactures small 2-place land planes and amphibians. The company' s Model B land plane weighs 640 lbs. empty
and is powered with a 60 h.p. engine. The weight and specifications of the hydroplane are similar to those of the land plane.
Sales in 1939 amounted to $717,316 and induded 480 airplanes. In 1938, the company' s sales amounted to $495,971 and included
366 airplanes.
From balance sheet 12131/39
*Capitalization Net Income Net Working Net Fixed
December 31,1939 per share Capital Assets
1939 $0.16
161,397 shares Common stock 1938 $0.01 $115,570 $76,633
WACOAIRCRAFTCOMPANY
The company has sold a large num-
ber of 5-passenger cabin planes to for-
eign customers in recent years with sales
price averaging around $6,000 to
$12,000 per unit. The substantial por-
tion of the company's business has been
with Brazil and Argentina.
A biplane trainer for U. S. Army has
also been developed.
Commercial plane weights empty
vary between 1,945 lbs. and 2,734 lbs.
Engine power ranges between 220
and 400 h.p.
The company's manufacturing plant
has a floor area of 100,000 sq. ft.
Sales in the year ended September 30,
1939 amounted to $925,791, and in 1938
sales were $747,909.
From balance sheet 9/30/39
Capitalization Net Income NetWorking Net Fixed
December 31,1939 per share Capital Assets
1939 $0.03
145,00 shares Common stock 1938 dO.24 $324,146 $253,365
d Deficit.
VINTAGE AIRPLANE 9
THEfAA ANDGENERAL
AVIATIONNEEDS YOUR INPUT!
by Larry 0'Attilio, Editor, BellancaContact!
Larry D'Altilio, the man behind the Bellanca Champion Club, has kindly consented to allow-
ing liS to reprint his article concerning the revision of Advisory Circular 43.13, "Acceptable Tech-
niques for Repairs and Minor Alterations." Often used by the FAA in determining if a repair has
been made "legally, " 43.13 is now in the process of being revised by the FAA. Larry eloquently ex-
plains why this process is so important to us all.
The FAA uses its own advisory circu-
lar , "Acceptable Techniques for Repairs
and Minor Alterations (AC 43.13-1A)"
change #3, as the primary guide for its field
inspectors and all A&P-Als. This means
that all U.S. general aviation aircraft need
to comply with the general concepts writ-
ten in this AC 43.13. If you desire to use a
material or technique not outlined in this
guide, you are venturing into new terri-
tory. This means that you will probably
need to file a 337 or 1 time STC to obtain
approval before your repair or alteration
would be considered airworthy.
Getting a 337 or 1 time STC means you
deal with the local GADO or FSDO and
one of their individual inspectors. Some-
times a 1 time STC also means that you
will work with an FAA regional engineer-
ing office too. Unfortunately, the internal
workings of the FAA, combined with the
current legal climate, makes it difficult to
get approval for even simple 337s and 1
time STCs (without a lot of turmoil).
There has been considerable difference of
interpretation from one region of the FAA
to another as to what acceptable tech-
niques for a repair or alteration should be.
They sometimes don' t agree on what is a
minor alteration and what is a major alter-
ation. A person may submit a 337 for a
minor alteration using documentation ob-
tained from another aircraft owner (who
had already obtained approval on their
identical model aircraft for the identical al-
teration) , only to find their local FAA un-
willing to agree with an approval obtained
in another FAA region.
The original AC 43.13 was written in
the 1950s as a replacement for the old
CAM-18 used by the CAA before it be-
came the FAA. The new manual added to
the old and kept some things while dis-
carding others. The manual was revised in
the 1960s but has not been substantially
changed since. There are many technolog-
ical advancements in repairs and alter-
ations that should be incorporated in AC
43 .13. More clarification and detail is
needed. There are many ways in which it
should be refined. The FAA knows this
(as you do) and has embarked on long
needed revisions.
The general aviation community is
lucky. The FAA gave the revision task to
an excellent employee in Oklahoma City
named George Torres. Mr. Torres is pri-
marily working alone to complete this
10 MARCH 1993
- HGF
task. The deadline for getting it finalized
and circulated is pretty much up to him
and he hopes to finish it all by the time
three more years have gone by. He has
done a lot already and there is quite a bit
in the suggested revisions that is brand
new. (There is a whole new section on
composites, for instance.) When it is done,
we will probably have to live with it for
years!
Mr. Torres needed to make a case
within the FAA for the importance and
urgency of this project. Not every FAA
official is fully familiar with the problems
that GA owners and their mechanics face
at an annual. Mr. Torres understood this
need for change. It is obvious that he is
very dedicated to thoroughness and excel-
lence, and his superiors have recognized
the value of the revisions to the flying pub-
lic who own airplanes. Mr. Torres also
told us that he was concerned with the
need to bring more standardization within
FAA regions (as to their interpretation of
AC 43.13). Since I have had a chance to
spend quite a few hours with Mr. Torres at
EAA Oshkosh '92, I know we couldn' t
have a finer individual to be in charge of
this essential project. His commitment as
a person and exemplary FAA official is
absolutely clear and he will pay close at-
tention to your input.
This revision process is a very large job
and is a big responsibility. Whatever ap-
pears in the revision is going to impact on
general aviation in a big way. Your means
to repair your airplane or alter it will be set
back or advanced entirely based on what is
in the revision. It may affect your costs of
repair dramatically, possibly up or down.
Since AC 43.13 is not an FAR, the FAA
does not need to seek your input via an
NPRM (Notice of Proposed Rulemaking).
However, much to its credit, the FAA
understands that the best way to arrive at
the revisions is to consult with the Als,
A&Ps and owners who deal with repairs
and alterations in the real world. Obvi-
ously these groups know from experience
what works and what doesn't. Their input
is crucial to the success of this manual and
crucial to the intelligent application of its
contents. The FAA inspectors will auto-
matically get a chance to make their sug-
gestions as to the needed revisions. Now
this is your chance (and your A&P's
chance) to do the same.
Let me make this loud and clear. The
biggest things that determine your cost of
flying (other than buying the airplane) is
fuel and repairs. Don't let the future be-
come too expensive. Get a copy of the AC
43.13-1A and look it over. While you are
at it, get a copy of the addendum used for
alterations, AC 43.13-2A. Go see your
A&P and encourage him or her to do the
same. Discuss it with others. Send your
suggestions for additions and changes to
the FAA as noted in the FAA document
that follows this article. You will not only
be helping yourself but everyone else in
general aviation too.
The fastest way to get a copy of AC
43.13 is from Aviation Maintenance Publi-
cations, 211 South 4th Street, Basin, WY
82410 (1/800/443-9250) . This is a reprint
and is quite close to the government 's ver-
sion . Get the government's own version
from any Government Printing Office. You
can also go to your A&P and ask to look
their's over while you stay at their shop.
When you submit your comments to
George Torres, you will be helping if you
can give actual examples and experiences
of where the manual was deficient. Try to
supply as much documentation as you can.
If you are suggesting new repair or alter-
ation techniques or materials, try to supply
engineering data or other items that would
allow George to make a case for the revi-
sion you are suggesting. Here is an exam-
ple. Our Bellanca Champion Club invited
Mr. Torres to speak at our EAA Oshkosh
'92 forum where our members could make
comments. We were anxious to see epoxy
glue repairs on wood structures added to
AC 43.13. Our members told Mr. Torres
about several brands of epoxy to consider
and promised to send him information on
the manufacturers who could supply the
engineering data for their products. So
don't be surprised if you see epoxy glue
wood repairs allowed on certified air-
planes in the final version of AC 43.1 3.
Think about your airplane as composed of
different systems and pieces. Imagine how
you think a repair or alteration should be
done to each of these areas. Think of a
method that is good practice and common
sense. Consider the use of the most cur-
rent materials and techniques. Now check
your ideas against what the existing AC
43.13-1A accepts. What do you think will
be allowed as airworthy? What can you
suggest as a ryvision to AC 43.13 as a re-
sult of this thought process?
I hope you will participate in this work-
ing relationship between the FAA and the
GA pUblic. It is a welcome opportunity
for all of us . In three years we all hope
that we can keep our airplanes in good re-
pair and modernized as needed to be use-
ful and safe.
Send your comments to: George
Torres, FAA Office of Aviation System
Standards, A VN-l13, P.O. Box 25082,
Oklahoma City, OK 73125, phone 405-
680-6923, Fax 405-680-4104 ...
