Professional Documents
Culture Documents
Action at Headquarters includes a numbering system for the Antique and Classic Division
card holders, design of our own letterhead, an illustrated brochure and best yet, our maga
zine which you are reading now, thanks to Jack Cox.
The membership number you receive will not coincide with your EAA number for a
couple of reasons. One is expiration date differences and, two, since we are a Division we
felt new and separate numbers would be more appropriate.
Our letterhead will soon be in evidence, another mark of individuality. There has been
suggested our own jackets and hats in a distinctive color. My feeling is that many of us have
already purchased EAA jackets and since money is the object along with loyalty to our
parent organization we should keep the basic jacket, add our patch, and maybe wear a sepa
rate and distinctive ball cap ... Let's have some comments on this.
The new brochure will be a simple photoplay and description of our Division with an
application and an applicant history form. We'd like to uncover any talents and also indi
~iduals who will participate in Division activities ... at Oshkosh and other fly-ins, and even
here at Headquarters. If you have a favorite picture of yours or any aircraft you would like
to see used in the brochure, send it in. We will use as many as we Can.
Another item of interest. Life memberships are available in the Antique and Classic
Division. Same terms, same price as EAA Life Memberships. Contact Bonnie Poberezny if
you are interested. Special numbers here too.
Now that you've seen "The Vintage Airplane", grab your pencil and a post card and for
ward your critique and comments to myself' or Jack Cox. We may not change anything but
you'll make us think, and we might print your letter, too.
I~f
~ ~IAbf
ARPlA~f PAGE 5
TABLE OF CONTENTS
ON THE COVER ... Buck Hilbert and his Fleet 2. Photo by Ted Koston .
EDITORIAL STAFF
THE VINTAGE AIRPLANE is owned exclusively by Antique Classic Aircraft, Inc., and is publ ished monthly at Hales Corners, Wis . Second Class Per'l'it
is pending at Hales Corners Post Office, Hales Corners, Wis. 53130. Annual membership of the Division is $10.00 for a 12 month period of which $7.00
is for the subscription to THE VINTAGE AIRPLANE. All Division members are required to be members of the parent organization, the Experimental
Aircraft Association. Membership is open to all who are interested in aviation.
SECRETARY TREASURER
RICHARD WAGNER NICK REZICH
BOX 181 4213 CENTERVILLE RD.
LYONS, WIS, 53148 ROCKFORD, ILL. 61102
Postmaster: Send Form 3579 to Antique Classic Aircraft, Inc., Box 229,
_. Hales Corners, Wisconsin 53130
Copyright <!:> 1973 Antique Classic, Aircraft, Inc. All Rights Reserved.
3
(Photo by Ted Koston)
How all this started goes back several years. I've al was lookin' sideways at me all the while I was preflight
ways been considered fickle when it comes to airplanes. ing him ... each time I discovered some hangar rash or
"Love 'em and Leave 'em," was my way. Since 1960 a loose somethin' or other, he seemed to shrug his wings
when I got back "IN" as an airplane owner, I've had an a little and stand a little prouder. I guess this was the
airplane a year, sometimes two. A PI'-23 first, then a PI' first indication that there was a personality here. He
22. A Porterfield LP-65, an Aeronca 65LA Chief, a 7 AC reminded me of an old, but still proud, stallion ... full
Champ, another PI'-22, an Aeronca C-3, another PT-22, of scars, but still willing, still full of fire, and ready to go.
the Ar!ow Sport "M", a Cessna 120, Meyers OTW, Breezy, Ralph helped me push him up to the gas pump. He
Luscombe 8A, and the Fleet 11. Egads! That's fourteen was completely dried out and took the full eighteen
airplanes! That's a real indicator of how fickle I am. gallons plus a couple quarts of oil. I took another look
Now if that was women, I'd be the hero of the Aviation at that Kinner and with Ralph in the rear cockpit
Fraternity. steeled myself for a tedious propping job. We used our
I'd admired Charlie Smith's Brewster Fleet for years PI'-22 experience and after a sufficient number of blades.
