VA-Vol-13-No-10-Oct-1985

STRAIGHT AND

by Bob Lickteig Welcome aboard, new members. Your EAA Antique/Classic Division is celebrating its 15th year of member ser­ vices covering this exciting period of aviation. To our new members, we say thank you for joining and wish to assure you we will do all possible to warrant your trust in our approach to being the aviation spokesman for you. In the July 1985 issue of THE VIN­ TAGE AIRPLANE, we reviewed the first 15 years of our progress, bringing you up-to-date with our history and plans for the future. Your EAA Antique/Classic Division is now the largest organization in the world devoted solely to the an­ tiques - prior to 1945 - and the class­ ics - 1946 to 1955. This time span rep­ resents the largest segment of aircraft owners, pilots and enthusiasts in the aviation community. As a division of EAA, we are part of the world's largest sport aviation associ­ ation. EAA handles correspondence, maintains membership lists, purchases supplies and merchandise, provides computer and accounting services, and handles promotion for our division. We are a part of the EAA Aviation Museum

2 OCTOBER 1985

program with special areas for display­ ing antique and classic aircraft and rec­ ognizing the past award winning aircraft and owners. With support like this, we can devote our time and energy to ser­ vicing our membership and pursuing our divisional objectives, which are: - To encourage and aid the restora­ tion and flying of antique and classic aircraft. - To establish a library devoted to the history of aviation and to the con­ struction, repair, restoration, mainte­ nance and preservation of antique and classic aircraft and engines. - To conduct meetings and educa­ tional programs and present displays relating to aviation with emphasis on re­ storation, maintenance and care of an­ tique and classic aircraft and engines. - To promote aviation safety and aviation education with reference to an­ tique and classic aircraft. - To be a major part of the EAA an­ nual Convention by displaying antique and classic aircraft and bringing own­ ers, pilots and enthusiasts together with activities throughout the week. - To provide our members with our award-winning monthly magazine, THE VINTAGE AIRPLANE, which is the

LEVEL

largest publication in the world devoted to antique and classic aircraft and mem­ bership activities. - To establish local EAA Antique/ Classic chapters to provide a center for access and use of the wealth of material available from EAA for meetings and educational programs. Chapters bring together like-minded people to share this part of aviation heritage. Starting with this issue, we are pub­ lishing the names of new members in the WELCOME ABOARD column . We plan to publish this column every month, so if your name does not appear this month, rest assured that it will in a future issue. Space in a single issue is not available to list all the recent new members. Growth of our division is a mark of success and an increase in our mem­ bership makes it possible to undertake more projects and programs in answer to our members' needs. To our members, new and old , please feel free to contact any of the officers, directors or advisers listed in this issue for any help or questions you may have. We are here for one reason and that is to serve you . So once again,welcome aboard, join us and you have it all.

PUBLICATION STAFF PUBLISHER

Paul H. Poberezny

ASSOCIATE PUBLISHER

Tom Poberezny

DIRECTOR,

MARKETING & COMMUNICATIONS

Dick Matt

EDITOR

Gene R. Chase

CREATIVE ART DIRECTOR

Mike Drucks

MANAGING EDITOR/ADVERTISING Mary Jones ASSOCIATE EDITOR Norman Petersen FEATURE WRITER S

Dick Cavin

George A. Hardie, Jr.

Dennis Parks

EAA ANTIQUE/CLASSIC

DIVISION, INC.

OFFICERS

President R. J. Lickteig 1620 Bay Oaks Drive Albert Lea. MN 56007 507/373·2922 Secretary Ronald Fritz 15401 Sparta Avenue Kent City, MI 49330 616/678·5012