The interior features a Texas Aeroplastics headliner, as well as a Narco Escort II, a
II Morrow 602 loran and a Narco AT-1S0 transponder with ACK encoder. The only
item not done by the Ebys was the upholstery on the seats - all other work was
done by Dave, Pat and their friends.
(Above) Pat Eby flies the Cessna while husband Dave rides in the right
seat. The Eby's Cessna is a excellent example of what was right in
aviation during the 195Os.
(Left) Retired Air Force pilot and crop duster Dave Eby is quite pleased
with the Cessna 140 he and his wife Pat have restored.
Dave has been involved in civilian avia-
tion. He start ed dating his wife Pat in
1948, and later, after earning his flight in-
structor certificate, he started to teach
Pat to fly. The year was 1956, and the
training at the Fairbanks Aero Club was
done in a newly paint ed Cessna 140.
That nice looking Cessna would be the
inspiration for the customized Cessna
you see here on these pages.
Before the lat est Cess na 140, there
have been other li ght airplanes - a Cessna
170 when thei r children were young, and
a Thorp T-18 they completed 6 years
ago. The Thorp is sti ll part of the family,
and is the Eby's "going places" machine.
It too is an award winner, having been
selected as one of the airplanes worthy
of a Wright Brothers Award in 1987, as
well as the Best Low Wing Homebuilt at
the Kerrvi ll e, Texas Fly-In. The Cessna
was originally bought in 1989 to be the
airplane that Pat could use to finish her
Privat e pilot training. Dave was con-
cerned that he mi ght lose hi s medical
certificate in the next few years, and hav-
ing a wife that flies will make it possibl e
for the Ebys to keep flying.
12 MARCH 1993
Complete with fiberglass wheel pants
and a Cessna 170 spinner, Dave and Pat
Eby' s 1950 Cessna 140A i s " looking
good" as it poses on the sandy soil of
Lakeland Linder Regional Airport during
Sun ' n Fun '92.
After Pat completed her training in
1990, Dave remembered how nice the
Cessna 140 was back at Fairbanks in
1956, and after seeing Jack Shahan 's
Cessna 140, he decided it was time to
overhaul their tired looking airplane.
Dave says that the work done on the
140 is a refurbishment, since he never in-
tended to do an original restoration of
the airplane. The airplane was disassem-
bled , stripped and then put back to-
gether, replacing various pieces of sheet
metal along the way. The 140 had been
scrambled by a tornado when it had 40
hours on it since it was built , and it then
sat in a barn for 15 years. It was rebuilt,
but there were still a few pieces that
needed more work. The left door, for in-
stance, was reskinned by Dave, as well as
taking the rudder, ailerons and flaps
apart and coax the wrinkles out of them.
The two top sections of cowling were
also replaced.
After it was reassembled, the little
Cessna was painted with Ivory Pratt &
The C-90- 12F installation al so i ncludes an alternator STC, and the engine
compartment was compl etely detailed.
Lambert Acry-Glo paint, with the trim
set off in Mack Truck Red. The basic
idea of the original Cessna color scheme
was kept, with a few changes made by
Dave - certain things never looked right
to him about the way Cessna finished the
140, so he simply made the changes to
his satisfaction.
One of the hardest, but most satisfy-
ing jobs done during the refurbishment
was the installation of a Texas Aeroplas-
tics headliner. It took a week's worth of
work to install, with no mistakes allowed
- if you cut the plastic too much, you had
to buy a new part and start all over.
Pat was anxious to get the project
done, so she could get back to flying the
Cessna. She was a big help to Dave dur-
ing the work on the Cessna, but it was
not the first time she had work to do on
an airplane. She was a big part of the
construction of the Thorp T-18. (Dave
says she is an expert riveter!) An active
pilot, she enjoys flying the Cessna solo,
although most of her flying is done with
Dave. Another aspect of aviation Pat re-
ally enjoys is her membership in the 99's,
the woman's aviation organization.
After finishing the airplane in 1991, it
took 8 awards at 5 fly-ins during the fly-
in season.
Included in the 1992 awards was the
selection of the 140A as the Best Custom
86-164 hp at Sun n' Fun '92, as well as a
Best Custom Class B prize at EAA
OSHKOSH '92. It looks like Pat and
Dave have another good looking travel-
ing machine! ...
VINTAGE AIRPLANE 13
ANAFN3N-3Visits Oshkosh - on floats!
by Norm Petersen
Oftentimes, the tiniest bit of infor-
mation will uncover a story that begs to
be told. In the October 1992 issue of
VINTAGE AIRPLANE, a casual re-
mark was made that Willie Ropp' s Cur-
tiss/Wright Travel Air 16E on floats was
the first open cockpit biplane on floats
to visit the Brennand Seaplane Base
since a Naval Aircraft Factory N3N on
single center float visited in 1975.
Bingo! Within a few days, we re-
ceived a letter from Tom Ahlers (EAA
53721, A/C 19038) of St. Charles, MO
stating that he and his partner, Fred
Niedner, were the two pilots that flew
N3N-3, N12063, SIN 2996, to Oshkosh
in 1975, mounted on a center float. The
really sad part was that no mention of
this appearance was ever made in
EAA's magazine, even though they had
been photographed air-to-air when they
departed the Oshkosh area.
A detailed inspection of the EAA
archives from 1975 revealed absolutely
no seaplane photos of any kind! (The
seaplane fly-in was at that time a rather
informal get-together held at the same
time the EAA Fly-In was occuring, so
at that time no offical EAA photogra-
phers were assigned to shoot the sea-
plane activities.) This information was
sent to Tom Ahlers who promptly sent
a photo of his N3N-3 that had appeared
Almostdirectlyunderthephotoplane,theN3N-3revealsits classic linesand military
on a calendar in 1976. On the back
paintscheme. In 1975,the12-inchregistration numberswererequiredonthesideof
side was a notation: Howard Levy, pho- thefuselageon civilianaircraft.
14 MARCH 1993
tographer , Brooklyn, NY. Now the
17-year-old mystery was beginning to
unravel.
We wrote to Howard Levy inquiring
about the N3N-3 from 1975. Back came
a nice letter along with a color trans-
parency and three black & white pho-
tos taken of the Ahlers/Niedner N3N-3
at EAA Oshkosh '75. Howard Levy
writes, "I remember it well, since 1 made
contact with the owner by pure luck.
He was leaving the following morn so
we arranged to be overhead at his de-
parture time. He couldn ' t fool with
wasting time for a photo mission as he
had to be rather exact for his flying time
and refueling sites. He was to land at
St. Joesph, MO for fuel so all we could
do was follow him a bit and shoot on the
go. Luckily, the sun was in a perfect po-
sition. Anyway, the shoot was from an
L-5 owned and flown by Tommy Atkin-
son of North Las Vegas, whom I flew
with numerous years."
We are most pleased to present
Howard Levy 's photos of N3N-3 ,
N12063 , taken in 1975. That 's Tom
Ahlers and Fred Niedner on board as
they take off and head south with the
pretty biplane. (Howard also enclosed
a photo of an N3N taken at Annapolis,
MD where they were used by the Naval
Academy for a number of years.)
Tom Ahlers reports they had to go
through the entire STC procedure to get
the N3N-3 li censed on the single center
float back in 1975. Ithad been licensed
on wheels, but never on floats before.
Incidentally, Tom and Fred still have
the N3N-3 today and have been flying it
on wheels all these years. They sti ll
have the complete float system and
mounting hardware so perhaps we can
Heading south into the morning sun, the N3N-3 strikes a pretty pose overthe
Wisconsincountryside. Notethefourailerons,commontotheN3N.
encourage them to once again mount
the biplane on its center float (plus the
two wingtip floats) and fly it "back to
Brennand's" during the big EAA Fly-
In. What a treat that would be for the
"old salts" that inhabit the base during
the busy week. (Say nothing of the "Sea-
plane Fly-Bys" during the convention to
stir some emotions!)
At least now the N3N-3 could be fu-
eled from the hose at the dock. Back in
1975, Al Ziebell had to drive to Wittman
Field and haul fuel in Jerry cans to the
seaplane base. He well remembers the
N3N-3 as the center float was "very slip-
pery" with oil when he refueled the big
yellow bird. Ah, progress!
A tip of the old hat to Tom Ahlers
and Fred Niedner for bringing this un-
usual story to our attention and a hearty
"Thank You" to Howard Levy for con-
tributing the photos he took so long
ago. Howard has been an aviation pho-
tographer for over fifty years and be-
si des being a great person, he is also a
walking encyclopaedia on aviation. ...
!