and I never could understand Charlie's jealousy and to clear the lower jugs some, primed it and hollered
possessiveness about the machine. After all it was just "Contact". I don't think either of us was prepared for
another flying machine, but he turns from a smiling the immediate bang, pop and clatter. It started just that
Irishman into a mean and dirty old man and really easy.
gets on the defensive when someone comes near. He While I suited up (it was about 25 degrees), Ralph
snarls at little kids. Swears at women and gets down taxied up and down and around the strip. No sign of all
right rude with fellow airmen. All because of that Fleet. those wicked tendencies. It didn't suddenly flip upside
And since he doesn't want anyone to know what joy this down, or cartwheel. or do anything. I felt sorta stupid
machine gives him, and how easy it is to fly, he spins 'cause I had relayed all the precautions to be taken
long hairy yarns about how wicked it is. How it will to Ralph. He came back with his goggles up on his fore
bite you. Never to land on pavement. How you take your head and grinnin' like you never saw. He was so cold he
life in your hands everytime you fly it ... if you believe was shivering, but his first words were "when could he
even half of what he says, you turn and run. fly it?"
Well, I happen to know this guy pretty well. I've Now it was my turn. I jumped in and even with no
seen his inner self a couple of times when we were buck right brake and that 15-20 knot wind there were no
ing thunderstorms, weather down to real tight minimums; problems. That wheezy Kinner pulled like an R-985 and
• • •
ice and snow up the Kazoo ... and I'll fly with him any sounded like a John Deere. After a couple runs, I let
time! The only real thing that ever gets him uptight is him have his head and away we went. With that wind a
when someone asks for a ride in that Fleet. I've finally cautious final resulted in a real high approach. I dropped
figured it out. He just doesn't want anybody askin' him it in and blasted off for another try. This was fun ... the
to share his greatest possession. That danged Fleet has Myth dissolved in the breeze ... I shpt three or four
a real hold on him. I understand perfectly, now) cause more and we started for home.
I have the same problem, but I'm getting ahead of my I nearly froze, but I really didn't notice. I was too
story. deeply enthralled with this goofy lookin' bird. He cruised
Dorr Carpenter started me lookin' at 431K. It was at 85 with 1550 rpm. He didn't really want to stall. His
rumored to be for sale, but Dorr, a Ryan purist, wasn't longitudinal stability was absolutely nil. If the nose went
interested, so he tossed it to me. I was interested. Inter down or up it stayed there till either it began to push the
ested enuf so that I grabbed Ralph Redmer and his redline or until all speed was lost and then we'd mush.
Cherokee 180 and we buzzed right out there. Down near the ground in mechanical turbulence he had
There sat the saddest, awfullest lookin' thing I'd ever . a mind of his own, but even then he was rock steady, light
seen. It was tucked into the back of an open air hangar and nimble on the controls. At the completion of each
with one wheel blocked up to raise the wings high enuf maneuver, (no aerobatics) he just asked, "What next,
to make room for the Cessna 140 to be shoved in. The Buddy? What are we gonna try now?" This tattered
faded blue and. white paint was covered with bird dirt old wind wagon .really had a personality.
and dust. The oil puddle beneath that sad lookin' Kinner I had planned landing at Elgin, 'Illinois, to be on the
and the weather beaten prop was scarey, too. The tires safe side. (My strip was 1400 feet with a dog-leg,
looked flat and it was a pretty sorry lookin' mess. I al trees and very narrow.) But I soon realized there was
most called the whole thing off right then and there. just no reason to go all the way to Elgin. Our Flighty
We moved it out. The Kinner seemed to have one Fleet would go into the strip with no sweat at all
good jug and wheezed like an old sow when we pulled it besides, the wind was right down the runway so why not?
through. The tires were indeed almost flat and the birds Ralph had been flying circles around us watching
were real unhappy at having their nests evicted. The this get-acquainted process. I'd caught a glimpse of
right brake was flat. The only really new thing was the him now and again in various positions around me. I
seat belts. Brand new nylon PT belts, so stiff they could didn't really realize how I had ignored him until he com
hardly be adjusted. plained about it later. Ralph took several pictures and
Despite all this obvious tatter and the timeworn look, clocked the cruise speed. He also watched me fall out
there was something regal about this old guy. He looked ofthe sky doing stalls - couldn't figure what was up when
me over as I was lookin' him over. I was feelin' like he I was checking that stability tendency - but stuck with
5
me at 80-85 mph all the way home . .. about 125 miles. he taXied in for gas I literally ran out to look "MY" air
We landed at my strip. Ralph followed us in and after plane over. I ali but ignored Curt.