Vice President M.C. " Kelly" Viets

Rt. 2, Box 28

Lyndon , KS 66451

OCTOBER 1985 • Vol. 13, No. 10 Copyright

2

Treasurer E. E. " Buck " Hilbert P.O. Box 145 Union, IL 60180 815/923-4591

John S. Copeland 9 Joanne Drive Westborough , MA 01581 617/366-7245

Stan Gomoll 1042 90th Lane, NE Minneapolis, MN 55434

Dale A. Gustafson 7724 Shady Hill Drive Indianapolis, IN 46274 317/293-4430

Espie M. Joyce, Jr. Box 468 Madison, NC 27025 919/427-0216

6121784 -1172

Morton W. Lester P.O. Box 3747 Martinsville, VA 24112 703/632-4839

Arthur R. Morgan 3744 North 51st Blvd. Milwaukee, WI 53216 414/442-3631

Daniel Neuman 1521 Berne Circle W. Minneapolis, MN 55421 612/571-0893

Ray Olcott

1500 Kings Way

Nokomis, FL 33555

813/485-8139

John R. Turgyan Box 229, R.F.D. 2 Wrightstown , NJ 08562 6091758-2910

George S. York 181 Sloboda Ave. Mansfield, OH 44906 419/529-4378

ADVISORS Timothy V. Bowers 729 - 2nd St. Woodland , CA 95695 916/666-1875 S.H. " Wes" Schmid 2359 Lefeber Avenue Wauwatosa, WI 53213 4141771-1545

Straight and Level by Bob Lickteig

4

A/CNews by Gene Chase

7

Seen at EAA Oshkosh '85 by Gene Chase

8

Cessna 195 Grand Champion Classic by Dick Cavin

10 11

Vintage Seaplanes Reserve Grand Champion Antique ­ Waco QCF-2

Page 8

by Gene Chase

13

Book Review by Gene Chase

14

Vintage Literature by Dennis Parks

DIRECTORS

s .J. Wittman Box 2672 Oshkosh , WI 54903 414/235-1265

1985 by the EAA Antique/Classic Division , Inc. All rights reserved.

Contents

15

Mystery Plane

16

Personal Glimpses of Jimmy Doolittle F. J. Joffrion Letters to the Editor

Welcome New Members

Type Club Activities

by George A. Hardie, Jr.

17 18

Gene Morris 15C Steve Court, R.R. 2 Roanoke , TX 76262 817/491-9110

©

19

Page 11

by Gene Chase

20

23 24

The Great Race by John L. Polando Calendar of Events 2nd Annual Gathering of the Classics by Jack G. Stines

26

Member's Projects

Page 16

by Gene Chase

27

Judge Me

28

Vintage Trader

by Marvin V. Hoppenworth FRONT COVER ... Reserve Grand Champion Antique at Oshkosh '85 was Jim Warren's 1931 Waco QCF-2, NC11468, SIN 3541. See (Photo by Jim Koepnick) story on page 11 . BACK COVER . . . Raybourne Thompson's 1953 Cessna 195, N4477C, SIN 16061 was named Grand Champion Classic at Oshkosh '85. See story on page 8. (Photo by Carl Schuppel) The words EAA, ULTRALIGHT, FLY WITH THE FIRST TEAM , SPORT AVIATION , and the logos of EXPERIMENTAL AIRCRAFT ASSOCIATION INC., EAA INTERNATIONAL CONVENTION , EAA ANTIQUE/CLASSIC DIVISION INC., INTERNATIONAL AEROBATIC CLUB INC., WARBIRDS OF AMERICA INC., are registered trademarks. THE EAA SKY SHOPPE and logos of the EAA AVIATION FOUNDATION INC. and EAA ULTRALIGHT CONVENTION are trademarks of the above associations and their use by any person other than the above associations is strictly prohibited. Editorial Policy : Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are soley those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. Material should be sent to: Gene R. Chase , Editor, The VINTAGE AIRPLANE , Wittman Airfield , Oshkosh, WI 54903-3086. Phone : 414/426-4800.

Phillip Coulson 28415 Springbrook Dr. Lawton , MI 49065 616/624-6490

The VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by EAA Antique/Classic Division , Inc. of the Experimental Aircraft Association, Inc. and is published monthly at Wittman Airfield, Oshkosh , WI 54903­ 3086. Second Class Postage paid at Oshkosh , WI 54901 and additional mailing offices. Membership rates for EAA Antique/Classic Division, Inc. are $18.00 for current EAA members for 12 month period of which $12.00 is for the publication of The VINTAGE AIRPLANE . Membership is open to all who are interested in aviation .