"E
;;:
'"
o
Howard Levyphotoofa U. S. NavyN3N on floatstaken ontheSevern RiveratAnapolis, MD infrontoftheU. S. NavalAcademy
wherethetypewasusedforanumberofyearsasCadetorientationaircraft. Notetheenginestartingcrankisstillattachedtoits
fitting,justtotheleftofthenumber"6".
VINTAGEAIRPLANE15
I
WHATOURMEMBERSARERESTORING
----------------------------byNormPetersen
PaulGordonandhis
InterstateStBt(L-6)
Photographed just after its first flight
following eight months of intensive re-
building is Interstate SIBl (L-6),
NC49105, SIN 203, owned by Paul Gor-
don (EAA 289386, A/C 16446) of Helena,
Montana. Paul reports the airframe had
just 339 hours since new and was in very
good condition. However, thirty-five
years ago, the greenhouse had been re-
moved, so it had to be totally refabri-
cated. In addition, the rear seat can now
swivel so the rear pilot ( observer) can use
the seat back as a table. The airplane is
quite original with the exception of the
Lycoming 0-320 of 150 hp, Cleveland
wheels and a Scott 3200 tailwheel. Note
the small aileron counterweights which,
together with total ball bearings in the
system, make for an almost unreal
smoothness in the controls - like moving
your hand through a pail of whipped
cream! Restoration was aided with a set
of factory drawings obtained from the
Smithsonian on microfilm.
Paul is currently working on another
L-6 restoration and also has a flying Inter-
state S-IA "Cadet" (N37451 , SIN 296).
His substantial knowledge of Interstate
aircraft is available to other Interstate
owners by calling Paul at 406-449-3192.
JamesHolte'sPiperJ-3 Cub
This photo of James Holte and his J-3
Cub, N92057, SIN 16490, was sent in from
the far northern part of Montana. Jim
lives at Outlook, MT just two miles south
of the Canadian border. (He spends a lot
of time flying the line, observing "Teepee
Rings" and other native sites.) The Cub
is based on Jim's farm and is flown about
150 hours a year, mostly for pleasure. It
is powered with a Continental A65. The
airframe has about 4000 hours on it. Jim
also has skis for the Cub but is a bit reluc-
tant to use them. He says the snow in his
area often has a crust on it and the skis
sometime break through with most un-
welcome results! Several local airplanes
have ended up on their backs on skis be-
cause of the poor snow conditions.
James ' Cub was at one time mounted
on floats and sharp-eyed readers will be
able to spot the rear fuselage float fit-
tings that have been covered over. In ad-
dition, the Cub has a "fishpole tube" be-
hind the baggage compartment for haul-
ing fishing equipment on those dream
expeditions.
16 MARCH 1993
ChrisCarman's7ACChamp
Having owned this Aeronca 7AC
" Champ", N82245, SIN 7AC-873, for
two years since it was refinished, Cris
Carman (EAA 394030) of New Free-
dom, PA has really enjoyed flying the
pretty tandem. Cris reports that his
Champ spent most of its life in Ken-
tucky, Baltimore, MD and southern
Pennsylvania before he purchased it
two years ago. He wants to personally
thank Paul Nuss, Patton, PA for teach-
ing him the great fun of flying taildrag-
gers. Cris was told a Champ would be a
cheap aircraft to own, however, he esti-
mates the cost of operation at some-
where around $350 per hour! His com-
ment includes, "I just can' t find parts or
sympathetic mechanics. " "But she sure
is fun!"
JackMierzejewski's
NavalAircraftFactoryN3N
Two photos of the fuselage frame-
work and landing gear of Jack Mierze-
jewski (EAA 391867, A/C 18262) of
Burnaby, B.C., Canada and his Naval
Aircraft Factory N3N reveal the alI-alu-
minum construction - so unlike a Stear-
man. Jack goes on to report that only
816 N3N's were built by the Naval Air-
craft Factory vs. 10,346 Stearmans and
many special aluminum castings and fit-
tings were used, making restorations
more difficult (and spendy) for lack of
spare parts. However , the few lucky
ones who have discovered this fine Navy
trainer are in for a rare treat. Some of
the N3N's, on single center float , were
used as trainers at the Naval Academy in
Annapolis until the 1960' s when they
were sold into civilian heands . Jack ' s
N3N, Bureau No. 2951, was one of this
group.
Although Jack has found some corro-
sion from the years of exposure to the el-
ements , he has rebuilt the parts and
pieces until they sparkle like new. Since
1985, Jack has logged 1257 hours of
restoration work and enjoyed every
minute! He eventualy plans on installing
a P & W R-985 engine with a constant
speed prop to allow the N3N to perform
rather smartly. With all parts primed
with epoxy primer and finished in PPG
two-part polyurethane and finished with
dacron covering, the biplane should be
good for many, many years, probably
longer than Jack! We look forward to a
picture of the beautiful old trainer cut-
ting through the air on a cool morning
with Jack at the controls. ..
VINTAGE AIRPLANE 17
First Annual BAA Ski Plane Fly.,In (Jan. 23.,24, 1993)
by Norm Petersen
Photos by Donna Bushman
The "Weather Gods" smi led on the hardy
band of fli ers gat hered at Pioneer Airport im-
mediately behind EAA headquarters on Sat ur-
day mo rni ng, Jan uary 23,1993. Few would
have believed it possible, based on the weather
forecas t given Friday for the weekend - rain ,
sleet, freezing rain, snow, poor visibil ity and
wind!
This was George Blechel's first skiplane f1y-
in ever and as chairman of the food committee
(probably the most important job in the entire
world), he was rather concerned on Friday, the
day before the big event. In fact , we discussed
the possibility of moving the fly-in over to Sun-
day in hopes of improving weather. However,
Paul Poberezny saved the day with his com-
ment about the weather forecasters often miss-
ing the boat and besides, it was his wife, Au-
drey'S birthday - and the cake was ready!
The first light of Saturday indicated marginal
weather at best and the nervous fidgeting con-
tinued. Randy Hytry brought in a huge kettle
Chuck Larsen, EAA Education Director, winds up the Lycoming 65 engine on
his newly completed 1940 Taylorcraft BL 65 mounted on a set of nicely
restored Federal SC-1 skis. Started by Harvey Goldberg of West Bend, WI, the
project T-Craft has been quite a number of years in gestation!
18 MARCH 1993
of chi li that he had carefully made and George
Blechel added his four gallon batch. To this
was added George Daubner's large container
of chili pl us Loretta Petersen contributed an-
other huge kettle of her special chili. In short ,
we could al most feed the Russ ian Army - if
need be! To this was added a huge collection
of doughnuts, rolls , chips & dips, Dorothy
Chase's famous pumpkin bars and lastly, Au-
drey Poberezny' s beautiful birthday cake! It
was indeed a table fit for a king, complete with
picnic benches placed along the inside front of
the (heated) hangar for folks to sit on (courtesy
of Vern Lichtenberg).
Suddenly, the sun began to peek through be-
tween the clouds - and you could feel the mood
of the people change! Temperatures were in
the low thirties and the wind was coming di-
rectly down the Pioneer runway from the south-
east. Paul Poberezny' s Cuby on 1500 skis was
moved out to the flight line and Chuck Larsen
retreated to his hangar on Wittman Airport to
get his BL-65 T-Craft on SC-l skis ready. 01'
Tiger Bob Lumley soon showed up from Capi-
tol Drive Airport in Milwaukee with his
Aeronca Chief on Federal 1500 skis and things
were looking up (pun intended).
A most interested observer was Tom Ham-
blet (EAA 15754) of Grand Prairie, Texas, a J-
3 Cub driver from way back, who had come
north by airline the day before to actually see a
skiplane fly-in for the first time! This was all
new to him and he was excited. I drove him out
to Earl Grunska' s grass strip north of Oshkosh
and helped get his long frame folded into the
right seat of George Rotter' s J-4 Cub Coupe on
SC-l skis. After calling the Oshkosh control
tower on the phone for a no-radio approach,
the J-4, alo ng with Mark Warning in hi s
Aeronca Defender on SC-2 skis, headed int o
Pioneer Airport as a "flight of two." It was
Tom Hamblet's very first skiplane ride - and he
totally enjoyed it! The two ai rpl anes circled
Pioneer before landing to the southeast, both
pilots making near perfect landings. In just a
few minutes, Mike Weinfurter landed with my
Cub, NIOXS, on SC-1 skis and the place was
starting to look busy.
Nearly forty cars and pickups had joined the
party by this time which, in turn, swell ed the
ranks of people, spectators and hungry pilots.