exclaiming at how short a runway the Fleet needed, took Gradually over the next year I seemed more and more
a rain check when I offered him a ride. He could see the reluctant to fly 431K. I didn't take him anywhere. I made
cold soak setting in pretty good by this time. As it turned excuses about having too much to do on the farm, or it
out, he didn't get his ride for several months. I pulled the was too windy, or something else needed attention. Arid
heads off the Kinner the next day. With Ralph's help, we then a strange thing began to happen. I began to drop
did a very thorough valve job. I replaced all the push into the hangar just to look at him, to pull the engine
rod shrouds, installed new plugs and harness, reworked through, check the oil, to just sort of pet him once in a
the carb, and heat muff assembly, re-did the mags and while.
fixed that leaky fuel selector. Had the prop reworked up There were a few short side trips during this year with
at Whirlwind, replaced the front crankshaft oil seal and a Meyers OTW, a Luscombe 8A, Breezy and a Starduster,
caught up on lots of the little airframe stuff, too . . . like but really, they were just side trips, comparisons. I al
tail wheel tire, new gas gauge, new brakes, bird's nest ways came back and 431K always won the competition,
removal, a few patches here and there, and a little clean "no sweat"! He knew he was the best damned flyin' ma
ing up. chine in the air, and he also knew he had me right where
Curt Taylor came in here to supervise and nit-pick I'm tender. Strange, isn't it? I even find myself compar
my work. He shot me down for relicense with a leaky ing the DC-8 to this guy.
gas tank. Finally, all the things were done and altho' the And, again, I'm embarrassed by my reluctance to
rag was marginal, he was ready to fly. let anyone fly him. I've turned down people like Bill Dodd,
Ralph got his ride. My wife and kids got theirs and I my buddy Dario Toffenetti, Ralph, and others who I know
was having a ball. But for some strange reason I wouldn't are real good or better than average aviators, with lame
let anyone fly it. I made excuses about brakes, about get excuses. This just ain't like me. I've always shared m)t
flyin' machines with any and all who would take the stick,
and I've enjoyed doing it, too. Ask anyone! My machine
was there to fly. I've given hundreds of rides and always
jumped out and let them fly solo.
Blakesburg '71 put me on the defensive. Evander
Britt and his buddy Dusty Rhodes gave me the "Poor
Boy Award" - a pocket knife - to scrape the grease and
dirt off my airplane. I'll treasure that award always, but
I was too wrapped up in just enjoyin' my Fleet to really
realize how tattered and dirty he really was. I kept tellin'
myself all he needed was a little paint Rnd maybe a little
rag here and there , and maybe a set of tires, and maybe
the engine was a little tired, but he flew better than any
other airplane there. Maybe the brakes do lock up, but
once you horsed him off he flew like a dream. So what if
them Stearmans and Waco's were prettier .. . what do
they know??
Oshkosh '72. We were flanked by Tom Street's pret
ty Fleet on one side and Robert Frqst's on the other. They
both looked good, but compared to 431K they were im
maculate. I was miserable. I developed a bad limp, I
felt a hundred years old, I wailed to George York about
how lousy it was to grow old. It was terrible.
Then the heavens opened up and sent me a saviour.
Bill and Dorothy Haselton met me on the line the after
noon I got there. Almost before the handshake was over
Bill was talking projects, parts, and plans for a new
(EAA Photo) project .. . and did I know where he could find one?