W. S. " Jerry" Wallin 29804 - 179 PI. SE Kent, WA 98031

206/631-9644

ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through our advertis­ ing. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken. Postmaster: Send address changes to EAA Antique/Classic Division , Inc., Wittman Airfield, Oshkosh, WI 54903-3086. VINTAGE AIRPLANE 3

Compiled by Gene Chase RECREATIONAL PILOT'S LICENSE NPRM This extremely important proposal af­ fecting sport/general aviation has been outlined in the August and September issues of SPORT AVIATION and the October issue contains additional com­ ments by EM on the matter. On August 26, FM Administrator Donald Engen granted a 30 day extension to the com­ ment period , making the new deadline October 24, 1985. We encourage all members to refer to the above-mentioned issues of SPORT AVIATION , carefully evaluate the NPRM, and then submit their own personal comments to FAA prior to the October 24th deadline. Your comments should identify the proposed rule as NPRM 85-13, Docket No. 24695 and should be mailed in duplicate to Federal Aviation Administration, Office of Chief Counsel, Attention: Rules Docket (AGC-204), Docket No. 24695, 800 In­ dependence Avenue, SW., Washing­ ton, DC 20591. NEW NATIONAL JUDGING STANDARDS MANUAL AVAILABLE EAA's new revised edition of the Na­ tional Judging Standards manual is available from EAA Headquarters. This manual was first conceived in 1975 and the current edition contains rules and criteria used in evaluating custombuilt, antique, classIc, rotorcraft, and warbird aircraft, as well as ultralights. The pur­ pose is to provide uniformity and con­ tinuity of judging standards to all con­ cerned , including judges, fly-in directors and participants. Cost of each manual is $1 .25 including postage. Send your re­ quests to EAA - Mail Order, Wittman Field, Oshkosh , WI 54903-3086.

Contemporary Age

Champion: 1941 Timm "Aerocraft" 2SA,

NC34912. Yvonne Schildberg, Green­

field , lA.

Runner-up: 1940 Luscombe 8C ,

NC28825. Harris and Randy Wiese ,

Collierville, TN.

Outstanding Closed Cockpit Biplane: 1943 Beechcraft D17S Staggerwing, C­ FJVW. Jeremy Johnston, Surry, BC, Canada. Outstanding Closed Cockpit Monop­ 1941 Porterfield CP-65, lane: NC37862. Carmen Fisher, Bellaire, MI. Outstanding Open Cockpit Biplane: 1941 Waco UPF-7, N32011. AI Mon­ dus, Capron,lL. Outstanding Open Cockpit Monoplane: 1937 Ryan STA, N17368. Bill Rose ,

Barri ngton,IL.

Silver Age

Champion: 1937 Porterfield 35-70,

NC17037. Ken Williams, Portage, WI.

Runner-up: 1929 Fleet 2, NC413K. Bill

Haselton, South Bend, IN.

Outstanding: 1932 Heath LNA-40,

N16GR . Gary C. Rudolph, Vincennes ,

IN.

Customized

Champion: 1940 Waco SRE, NC247E.

Red Lerille, Lafayette, LA.

Runner-up: 1944 Howard DGA-15P,

NC52986. James and Ross Paul

Donaghue, Boxford, MA.

Outstanding: 1941 Stearman PT -17,

N3991 E. Dan M. Royall , Jr., Malakoff,

TX.

Military Trainer/Liaison

Champion: 1943 PT -19B Fairchild,

N51939. William L. Mitchell. Con­

dorsport, PA

Runner-up: 1941 Stearman PT -17,

N4935N. Richard D. Darnell , Oklahoma

City, OK.

Outstanding: 1940 Ryan PT -22,

N55403. Bill Rose, Barrington, IL.

Transport

Champion: 1935 DeHavilland DH-90

"Dragonfly", N190DH. Charles A. Os­

borne, Jr. , Louisville, KY.

Runner-up: 1936 Stinson Model A,

NC15165. Eugene and Roberta Cop­

pock, Lake-In-The-Hills, IL.

OSHKOSH '85 AWARD WINNERS Following is a complete listing of the Antique/Classic Division award winners at the 1985 EAA Convention , July 26 through August 2, at Oshkosh, Wiscon­ sin . ANTIQUES

Grand Champion: 1930 Savoia Mar­ chetti S.56 Amphibian, NC149M. R. W. "Buzz" Kaplan , Owatonna, MN. Reserve Grand Champion: 1931 Waco QCF-2, NC11468. James C. Warren, Denver, CO. 4 OCTOBER 1985

Replica

Champion: Gee Bee Y "Super Sports­

ter" NR718L. Ken Flaglor, Northbrook,

IL.