The beautiful smell of hot coffee and warm
food was almost overpowering as the chow line
was officially opened and nearly 100 people
were served all they could eat. (Ever notice
how quiet a crowd gets when everybody is eat-
ing at once?) Mea nwhil e, Chuck Larsen ar-
rived with his neat 1940 T-Craft BL-65 on the
most beautiful SC-1 skis you ever laid eyes on.
He had completely dismantled the 50-year-old
skis, bead blasted the parts, primed them with
epoxy and then painted the skis gray with bl ack
pedestals. Assembled with all new bolts, nuts
and hardware, the skis really looked sharp, es-
pecially on a bright red airplane.
Meanwhile, the skiplane rides were being
given at a steady pace. Paul Poberezny was giv-
ing ride after ride in his black & yellow Cuby -
whil e grinning from ear to ear! Bob Lumley
had hi s Chief wound up to a full 65 hp as he
took off with one eager rider after another.
Mike Weinfurter kept up a steady pace with
passengers in the Cub. We had new people
lined up and ready to go as soon as each plane
With all 145 cubic inches roaring, Chuck Larsen unleashes the power of his
1940 Taylorcraft BL 65 as he makes a takeoff from Pioneer' s snow covered
runway. Happiness is . .. ....... .
RYAN
FLYING CO.

With his snarling Continental A-65 at full bore, Bob (01' Tiger) Lumley climbs out
smartly with his Aeronca Chief past the new Ryan Hangar. If ever the term "He
would rather fly than eat" is used, it would apply to Bob Lumley, who flies skis
with a passion at every conceivable opportunity - yet when it comes to eating
chili, he will put away his share with the best of eaters!
George Rotter' s nicely restored Piper J-4E Cub Coupe on matching Federal SC-
1 skis cuts a pretty picture at Pioneer Airport. Featuring a C85-12 engine with
full electrics, the Coupe is a familiar sight in Wisconsin skies, summer and
winter. Sharp-eyed readers will spot the rear fuselage float fittings which have
not been used to date.
VINTAGE AIRPLANE 19
With EAA photographer Donna Bushman in the front seat taking pictures, Paul Poberezny brings his shiny black 90 hp Cuby on
Federal 1500 skis, past the crowd at Pioneer. Although Paul hadn't flown skis for many years, about three (pillow soft) circuits
and he was right back in the groove, ready to help give rides. Unless you have personally flown with this pilot of over sixty years
experience, it would be difficult to explain the absolute "velvet touch" that Paul has on the controls of an airplane.
20 MARCH 1993
taxied in. The Pioneer Airport pattern
was busy!
Perhaps the toughest assignment befell
members of the EAA Canadian Council,
who had an all-day Saturday meeting at
EAA headquarters in full view of our op-
erations at Pioneer Airport - and they
couldn't come out to play!
Meanwhile, Tom Hamblet was busy
with his video camera, trying to document
all this fun for his gang back in Texas.
Airplanes and people were going by like a
Chinese fire drill and Tom was shooting in
all directions. He even managed a few
still pictures with his camera!
About thi s time it was " fruit-basket-
upset. " Gene Chase took over for Paul in
the Cuby, Dick Hill took over the Chief
for Bob Lumley and H.G. Frautschy took
over the Cub - and the rides continued!
Chuck Larsen cranked up the T-Craft and
after a few rounds, handed it over to Mike
Weinfurter. Mike's comment was, "That 's
as close to a brand new T-Craft as I have
ever flown! Beautiful! "
5-year old Alden Frautschy, son of H.
G. Frautschy, managed to build a neat
"snowman" while the airplanes were land-
ing, off-loading, re-Ioading and taking off,
one after the other. This youngster loves
airplanes - it must be in the genes.
As we stood in the crowd and observed
the skiplanes landing and taking off, it was
a universal feeling that we sadly missed
the many skiplane pilots from around
Wisconsin who couldn't make the fly-in
because of poor weather conditions in all
directions. Only in Oshkosh was it perfect
weather for a skiplane fly-in. With plenty
of food still available, it was decided to
continue the fly-in through Sunday - and
the phone calls went out.
Knowing that Tom Hamblet's birthday
was on Saturday also, we decided it was
time to make a skiplane pilot out of this
"Texas Taildragger." So we lured him
over to my Cub and carefully helped him
fold his tender body into the front seat -
NI0XS is a front seat solo airplane - and I
wound up the 90 hp Continental. Tom
taxied out with a grin a mil e wide on his
face, much akin to a kid with a new toy!
He was off and climbing in nothing flat
and proceeded to make a number of fly-
bys. Tom has done a "Crazy Cub Driver"
act for many years in Texas and is an ab-
solute master of the Cub. He can do
things with a Cub that makes you wonder
how he does it. After shooting a few ski
landings with absolute precision, Tom
came taxiing in with a huge grin on his
face. This was one happy Texan! (Hey
Charlie, I think we have another convert!)
Later, Tom had the full aerial tour of
Lake Winnebago and the huge ice fishing
community as he and Mike Weinfurter re-
turned the Cub to Earl's International
Airport.
By five p.m. , the Cuby, the Chief and
the T-Craft had been tucked away in the
Pioneer Hangar using Chuck Larsen's ski
dollies (and much manpower) to move
them across the concrete apron and floor.
All the food was carefully put away for
the next day and George Blechel saw to it
that everything was spic and span before
retiring for the day. It was conservatively
estimated that some fifty skiplane rides
had been given with most passengers en-
joying their very first skiplane ride. Even
the birthday twins, Audrey Poberezny and
Tom Hamblet admitted it was a really fine
gathering.
By Sunday morning, the wind had gone
around to the northwest and the soft,
slushy snow had frozen into hard ice.
However, the sky had cleared and the
"cool" wind really helped Joe Norris (1-5
Cub Cruiser on 1850 skis) and Tom Brown
(Luscombe 8A on 1500 skis) literally coast
downwind to Pioneer Airport in just a few
minutes from Wisconsin Rapids and
Unity, WI respectively. Ted Davis from
Brodhead, WI was next to land with the
flying club's J-5 Cub Cruiser on 1500 skis.
His three-year-old son, Trenton, was the
VINTAGE AIRPLANE 21
Aerial view of Pioneer Airport shows the gathering of the clan as Mike Weinfurter taxies out with the author' s J-3 Cub. That' s
Gene Chase with the camera, just between the first two airplanes. The bare spot was cleaned off for a "bonfire" in the afternoon -
a tradition with Audrey Poberezny' s birthday party.
happi est passenger of the day and ate like
a trooper.
And who was filming all this on video?
OUf good friend from Texas, Tom Ham-
blet , of course. For some reason , the
much colder weather made the chili taste
even better the second day! And there
were any number of "goodies" including
The afternoon sun brightens the landscape as Paul's Cuby takes another person for a
ride around Pioneer Airport while the T-Craft and the Aeronca Chief await their turns.
The many footprints in the soft snow tell the story of a most enjoyable day of
skiplane flying.
22 MARCH 1993
birthday cake to go along with the chili.
Numerous folks had stopped over after
church to help with the "chili consump-
tion" and contribute to the hangar talk.
Just a t noon , Ken Reese from Capitol
Drive Airport in Milwaukee flew hi s nice
looking Piper Pacer on 2000 skis into Pio-
neer Airport to join the crowd. And as
the party was winding down, Bob Royce
from Green Lake, WI came in with his
Cessna 150 taildragger - on wheels, yet!
Bob is such an enthusiastic aviator (and
EAA docent) and admitted he could smell
the chil i on downwind!
By about 2:30 p.m., the planes had
taken off for home , the food was pretty
well cleaned up and the hangar looked
spic and spa n, in typica l EAA fashion.
Even George Bl echel admitted we had
enjoyed an exciting two days. Tom Ham-
blet figured he could rest up by Monday
morning for the flight home.
His parting comment as I brought him
to Wittman Field the next morning to
catch the airline was, " You know, Norm,
it doesn' t get much better than this." The
smi le on his face told the complete story -
he was a happy man.
Are we going to do this again? We
hope so - but as we all say here in snow
country, " there's nothing more tenuous
than planning a ski plane fly-in - you never
can tell about the winter weather!" '*
Aeronca C-3s are the buzzards of the
month. I have had several calls from
people either looking for parts or infor-
mation. One of these I KNOW will be
forthcoming. Gary Garner and Ted
Davis from the Brodhead, Wisconsin
skunk works are building an AERON-
COPY. It's an exact duplicate of my C-
3 Collegiate with the only exception be-
ing the engine; they are substituting a 65
Continental. From what I have heard of
their progress, they are well along.