Bucky's favorite window to Mother Earth. Knowing this guy's wizardry with "Oak Lawn Corduroy",
and remembering the beautiful examples of his work
from experience, namely the Rearwin at the Museum, his
ting acquainted , stuff like that. I didn't attach any im own T-Craft and other projects I had seen, I didn't dare
portance to it at first. Never gave it a thought. Then I hope ... but I asked anyway. "How about a Fleet, Bill?"
let Curt Taylor fly it. I didn't get the derisive hoot I expected. He didn't laugh
I died a thousand deaths. I couldn't watch. I finally at me either. He just simply asked if I really meant it,
ducked into the office for a cup of coffee, but even then if I had considered the cost and when could I bring it
I couldn't keep my eyes off that tattered blue wind over? He spent the whole day looking the airplane
wagon. over, wiggling this and wiggling that, and taking men
Curt must have shot ten landings. I was a wreck. I tal notes on what had to be done, where. The first hint
had applied so much body english I was all but exhausted. that he was going to tackle the job was when he walked
I don't mean Curt can't fly, he is one of the better types up to the Fleet owner next to mine and said, "You got a
and he understands old airplanes, this is just a something nice airplane here, fella , but watch out. WE'll be here
I suddenly developed that got worse as time went on. next year with a job that'll knock your eyes out!"
Then he left the pattern. My relief was soon replaced Chapter 101's annual bash at Joliet was to be the de
by another dread . Was he never coming back? It seemed livery date. Bill would pick it up there. This was right
like an eternity before I heard that Kinner on downwind. after Blakesburg where I came pretty near getting the
The relief at seeing him back was soon forgotten with Ratty Bird Award, which I largely ignored. I knew I not
the twitch and turn of quickly applied body english as I only had the oldest unrestored and best airplane there,
worked very hard through several more landings. When but when we came back we'd have a whole new set of
6
threads and they'd really have something to look at. And original, he was honest, and I think Bill is being afflicted
they will, too, this guy Haselton is somethin' else. with Fleet syndrome, too, 'cause less than a month later
UAL had other ideas and the Joliet Fly-In was viewed he has him standin' on his new 650-10 shoes in his
from thirty-nine thousand feet as I flew a charter from the Tennessee Red suit. Next spring will see him adorned in
west coast to Detroit. Almost before I got home the phone his yellow wings and by early summer he'll be back in
was hot ... Haselton, wanting to know where the air the air.
plane was? - why didn't I get it over there? I stalled Only one thing though, I had to promise Bill he could
him. Now that the time had come, I was reluctant to fly it, and I'm already polishing up my best body eng
take him over to be torn down. I finally took him over to lish and strengthening my white knuckle grip. Possessive
SBN on Wednesday, October 18. and selfish as I was when this airplane was such a
About ten days later I was invited over to view the "DAWG", what is it gonna be like when I get him back
naked bones and Curt Taylor made the pre-cover in and he is all shining and pretty and "NEW"?
spection. Bill showed us the scars 431K had collected I once knew a guy who was the most generous fella
during his 43 years. 16 splices were evident in his bones. I have ever met ... would give you the shirt off his back
There had been a cracked longeron at the lower left en and have it altered if it didn't fit. Two things, 'tho,
gine mount attach point. Then there were all the badly were sacred to him. He always said you could have any
worn bolts, and every bushing was badly worn and had thing he owned except his wife and his toothbrush ...
been replaced, but do you know something? He was all well, I'm one up on him! I also have my "Fleet"!
. .. And In 1963.
- Dick Probert (contact Fleet Club
FLEET 2 - - Kinner K-5
for address) is modifying 22 x 10 x 4
N 8648 61 1929
and tubes.
N 8687 74 1929
countries.
N 415K 138 1929
perhaps you will want to join the sulting the latest copy of the U. S. N 760V 340 1930
Fleet Club and receive the group's Civil Aircraft Registry . N 764V 332 1930
P. O. Box 1426
FLEET 1 - 145 Warner N678M 226 1930
N 8626 39 1929
N 743V 308 1930
tion.