CLASSICS

Grand Champion: 1953 Cessna 195,

N4477C, Raybourne Thompson, Hous­

ton, TX.

Reserve Grand Champion: 1947 Aeronca 11 BC "Super Chief", N3923E.

Becky A. Hart, New Hope, MN.

Class I (O-80hp): 1946 Luscombe 8A,

Photo by Jack McCarthy

The first recipient of a Participant Plaque was Ken B. Dwight, Jr. (EAA 61196, AlC 249), Houston, TX shown here receiving the plaque from Bob Lickteig (L). Ken is one of the many volunteers whose efforts make the EAA Convention a possibility. He has attended EAA Oshkosh for 15 years.

NC1405K. Randy Patterson , Roscom­

mon, MI.

Class /I (81 -150 hpj: 1947 Call Air,

N2901 V. Lee O. Gensrich , Hatton, NO.

Class 11/ (151 hp and up) : 1950 Beechcraft Model B "Bonanza", N5186C. Don and Georgene McDonough, Palos Hills, IL.

Custom Class A (0-80 hpj: 1946 Lus­

combe 8A, N45849. Gary C. Rudolph ,

Vincennes , IN .

Custom Class B (81 - 150 hpj: 1946 Piper PA-12 "Super Cruiser", N7634H .

Jim Hudgin, Brentwood , TN .

Custom Class C (151 hp and up) : 1947

Stinson 108-2, N400C . Tom and Lor­

raine Zedaker, Las Vegas, NV.

Outstanding in Type

Aeronca Champ: 1946 Aeronca 7AC ,

NC2782E. Mike Hammock, St. Charl es ,

MO.

Aeronca Chief: 1946 Aeronca 11AC,

N9562E. Rick Anderson , Valley City,

NO

Beechcraft: 1953 Bonanza 0-35,

N2125D. Phillip J. Malligni, Addison , IL.

Cessna 1201140: 1951 Cessna 140A,

N140AB, Angelo Fraboni, Monona, WI.

Cessna 1701180: 1951 Cessna 170A,

N1418D. David L. Anderson , Green

Bay, WI.

Cessna 1901195: 1952 Cessna 195B,

N302GT. Dennis van Gheem , DePere,

WI.

Ercoupe: 1946 ERCO Ercoupe 415C,

N2980H. John C. Cost, Fox Lake, IL.

Luscombe: 1948 Luscombe 8E,

N1400B. Elden lIer, Los Angeles, CA.

Photo by Jack McCarthy

Antique/Classic Division President Bob Lickteig (L) presents a Participation Plaque to Captain John Testrake (EAA 47450, AlC Photo by Bill Haskell 599). Mrs. Testrake observes from the cockpit of their Navion. (L-R) "Rocky" Howard, President of the Aviation Museum of John was the Captain on the TWA Boeing 727 which was Texas, Inc. and Charlie Dugosh, President of Dugosh Aircraft hijacked to Beirut, Lebanon last June. The Testrakes live in Service with Mooney Mite, SIN 13. Richmond, MO.

NEW AIR MUSEUM IN KERRVILLE, changes resulted in the S.56 winning Navion: 1946 North American Navion,

TEXAS A ground breaking and dedication has taken place for the Aviation Museum of Texas, Inc. at Louis Schreiner Field, Kerrville, Texas. The new facility will be built on E.A.A. South­ west Fly-In property. The present plans call for a 15,000 sq . ft. facility to include a display area, workshop , classroom , storage and office areas. The Museum already has its first airplane, a Mooney Mite, Serial Number 13, on loan by Charlie Dugosh of Kerrville. This is especially fitting as Kerrville is the home of Mooney Aircraft. The Aviation Museum of Texas, Inc, a non-profit, tax-deductible aviation museum and education forum for the citizens of Texas, has as its goals:

OSHKOSH '85 GRAND CHAMPION ANTIQUE

the coveted Grand Champion Award at Oshkosh '85. Specifically, Gary replaced the fol­ lowing with authentic, original type items: Fuel lines, fuel shut-off valve, fuel sight gage and all exterior hardware. He also installed new leather seat covers , replacing the previously installed cloth and leather covers. During the winter while the S.56 was being "fine tuned" for Oshkosh '85, Buzz received word from Paris, France that his plane was named reCipient of the FAI Phoenix Diploma as the world's best restored antique airplane for 1984. The receipt of this premier award and the two Grand Championships is a fit­ ting tribute to its restorer, Gary Under­ iand.