Since the Funny Farm is only slightly
out of the way for Gary's commute
each weekend from Glenview, Illinois
to Brodhead, Wisconsin, he almost al-
ways stops by to get answers to ques-
tions, take measurements or just talk.
Since my article "The Uptown Swal-
low" apperared about 15 years ago in
VINTAGE AIRPLANE, I have aver-
aged about one inquiry a month about
Swallows. Either someone has just
found one, or knows of one, or wants
to know all about them. Two more
have turned up this past month; one in
Massachusetts and another in New Jer-
sey. At least the remains of two. One,
from the descriptions, has to be a TP
with an OX-5, and the other a Com-
mercial, also OX-5 powered. Neither
of them are complete airplanes and the
people are looking for drawings, ad-
vice, parts, etc.
This is a real problem. When we
were researching our Airmail Swallow
that now resides in the Museum of
Flight at Seattle, Washington, we dis-
covered that the original data with the
FAA at Washington National Airport
pending transfer to the National Air &
Space Museum, had somehow disap-
peared! This data, along with a lot of
other outdated and no longer in pro-
duction aircraft data, was stored in a
haphazard manner and curiosity seek-
ers like myself were given free run of
the basement storehouse to research
our projects. Originally there had been
PASS IT TO
--7]
An information exchange column with input from our readers.
by Buck Hilbert
(EAA 21 , Ale 5)
P.O. Box 424
Union, IL 60180
more than 50 boxes of material gleaned
from all the various field offices con-
cerned with the manufacture of these
various airplanes. They were slated for
the Smithsonian archives but somehow
the Red Tape inertia set in; the transfer
was never accomplished. Meanwhile
the stuff just evaporated. There was no
real inventory, and since FAA was so
short of personnel to assign responsi-
bility for the project, it disintegrated!
I guess by now you know what I'm
trying to say. There isn't any data! No
drawings, no specs. Your only resort is
to find one of the few remaining com-
plete airplanes and beg the owner or
custodian for permission to photo-
graph, measure and caress them.
Swallow had an imitator. Page Air-
craft of Lincoln, Nebraska built an
identical copy, with very few excep-
tions, of both the TP and the Commer-
cial. They are the Lincoln Page LP-3
and the Lincoln PT. Check the register
and see who has them, fellas (HINT).
The EAA Air Adventure Museum has
a flyable Lincoln PT-K and also a pro-
ject Swallow Commercial in the
restoration shops!
'--______________--.J!:.
e
Buck
VINTAGE AIRPLANE 23
Dick Cutler, Box 1085, Dublin, P A
wrote to ask:
Buck,
I am looking for a "Haywood check
valve," thread size 112-13 which was
used to "air start" some of the old
Warner and Kinner radials. If you
know of where I can buy a serviceable
unit, please contact me collect: 2151257-
0817. I hope to use it on only one cylin-
der of my R-55 (Ryan PT-22) with a
200 psi air bottle installed as ships equip-
ment. I understand I can get about
314ths of a revolution from one quick
blast of air after prime and prop is set in
the proper position. If I'm successful,
no more "Hemmingway " starts (Fare-
well to Arms).
Dick Cutler
Dick: As an ex-PT-22 owner and a
Kinner operator of many years, I have
yet to get a "Hemmingway" start. Mis-
ter Fleet bit Bill Haselton at Oshkosh
back about 1968 or '69-and that was
only because we had an impulse cou-
pling go awry. My first thought is that
a Kinner is the easiest of any of the
older engines to prop. You DON'T
?J PROP it, Dick; you merely pull it past
~ compression and GET OUT of the
~ way! Don't SNAP it, don't swing your
]! leg up in the air, just PULL it past com-
g pression with the blade at one of the
~ lower positions that allow you to walk
~ by as you PULL!
~ My second thought is one I don't
. even want to talk about! I don't be-
~ lieve the PT spec sheets show a Hey-
~
u wood starter or the addition of an Air
g Bottle to the equipment list. How are
~ you gonna get this one by the Feds?
I
"
E Over to you,
This twin-engined cabin monoplane
was an experimental design by a well-
known company in the Golden Age pe-
riod of aviation development. The photo
is from Don Pratt via Gene Chase. An-
swers will be published in the June issue
of VINTAGE AIRPLANE. Deadline
for that issue is April 20, 1993.
The December Mystery Plane
brought an unusual number of replies.
Ralph Nortell, Spokane, Washington
gave a concise answer. He writes:
"NC276K is a Wallace Touroplane B
of 1929. The example shown was c/n 12,
and the type was awarded ATC No. 119
in March, 1929. The Touroplane B was
designed by Stanley Wallace and manu-
factured by the Wallace Aircraft Com-
pany in Chicago. Soon after production
of the Touroplane began, the Wallace
firm became a division of the American
Eagle Aircraft Corporation of Kansas
City, Kansas headed by E. E. Porterfield,
Jr.
"The Touroplane prototype was pow-
ered by an 80 hp Anzani engine. One
early example used the MacClatchie
Panther, and two others are reported to
have been powered by the venerable
OX-5. Apparently two of these early ex-
amples were converted to use the 100 hp
Kinner K5, and the Kinner K5 powered
all examples of the major production
24 MARCH 1993
by George Hardie
run.
"The Touroplane B was a compact 3-
place craft with folding wings that al-
lowed a tied own or storage space of 13 x
25 feet. Span was 37 feet and length 23
feet 10 inches. Reported cruise was 90
mph for a range of 500 miles. Gross
weight was 2100 pounds, and the third
seat in the rear could be removed to pro-
vide 30 cubic feet of space for cargo.
Available records indicate that at least
14 examples were produced."
A very interesting reply was sent in by
Tony Le Vier:
Dear George:
Just received my December 1992 is-
sue of VINTAGE AIRPLANE and got
the surprise of my life-I mean my flying
career. The first eye catcher was your
MYSTERY PLANE contest for,
WHAT'S MY NAME? I hope I'm the
first to name it because I believe I may
be one of the very few living aviators to
have flown the Wallace Touroplane back
in the so-called Golden Age Of A via-
tion.
The man who owned the one I speak
of was Floyd "Jimmy" Karnes of Monte-
bello, California. He learned to fly
shortly after Charles Lindbergh flew
nonstop from New York to Paris, France
in May, 1927. Jimmy learned to fly a
Curtiss JN4D "Jenny," and because his
instructor wouldn' t solo him unless he
put up the price of the plane, he bought
it for $400 and flew it to Pico/Montebello
airport on his solo flight.
At the same time, I was one of the
usual kids hanging around the airport
with the idea in mind to become an avia-
tor too. I had asked Jimmy Karnes if I
couldn't be his mechanic/grease monkey
to care for the Jenny. He agreed to my
proposition and that really became my
first job in aviation. That was late 1927.
It was at that time the Aero Branch of
the Department of Commerce came
down hard on unlicensed aircraft, partic-
ularly in California. Jimmy sold the
Jenny to a Dick Martin of Whittier where
I lived and I continued being the grease
monkey for Dick. I flew with Dick on
several occasions but he never would let
me try my hands at the controls. It was
July 1st, 1928 while at Balboa, California
for the 4th of July that I found a $10 bill.
The very next day I took off for home to
take my first flying lesson which was in a
new plane on the field called a "Long-
wing Eaglerock," powered by a Curtiss
OX-5 engine.
Aviation at that time was flourishing
like mad. Aircraft companies were
springing up all over the country. There
were Wacos, Travelaires, Stearmans,
Cessnas, American Eagles, Monocoupes
and hordes of other craft. Some were
pretty good planes; a lot of them were
not and fell by the wayside. In early
1929 I became the official assistant me-
chanic and grease monkey for the Whit-
tier Airways Company at the new Los
Angeles Eastside Airport between Pico
and Montebello on Whittier Boulevard.
I had a salary of $100 per month, $20 to
live on and $80 for flying which allowed
me to fly 15 minutes each day in an OX-5
Waco biplane. I finally soloed on March
28,1930. However, prior to that some-
thing happened that just about wrecked
everything that had been done to pro-
mote aviation-it was the Stock Market
Crash!
Overnight the country went bust and
aviation with it. Airplanes could be pur-
chased for about 20 cents on their dollar
value. This didn' t stop me one bit, but
flying was slow coming. I was able to get
a modest amount of flying for my me-
chanicallabor. This included flying
Travelaire biplanes, a DH4B, Mono-
coupe, Sportster, an experimental plane,
an Avro Avion, and then I purchased my
very own Velie Monocoupe. Time went
on, and it was now 1931. I had a private
pilot's license with 107 hours and 22 min-
utes logged.