N 420K 143 1929
N 226H 1929
N 228H 121
1929
provide services valuable to restorers: FLEET 2 - - Kinner R-440B Series N 446K 169
1929
P . O. Box 952
N 448K 171 1929
N 795V 376
1931
George Haddock
N 53Y 412
By M . C. "Kelly" Viets
Ercoupe Club
For me one of the most fascinating things about avia Mr. Weick's preliminary statement of light plane re
tion has been to study and watch the genius and deter quirements , a one-page memorandum, which he still has
mination of men as they try to reach the ultimate design and which was born of discussion with countless pilots,
of aircraft. I feel privileged to have had the opportunity engineers , etc., as well as his own experience, called for
to have not only observed, but also had the unique a plane with the following characteristics (besides linked
experience of having flown an aircraft for the past 26 controls and freedom from spin and wing-tip stall):
years that I consider one of the outstanding designs Ability to land safely at both the greatest angle of
in the history of aviation. This design , of course, is Mr. attack and the greatest gliding angle maintainable
Fred E. Weick's Ercoupe. in other words , ability to make satisfactory landings with
After having made such a statement, let me give my out particular respect to the pilot's skill; stable "hands
reasons. A small amount of research will reveal that Mr. off' level flight, i.e., level flight without constant, weari
Weick is a very methodical and practical man while some fussing by the pilot, as was the case with an old,
being blessed with true genius as few men are. In 1930, unstable plane like the Jenny; dynamic longitudinal
Mr. Weick set down a list of 25 things which he con stability as nearly as possible "dead beat", that is, if the
sidered were necessary for the criteria of the ideal light nose is raised or depressed, as by a gust, the plane should
plane design. return to level flight without excessive up-and-down
10
swaying or "hunting"; inability to maintain a dive at a models - built in his basement in slightly over a year's
speed greater than 1.1 times the maximum horizontal time - the cost approximately $2,000.00. This included
speed; wide range of vision in the air and on the ground; a geared drive Pobjoy engine. Built of wood and steel tub
reasonable comfort in gusty and bumpy air; minimum air ing it is interesting to note some of the design figures.
speed, 30 mph; cruising speed 100 mph; take-off run 100 The plane had a 30 foot span (sound familiar?), weighed
feet; landing run 50 feet; rate of climb 400 feet a minute; 1,150 pounds, wing area was 161 square feet but it only
optimum angle of climb about 10 degrees; minimum glid cruised at 80 mph. But it did accomplish its purpose. Its
ing angle, five degrees or less; maximum gliding angle, stalling speed was 35 mph, take-off run was 120 feet and
27 degrees; ~imple engine and auxiliary controls; simple, landing run was 100 feet.
rugged structure, to keep down repair time and original About this time the Bureau of Air Commerce, under
and maintenance cost; vibration, only slight and unob Mr. Vidal, became interested in private flying and started
jectionable; side-by-side seating, to permit companion a research program to produce a $700 light plane that
ship; interior quiet enough for normal conversation; built would be safe for the average man to fly. The man they
in crash protection for pilot and passenger; and the plane placed at the head of this project was Mr. John H. Geis
as a whole small in size. se.
Then during the winter of 1933-34 he, along with some His first step was to contact the NACA. There he. m~t
friends, constructed his first aircraft which embodied his aircraft which met or exceeded their proposed specifi
criteria. The aircraft was a high wing monoplane (unique cations. The Bureau arranged to purchase the plane for
in 1934) with a pusher engine, twin booms to twin rud tests for $5,000.00. This accomplished, they immediately
ders, the main wheels were widely spaced at the rear and ran into a typical bureaucratic reaction of aversion at
.. . "HORRORS!" ... there was a nose wheel. the purchase of a "backyard" aircraft. Therefore, they
Now, this really shook up the Civil Aeronautics per had Fairchild construct a copy so they could test a "pro
sonnel. The plane was appropriately called W-1. The fessional" product. This plane was called W-1-A. Similar
plane was built following a series of tests with gliding in all respects except t_h e_ plane was equipped with
1936
Weick W-1A
~~~\\
CUTTING OUT YAW In 1936 Fred Weick was test flying his
\ \ ',"-
\\ A~'"'
W-1A with a N.A.C.A. slot-lip aileron. With the aileron \,\\\ LANDING
up, lift was killed and the slot behind it prevented the ' RANGE
formation of burbling, which would cause a momentary accumu
lation of lift. The ever-open slot through the wing prevented
the wing tips from stalling at large angles of incidence.