Jimmy Karnes, now a successful gro-
cery entrepreneur, bought an almost new
Wallace Touroplane for about $1,000
and once again I became his boy "Fri-
day." My first flight in the Wallace
Touroplane was on June 6,1931. I was
allowed to fly the plane just about any-
time I wanted to. It was a great deal for
a young person of the period. Jim
Karnes always wanted me to fly with him
on most of his cross-country flights, shar-
ing the flying. I made my last flight in
the Wallace Touroplane when I deliv-
ered it to its new owner at Mines field on
February 28,1934. It its later life it be-
came an advertising fixture on top of a
restaurant in Los Angeles.
In closing I should point out that the
Wallace Touroplane was one of the
classiest small three place monoplanes
then manufactured. It was sort of a
Cadillac of airplanes as for workman-
ship. Built by the American Eagle Com-
pany in Kansas City, Missouri , they
spared nothing to make it a first-rate
product. Featuring a folding wing ar-
rangement to make it easy to store may
have helped to sell the plane, but to my
knowledge it was seldom, if ever, used.
We never did. The seating arrangement
was side by side dual stick controls for
training, which I did some of when I re-
ceived my Transport license in July 1932.
The third seat was behind at center.
In August, 1932, Jimmy and I tagged
along with the Cord Cross-Country Race
from Los Angeles to Cleveland for the
National Air Races. I carried Spud Man-
ning, the world ' s pre mi er delayed
parachute jumper (sky diver) at all the
stops along our race route. All the jumps
were from at least 10,000 feet. On
November 27, 1932 I entered the wrr in
America's first Junior Pilot Air Meet
and won 2nd place in the cross-country
race. I often performed mild aerobatics
such as loops and spins at Sunday airport
gatherings.
On March 5, 1933 I went barnstorm-
ing to Lompoc, California with the ex-
pectations of making a killing. It was
one of the wealthiest farming communi-
ties in California. We had advertised
Spud Manning's spectacular sky dive and
several thousand people attended. It
was my job to go through the crowd to
collect donations for the great event.
When the time came, I went all around
the airport to take the collection, only to
get a miserable $3.50. I was absolutely
devastated! I told the airport group
about it and the airport manager tossed
five bucks in the hat and suggested I go
through the crowd a second time and
give them a hard luck story. I did, ex-
plaining our situation and willing to take
any change they could spare. Almost ev-
eryone started digging for loose change,
resulting in pennies, nickels and dimes. I
ended up with about $35.00 and enough
to pay for lodging, eats and enough to
get home. The upshot of the debacle
was the fact that we got caught during
President Roosevelt's famous Bank Hol-
WallaceTouroplaneB
iday. They were all closed and nobody
had any money.
Sorry to be so long-winded but
thought you might enjoy what it was like
in the Golden Years Of Aviation with
your MYSTERY PLANE!
With all best wishes,
Tony Le Vier
La Canada, California
Other replies were received from
Harley Hayes, Park Forest, Illinoi s;
Frank Aber, Livonia, Michigan; Marty
Eisernmann, Garrettsville, Ohio; Lynn
Towns, Brooklyn, Michigan; Robert
Wynne, Mercer Island, Washington; H.
Glenn Buffington, EI Dorado, Arkansas;
Paul Schiding, York, Pennsylvania; Dick
Scheffner, Milton, Florida; Leon Perry,
Atlanta, Georgia; Wayne Van Valken-
burgh, Jasper, Georgia; William Mitchell,
Coudersport, Pennsylvania; Doug
Rounds, Zebulon, Georgia; John Under-
wood, Glendale, California; and Jack
McRae, Huntington Station, New York.
References: Aero Digest, November,
1929; Juptner's U. S. Civil Aircraft, Vol.
2; VINTAGE AIRPLANE, February,
March, 1974.
ANOTHER MYSTERY SOLVED
In the article by Dennis Parks, EAA
Librarian, on the 20th Anniversary of
VINTAGE AIRPLANE in the Decem-
ber, 1992 issue, a photo of the first Mys-
tery Plane was shown with the comment
that it had never been identified. Jack
McRae, Huntington Station, New York,
had the answer:
"It appears to be the S. S. Pierce
Sporting Tractor as described in Aerial
Age Weekly for February 17, 1919."
John Underwood, Glendale, Califor-
nia adds this: "The airplane was the
brainchild of S. S. Pierce of the S. S.
Pierce Aeroplane Company, Southamp-
ton, New York, but in 1916 without its
experimental Lawrence " B" radial of 40
hp. It is worth mentioning that this 3-
cylinder radial was the direct ancestor of
the famous Wright Whirlwind. Pierce
had been an instructor at Bleriot's school
in Paris. Presumably that is Mr. Pierce in
the cockpit with his bicycle propped
against the designer's office. In those
days most designers rode bicycles." ...
VINTAGE AIRPLANE 25
WELCOMENEWMEMBERS
Peter Anders
Gruenwald, Germany
Jay L. Anderson Cord, AR
Mark Anderson Bates City, MO
Scott D. Ankeney Dayton, OH
Gary D. Austin Medford, OR
Michael W. Baker
Coon Rapids, MN
James E. Ballenger
Virginia Beach, V A
Bruce D. Balough
North Canton, OH
Gary L. Banks Calgary, AI, Canada
Gary L. Barger Ashville, NC
Robert D. Barley Accord, NY
Jim H. Bastiani Bozeman, MT
Steven Bastien Sheboygan, WI
Butch Bell Chester, VA
Julio Cesar Benvenuto
La Plata, Argentina
Berlow Inc. Butler, NJ
Hans Ulrich Binz
Winkel, Switzerland
Dennis Blunt Rockford, IL
William J. Boelk Ham Lake, MN
Joe Bolegoh
Jerseyville, Ont, Canada
H. Searles Boone
Douglassville, P A
John E. Boy tim, Jr. Norristown, PA
Dorothy Buffington Marion, TX
Robert T. Cassidy, Jr.