11
flaps instead of the fixed slots on the original. Again, some time ago when it was blown over by a large airline
typically, they were so sure something had to be wrong type.
with a nose gear that they ended up destroying the air Most of the above information was gleaned from an
craft trying to produce "shimmie" in the nose wheel. All article published in Air Trails Magazine, March 1945,
this in the face of the fact that no "shimmie" problem had written by Mr. Leonard Engel. The only thing Mr. Engel
developed in the original design. did not see was the impact that the Ercoupe would ul
Mr. Weick had been in touch with an old friend, Mr. timately have on private aviation. This, I have been pri
Henry Berliner, who was head of Erco, a firm of aviation vileged to see. .
tool makers . Mr . Berliner was, by the way, the son of the In 1946, when I was first "slipping the surly bonds
inventor of the microphone . From this meeting these men of earth", there was only one plane on our entire- airport
set out to design an aircraft which not only had all the that had a nose wheel and that, of course, was the Er
safety principles but would have good looks, sturdiness coupe. The plane also had one of those new-fangled
and utility. electric starters and lights - real deluxe. Those of us who
The first Ercoupe was built and flown in 1937 and were trying for commercial licenses were required to
was affectionately called the "Jeep". It was powerf;ld by have ten hours night flying so we had to check out in the
a 40-hp Continental pending development of Erco's own Ercoupe. This was fine because the plane looked good
65-hp power plant. Designed by Harold Morehouse this to me. The only problem was my instructor - it seems
design was a 4-cylinder, inline, air-cooled engine. The he was mortally afraid of having a wheel up front, plus
production costs proved to be excessive and the engine the shortage of rudder pedals. I can still remember my
• was dropped in favor of the new 65-hp Continental. This own aching legs from stomping the floor with nothing
then became the production model , of which 112 were there. It wasn't until several years later that I finally be
constructed prior to the war. gan to fly the Ercoupe as it was designed to fly.
Now, friends, look at a modern airport and remem
Our friend, Mr. Larry Acock, radio man par excel
ber the Ercoupe was the number ONE mass production
lence, was installing our radio and he told the story of
tricycle gear.
his father-in-law, who purchased an Ercoupe in Kansas
In 1945 and 1946 no one was even thinking of the
City, Kansas at the Fairfax Airport. After purchase, it
impact this little airplane would ultimately have, but
was decided to find the production number of the air
today, Mr. Weick should surely take great satisfaction
craft. So while the mechanic crawled inside", the proud
in the total acceptance of his design philosophy. It
new owner got out his paper and pencil. The mechanic
made me smile when I asked an instructor with almost
called out "one" loud and clear, then crawled out and
a thousand hours to go around the patch with me in a
started closing the cockpit. The new owner said, "Well,
Cessna 180 that was for sale. His reply was , "Me, fly one
what's the rest of it?"
of those tricky tail draggers? Never!"
"That's all", came back the startling answer.
12
And speaking of Clipwing Monocoupes, the most
famous one of them all, N36Y, is currently undergoing
a complete restoration. This is the famed "Little Butch'
in which Woody Edmondson won the World's Aerobatic
Championship at Miami in 1948. This little tiger has for
several years been the _proud possession of John McCul
loch of Fairfax, Virginia. He has the fuselage at Ken
[AR~lI~A~-YIRbl~IA _
.-Officers for 1973 are.~
Hyde's shop near Warrenton, Virginia and the wing at
"Pop" Hatchers in.. Lynchburg, Virginia. "Little Butch"
will be restored just as it was when owned by Edmond
President son.
Herb Puckett One of the rarest antique airplanes in the world today
Rt. 7, Box 668 J has just emerged from Dick Terhune's restoration shop
Charlotte, N. C. 28213 near Charlottesville, Virginia - a 1922 Farman Sport.
Vice President
Dr. Ed Garber, Jr.
1810 Lakeshore Dr.
Fayetteville, N. C. 28304 fl~RI~A [~APlfR The proposed new Florida Chap
Sec.!Treas. ter of the EAA Antique and Classic Division will hold a
Liz Pace fly-in and organizational meeting January 20-21 at Lake
3000 Crawford Ave. land, Florida. Paul Poberezny, EAA President, will be .
Gastonia, N. C. 28052 the principal speaker. Antique/Classic Division Presi
Newsletter Editor dent Buck Hilbert, Vice-President J. R. Nielander, and
Ray Bottom, Jr. Secretary Dick Wagner will also be on hand to welcome
103 Powhatan Parkway this fine group into our organization. Richard "Jonathan
Hampton, Va. 23361 Livingston Seagull" Bach is also slated to be present.
Bach has recently made his home in Winter Haven.
Ray Bottom publishes the Chapter's excellent bi Florida Chapter officers for 1973 are:
monthly newsletter, Antique Airways. It is available to
all interested antique and classic enthusiasts for $5.00 President Sec.lTreas.
per year, which includes membership in the Chapter. The James A. McClanahan W. D. Thompson
newsletter is printed on offset and contains pictures and 2116 Cordova Circle Rt. 6; Box 70
news of the activities of this large and very active group. Lakeland, Fla. 33803 Lakeland, Fla. 33801
For membership, send your check to Liz Pace. Vice President Chaplain
The Carolinas-Virginia Chapter's 1973 fly-in calendar George R. O'Neal Olin Longcoy
has been set (see "Calendar of Events") for Santee, S. C. 4750 Cove Circle 505 Rt. 3, Box 398
in the spring and Gastonia, N. C. in the fall. These are St. Petersburg, Fla. 33713 Orlando, Fla.
annually very large and well attended antique and classic
fly-ins.
Dr. Ed Garber has added a 1931 Stinson JRS to his ~~w mJ~I~ I~f A~IIO~f [lA~~I[ ~IYI~m~
stable of antiques which includes an Aeronca C-3 and a
Curtiss-WrightCW-1- both in that much-bandied "mint" Membership in the EAA Antique/Classic Division is
condition. open to all EAA members who have a special interest in
Past-president Morton Lester of Martinsville, Virginia the older aircraft that are a proud part of our aviation
should have flown his 110 Special Monocoupe by the heritage. Membership in the Antique/Classic Division is
time you read this. This "Clipwing" is a "new" one in $10.00 per year which entitles one to 12 issues of The
that it is not a factory 110 Special. It was modified from a Vintage Airplane published monthly at EAA Head
straight 110 just as John Livingston did to create the ori quarters. Each member will also receive a special Antique/
ginal Clipwing in the earl~30's. Classic membership card plus one additional card for one's
(Photo by Jack Cox)
spouse or other designated family member.
John McCulloch, left, Harold Membership in EAA is $15.00 per year which in
Neumann and "Little Butch". cludes 12 issues of Sport Aviation. All membership
correspondence should be addressed to: EAA, Box 229,
Hales Corners, Wisconsin 53130.
13
fAA ~AMf [~A~bf
EAA is about to become SAA. A formal vote has
been taken among the officers and directors of EAA that
l~~[~MBf AIRW~RI~I~f~~
[Alf~~AR
fVf~l~
Aviation
-------- *-------
1929-32 . . . $2.00
Wings Of Memory - 72 pages of Aero Digest reprints. Covers the greats of civil
aviation from 1932 to 1941 . Ryan STA, Howard DGA-9, Fairchild 24 , Cessna Air
master, Rearwin Speedster. Fleetwings " Sea Bird ", Stinson SR-1O, Stearman Model
80 , and many more. Beautiful photos, 3-views and flight reports . $2.50
Golden Age Of Air Racing - 168 pages covering the great 1929-1939 air racing
era. All about the racers and their pilots who flew for the Bendix, Thompson ,
ANTIQUE AND CLASSIC ACHIEVEMENT AWARDS - When you complete the restoration of an an
tique or classic (specify which) ; you are eligible for a beautiful certificate you will frame and be
proud to display in your home or office. These certificates are free, courtesy of EAA to recognize
your efforts to save another great old airplane. Just send your name and address and the year, make
and model (i.e. - 1937 Monocoupe 90A) of your aircraft. Solo certificates are also available.
JOIN EAA ,- JOIN THE ANTIQUE/CLASSIC DIVISION - WRITE FOR INFO PACKET - $1.00
EAA Antique/Classic Division
P. O. Box 229
Hales Corners, Wisconsin 53130
15
(Photo by Dick Stouffer) ,
Stearman PT-17 flown
by John Guerra at
Crystal Lake Airport, III.
r