Southbury, CT
Edmund J. Catallozzi
Springfield, MA
Harry M. Clark Mesa, AZ
Lee C. Cobb Grapevine, TX
William J. Como
West Springfield, MA
Edwin Copeland Melbourne, FL
Larry Crawford Vienna, VA
John E. Dailey Sparks, NV
Ray Davis St. Charles, MO
Dennis Denham Auburn, CA
William V. Domke Valparaiso, IN
Fred A. Drufke Morton Grove, IL
D. Eric Dust Lyons, CO
Tariq Ebrahim Waynesboro, PA
Stan Edwards Norwich, NY
James M. Egan Chelmsford, MA
John L. Endsley Long Beach, CA
Stanley J. Enedy, Sr. Rochester, NY
Vaughn Fkow Hendersonville, TN
Eje Flodstrom Kungaelv, Sweden
Rudolph A. Forst Joliet, IL
Colin Fray Macclesfield, England
Edward W. Giering Talahassee, FL
Andrew C. Gray Renton, W A
R. L. Grayson Columbus, IN
John P. Greissing Berea,OH
Michael J. Grimes Lancaster, CA
Richard John Hagie Andover, NJ
William G. Harrison Ennis, TX
J . Pinhal Henrique Portugal
Ronald Herron Mayflower, AR
Richard G. Hester Yakima, WA
Leslie Hibbert Laconia, NH
Robert T. Hill Metuchen, NJ
Frank A. Hitchings, Jr. Memphis, TN
Dick Hitt Lexington, SC
Robert C. Hogan Bedford, TX
Robert Hollenbaugh
Middletown, OH
Dave Huschke Midland, MI
Gary L. Jackson Texarkana, TX
Robert James Salem, OR
Garred A. Jiles Aguadilla, PR
John C. Kafford
Sarina, Ont, Canada
Ed Katzen Bellmore, NY
Clayton V. Kerr Greenville, SC
Herb Kerr Atlanta, GA
Marshall L. Kjelvik Fargo, ND
LaVern Knoepke Preston, MN
Stanley R. Lambert Spring, TX
Edward Lyons Modesto, CA
D Dan J. MacDonald
Sidney, BC, Canada
Sigurd Maehle
Roedstilkvn, Norway
John D. Mankin Belpre,OH
Frank G. Mann Blue Springs, MO
Norbert Maurer Cincinnati,OH
B. Milze Mc Elwee Augusta, AR
Perry McDonough Tanner, AL
Peter A. McEnerney
Manchester, NH
Ryan C McFeaters Crestview, FL
Robert B Mitchell Cottonwood, AZ
Lyle E Moore Ames, IA
John Mutchie Santa Anna, CA
Lester Eugene Newman Tucson, AZ
Don Novas Blackfoot, ID
Clarence Olsen
La Ronge, SA, Canada
David A. Orzel Williamsville, NY
Robert A. Parker Benson, NC
Mark Penner
Kitchener, Ont, Canada
Ronald E. Peterson Homewood, IL
Louis Polovich Benld, IL
Gene P. Post Fresno, CA
Michael J. Rath Hebron, KY
Kerry L. Reeder Memphis, TN
Elmar W.O. Reithmaier
Putzbrunn, Germany
Rocky Rexrode Sunray, TX
Frank E. Roales Vincennes, IN
Barclay L. Rogers
Martinsburg, WV
Kevi n C. Ross Edson, KS
Joseph H. Rowe, Jr. Vero Beach, FL
Paul R. Sandberg Spring Hill, FL
William Sanford Hopewell, V A
Leslie Sargent APO,AE
Ronald S. Sellers Bolingbrook, IL
William B. Shepard
North Wales, PA
David B. Smith Cumberland, IN
Ernest E. Smith Sneedville, TN
Harry Smith Lynchburg, V A
Phillip Stover Noxon, MT
Leon Strock Lexington, SC
Van Hayward Stumpner
Pensacola, FL
Gary L. Sublette Southlake, TX
Bernard Tatro, Jr. Chicopee, MA
Thomas Taylor Seattle, W A
Edward Terris MSGT APO, AE
John Thomas Behtlehem, CT
Larry Trexler Ithaca, MI
Leslie Tugan Park City, UT
Tsgt Chester Twarog APO
Miami,FL
Kerry A. Uhler Howard, PA
Cliff Van Vleet Sierra Vista, AZ
Michael Vasil
Mississagua, Ont, Canada
Gene Waggy Odessa, TX
Prof Frank Wicks Schenectady, NY
Leonard H. Wieczorek
Apalachin, NY
Clark Wilson West Palm Beach, FL
Marilyn D. Wilson Whipple,OH
Gregory W. Witzel Hunsville, AL
James Wornall Cynthiana, KY
Charles D. Wyckoff Norwich, CT
The following list of coming events is fumished to our readers as a matter of
information only and does not constitute approval, sponsorship, involve".'ent,
control or direction of any event (fly-in, seminars, fly market, etc.) listed
Please send the information to EAA, All: Golda Cox, P.O. Box 3086,
Oshkosh, WI 54903-3086. Informati01l should be received four months prior
to the event date.
MARCH 19-21 - CHANDLER, AZ -
10th Annual Shamrock Air Derby Cross
Country Speed Race (AZ 99s). 602/961-
1172.
MARCH 20 - OSHKOSH, WI - EAA
Air Adventure Museum. Women in Avia-
tion presented by the 99s. 414/426-4800.
MARCH 20 - PUNTA GORDA, FL-
EAA Chapter 565 Fly-In Breakfast. Char-
lotte Co. 813/575-147l.
MARCH 24 - PAL-WAUKEE, IL-
Pal-Waukee Airport Pilots Assn. General
Meeting. 312/853-3550.
MARCH 27 - OSHKOSH, WI - EAA
Air Adventure Museum's 6th Annual
Model Airplane Show. 414/426-4800.
APRIL 4 - FT. MYERS, FL - EAA
Chapter 66 Pancake Breakfast Fly-In, Page
Field. 813/947-1430.
APRIL 17 - OSHKOSH, WI - EAA
Air Adventure Museum - Wiley Post and
the Winchester 21 seminar. 414/426-4800.
APRIL 18 - 24, 1993 - LAKELAND,
FL - "The Gift Of Flight". The 19th An-
nual Sun ' n Fun EAA Fly-In and Interna-
tional Aviation Convention. Lakeland-
Linder Regional Airport. For information
call 813/644-243l.
APRIL 24 - GLOBE, AZ - Holy An-
gels Fly-In. Globe San Carlos (Cutter Air-
port). 602/425-5703,425/5979.
APRIL 25 - SPRINGFIELD, IL - 2nd
Annual Fly-In Drive-In Breakfast. Capital
Airport. 217/483-320l.
APRIL 30 - MAY 2 - BURLINGTON,
NC -Spring EAA Fly-In for Antique and
Classic aeroplanes. Trophies in all cate-
gories; vintage aviation films; good EAA
fellowship. All welcome. Contact: R. Bot-
tom, 103 Powhatan Pkwy, Hampton, VA
2366l.
APRIL 30-MA Y 2 - CLEVELAND,
OH - 9th Annual Air Racing History Sym-
posium. 216/255-8100.
APRIL 30-MAY 2 - CAMAR-
ILLO, CA - Annual EAA Chapter
723 Camarillo Fly-In. Contact: Larry
Hayes, 805/373-5144.
MAY 1 - 2 WINCHESTER, VA -
Winchester Regional EAA Spring
Fly-In at airport. Trophies for win-
ning showplanes. Pancake breakfast
Sunday. Contact: Al orJudy Sparks,
EAA Chapter 186, 703/590-9112.
MA Y 2 - ROCKFORD,IL - EAA Chap-
ter 22 annual Fly-In breakfast will be held at
Mark Clark's COURTESY AIRCRAFT,
Greater Rockford Airport. For informa-
tion, call Wallace Hunt, 815/332-4708.
MA Y 2 - DAYTON, OH - 30th Anniver-
sary EAA Chapter 48 Funday Sunday Fly-
In at Moraine Airpark, Dayton, OH. Lots
of food, antiques, flea market and more.
Call Jennie Dyke at 513-878-9832.
MA Y 15 -16 HAMPTON, NH -
Hampton Field - 17th Annual Aviation
Flea Market. Fly-In, Drive-In, Camp-
ing on field - no fees. Cantact: Mike
Hart, 603/964-6749.
MAY 15 - 16 - JEFFERSON
COUNTY AIRPORT, TX - Between
Beaumont and Port Arthur, TX. First
Annual Appreciation Day. Contact:
Lonnie Hood, 409/838-6973 (W) or
409/892-6418.
MA Y 16 - BENTON HARBOR, MI -
Ross field, 7th annual EAA 585 pancake
breakfast, aviation and local exhibits, classic
cars, Lunch available for non arrivals. Con-
tact: AI Todd, 616/429-8518 or write Dawn
Patrol, 4217 Red Arrow Hwy, Stevensville,
MI49127.
MAY 21- 23 - COLUMBIA, CA-
Luscombe/ Monocoupe Fly-In. Co-
Sponsored by the Don Luscombe Avia-
tion History Foundation. Contact: Art
Moxley, 23331 SE 267 Pl., Maple Val-
ley, WA 98038. 206/432-4865.
MAY 22 - 23 - WADSWORTH, OH
- Wadsworth Municipal Airport (3G3).
EAA Chapter 846 Fly-In for experi-
mental, antique/classic and warbird air-
planes. Contact: 216/334-3699.
MAY 29 - DECATUR, AL - EAA Chap-
ter 9411Decatur-Athens Aero 5th Annual
FLy-In. Experimentals, Warbirds, and An-
tiques and Classics. Awards for planes and
pilots. Camping available. Call for more in-
formation: (205) 355-5770.
MAY 29 - 31 - MAYVILLE, NY -
Dart Airport and Aviation Museum.
Sport and Vintage Glider/Sailplane
Meet. Contact Dart Airport, P.O. Box
211, Mayville, NY 14757. Phone
716/753-2160
JUNE 4-5 - BARTLESVILLE, OK-
Frank Phillips Field. BIPLANE EXPO
' 93, the 7th annual National Biplane Con-
vention and Exposition. Biplane airshow,
forums, seminars, workshops. Biplanes
and NBA members free, for all others an
admission fee is required. Contact Charles
W. Harris, Chairman, 9181742-7311 or Vir-
gil Gaede, Expo Director, 918/336-3976.
JUNE 4 - 5 - MERCED, CA - 36th
Annual Merced West Coast Antique
Fly-In. Merced Municipal Airport,
Merced, CA. Contact: Don Nolte
209/384-1144.
JUNE 5 -6 - V ALPARAISO, IN -
Porter County Municpal Airport. NW
Indiana EAA Chapter 104 Pancake
Breakfast and Sandwich Lunch. Con-
tact: Bob Collins 219/884-1619.
JUNE 24-27 - MT. VERNON, OH -
34th Annual National Waco Reunion.
"G reatest WACO Show On EARTH".
For more information, call 513/868-0084.
JUNE 26-27 - GREELEY, CO - EAA
Rocky Mountain Fly-In. 303/798-6086.
JULY 7-11 - ARLINGTON, WA -
Northwest EAA Fly-In. 206/435-5857.
JULY 10 - 11- EMMETSBURG,
IA - 5th Annual Aeronca Fly-In spon-
sored by the " Taildragger Club".
Contact: Keith Harnden, Box 285,
Emmetsburg, IA 50536.
JULY 11- MICIDGAN CITY, IN
- EAA Chapter 966 Pancake Break-
fast. Contacts: The Dees - 219/324-
6060 or the Hugley's 219/325-0133.
JULY 24 AND 25 - SHIOCTON,
WI - Annual Fly-In. Contact: Joyce
Baggot,414/986-3547.
THURSDA Y JULY 29 -WEDNES-
DAY AUGUST 4, 1993 - OSHKOSH, WI
- 41st Annual EAA Fly-In and Sport Avia-
tion Convention. Wittman Regional Air-
port. Contact John Burton, P.O. Box 3086,
Oshkosh, WI 54904-3086. Call 414/426-
4800 for more information. ITS NEVER
TOO EARLY TO MAKE PLANS TO
ATTEND!
AUGUST 12-15 - LOCK HAVEN, PA
- William T. Piper Memorial Airport. Sen-
timental Journey '93. " Aerial Mail To
Lock Haven" is this years theme. All makes
and models welcome, especially Antique
and classic airplanes. Call 717/893-4200
(9am 'til 5 pm) , Fax 717/893-4218 or write
P.O. Box J-3, Lock Haven, PA 17745-0496.
SEPT. 11-12 - MARION, OH - EAA
Mid-Eastern Regional Fly-In (MERFI).
513/849-9455.
SEPT. 18-19 - ROCK FALLS, IL -
EAA North Central Fly-In. 708/513-0642
SEPT. 25-26 - WILMINGTON, DE -
EAA East Coast Regional Fly-In. 301/933-
0314.
OCT. 15-17 - KERRVILLE, TX - EAA
Southwest Regional Fly-In. 915/658-4194.
VINTAGE AIRPLANE 27
EAA ANTIQUE/CLASSIC
DIVISION CHAPTERS
Ever wonder if there was an EAA Antique/Classic Division Chapter near you? Here's your chance to
get involved locally with your favorite type of airplanes. (Not to mention the greatest airplane people!)
COLORADO
19GRANDJUNCTION
RayM.Guziak
2226RimrockRd.
GrandJunction,CO81503-1177
TELEPHONE: 303-243-5518
MEETING: 1STTHURSDAY, 7:30PM
539 NORTH FIRSTST.
FLORIDA
1LAKELAND
ShellyR.Decker
1735MaplewoodDr.
Edgewater,FL32132-3011
TELEPHONE: 904-423-8703
MEETING: CONTACTPRESIDENT
ILLINOIS
26LANSING
PeterD. Bayer
25957MiddlePoint
P.O. Box134
Monee,IL 60449
TELEPHONE: 708-534-6240
MEETING:WINTER- LANSING
AIRPORT,SUMMER-TOBE
ANNOUNCED
CONTACTPRESIDENT
24RANTOUL
William R. Claxon
205Willard
Gifford, IL61847
TELEPHONE:217-568-7810
MEETING:3RDTUESDAY, 7:00PM
1403HOL YCREST, CHAMPAIGN, IL
KANSAS
16OVERLAND PARK
GeraldW. Gippner
14810W. 159thSt.
Olathe, KS 66062-3630
TELEPHONE: 913-764-8512
MEETING:3RDFRIDAY, 7:30PM
INTERSTATESAVINGS,
87TH&METCALF
MICHIGAN
20PINCONNING
GeorgeT.Buechle
3493N.TowerBeachRd.
Pinconning,MI 48650-9736
TELEPHONE: 517-879-4123
MEETING: 2NDSATURDAY,2:00PM
CARLA.GROSSAIRPORT
28MARCH 1993
MINNESOTA
13ALBERTLEA
TimSteier
RR 3, Box18
BlueEarth,MN56013-9404
TELEPHONE: 507-526-2056
MEETING:4THTHURSDAY, 7:30PM
CONTACTPRESIDENT
4MINNEAPOLIS
StanleyV. Gomoll
104290thLn., NE
Minneapolis, MN55434-3353
TELEPHONE: 612-784-1172
MEETING:QUARTERLYMEETINGS
CONTACTPRESIDENT
NORTHCAROLINA
3 MAYODAN
SusanB.Dusenbury
Falling LeafHangar
RR 4, Box312A1
Stoneville, NC27048-9804
TELEPHONE:919-573-3636
MEETING:CONTACTPRESIDENT
NEWHAMPSHIRE
15HAMPTON
HarveyB. Wells
PO Box1487
Kennebunkport, ME04046-1487
TELEPHONE:207-985-4221
MEETING:2NDSATURDAY, 11:00AM
CHAPTERCLUBHOUSE,
HAMPTONAIRFIELD
NEWJERSEY
7FLANDERS
WalterP. Ahlers,Jr.
60MainSt.
Flanders, NJ07836-9112
TELEPHONE:201-584-7983
MEETING: 1STTUESDAY, 7:30PM
FLANDERSVLY.AIRPORT,
CHAPTER MEETINGHOUSE
OHIO
22ZANESVILLE
JohnMorozowsky
1629WheelingAve.
Zanesville, OH 43701-4528
TELEPHONE: 614-453-6889
MEETING: 3RDSUNDAY,2:30PM,
EVERYOTHER MONTHON EVEN MO.
JOHN' SLANDINGAIRPORT
OKLAHOMA
10TULSA
ArnolI. Sellars
5642S. IndianapolisAve.
Tulsa,OK74135-4164
TELEPHONE:918-745-0956
MEETING:2NDTHURSDAY, 7:30PM
HARDESTYLIBRARY
PENNSYLVANIA
5YORK
KennethW. Wolff
RR 2, Box211
EastBerlin, PA17316-8918
TELEPHONE:717-259-8397
MEETING:3RDTHURSDAY,7:30PM
ADAMSELECTRICBLDG.,TRINITYRd.
TEXAS
2 HOUSTON
CleoM. Bickford
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Cypress,TX77429-1667
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DRYCREEKAIRPORT, CYPRESS
VIRGINIA
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Richmond,VA23229-6938
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GeorgeA. Meade
5514N. NavajoAve.
Glendale,WI 53217-5039
TELEPHONE:414-962-2428
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CAPITOLAIRPORT
ARGENTINA
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SanPedro 2930 ARGENTINA
TELEPHONE: 0329-29307
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Paymentmustaccompanyad.ViSA/MasterCardaccepted.
AIRCRAFT:
1946GlobeSwift-1600TTAF; 1200SMOH; recent top. 145hp.
Well maintained with aood records. One pc. windshield, Cessna
seats new glass, Clevelands, 760 comm, transponder, spares.
$26,000.708/697-5677. (3-1)
1946AeroncaChief- 2368TT, 577SMOH. LsgalA-75Continental,
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1946 Taylorcraft - 65 hp, Total restoration 1991. 600 TT, 140
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3000.(3-1))
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CURTISS JN4-D MEMORABILIA - You can now own
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Fly-AboutAdventuresandtheErcoupe- Full color,130pages,
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GEE BEE, etc.- Superscale model plans (used for Benjamin's
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Antique and Classic wheel pants - Will custom build in
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VtNTAGEAtRPLANE31
'AVEMCO secured the
vreck, assessed the loss,
md the settlement was
what I expected
rom them... quick and
"

_ong before Hurricane Andrew
nade its historic South Florida
3ndfall, aircraft owners were
Inxiously tracking its progress
Ind doing everything possible
o protect their investments in
[s path. One of them was
)avid Bodley, a professor of
:omputer science whose Piper
I.rrow was tied down at
-amiami Airport. But by the
ime it became apparent that
-amiami was at ground zero,
lodley, unable to find hangar
pace or to fly his aircraft to a
,afer location, tied his aircraft
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In Canada Call
1-800-263-1631
was finally able to
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sponse Team
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the wind stopped.
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he says, "I wouldn't
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continue flying."
Our three decades
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Shouldn't you be enjoying
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'When
Andrew hit,
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place was my

Insurance.
AVEMCO got
there before
I did."
-David Bodley
Tamiami, Florida
IfEMCO
INSURANCE COMPANY
1-800-638-8440
By Aviation People... For Aviation People