This year's top antique award went to the Savoia Marchetti S.56 amphibian, NC194M , SIN 7, owned by R. W. "Buzz" Kaplan (EAA 70086, NC 8609) , Owatonna, MN. This rare machine was newly restored last year making its debut at Oshkosh '84 where it was named Antique Silver Age Champion. Also in 1984 the S.56 was judged Grand Champion at the Annual AAN APM Fly-In at Blakesburg, IA. The restoration of this sole flying example of an S.56 was detailed in an article in the November 1984 issue of THE VINTAGE AIRPLANE and was also featured on the cover of that issue. Although the Savoia Marchetti scored very high at Oshkosh '84 it wasn't enough to capture the top award. Later, in discussing this with the judges, Buzz and his mechanic Gary Underland (EAA 43898 , NC 8198) learned how the plane could be upgraded. No extensive work was necessary but certain

1930 Savoia Marchetti S.56, the Oshkosh '85 Grand Champion Antique.

N91112. Don Cowdrey, Owasso, OK.

Piper J-3: 1946 Piper J-3 Cub, N3239.

Howard · Fassle and Jerry Staver,

Cherokee, IA.

Piper - Others: 1952 Piper PA-20

Pacer, N1580A. Dave Serene, Ford

City, PA.

Stinson: 1948 Stinson 108-3, N984C.

Ken Brock, Anaheim, CA.

Swift: 1946 Globe Swift GC-1 B, N57PC.

Bob Cutler, Dallas, TX.

Taylorcraft: 1946 Taylorcraft BC-12D-1,

NC9809M. Robert A. Gehring, Rubicon,

WI.

Limited Production : 1951 Meyers 145,

N34376. Jim Rahm, Ocean City, NJ.

Photo by Ted Koston

~

VINTAGE AIRPLANE 5

NATIONAL AIR AND SPACE MUSEUM EXPANSION

In previous reports the expansion of the NASM at Dulles Airport has been mentioned. High officials in the Smith­ sonian Institution have not approved spending any money for this project so proponents are exploring the idea of is­ suing industrial revenue bonds to be paid for by automobile parking fees at the Dulles facility . If underwriters can be found who will undertake this project, the new museum could be built in the fairly near future. The purpose of the "facility would be to house very large aircraft like the space shuttle, a 747 and large bombers of. the USAF." OHIO FIRM SETS AIR SAFETY RECORD

Columbus Dispatch photo

Foster Lane, founder of Lane Aviation Corporation of Columbus, Ohio, in a 1909 Curtiss Pusher located in the History of Flight Museum.

(1) To promote, foster and encourage public participation in all phases of avi­ ation. (2) To promote and encourage aero­ nautical education . (3) To encourage, foster and assist in the restoration of antique and classic aircraft, and to encourage the design and construction of light, personal use aircraft. The driving force behind this exciting project is the Southwest Regional Fly­ In, Inc., the association of all the EAA chapters in Texas, including the An­ tique/Classic, lAC and Ultralight Chap­ ters. This is the group that sponsors the annual Southwest Regional Fly-In at Kerrville. Roland M. "Rocky" Howard (EAA 94670, NC 1708) is President of the Aviation Museum of Texas, Inc. and for further information he can be reached at 1011 Augusta Drive, Suite 105, Houston, TX 77057. Telephone 713/ 780-4944. 6 OCTOBER 1985

I

Lane Aviation of Columbus, Ohio has just cause to celebrate this year as they have completed a half-century with a perfect passenger safety record . Foun­ der of the company is ex-barnstormer Foster Lane (EAA 137998, NC 4796), who is still active in the day-to-day oper­ ation of the firm. Lane's first charter flight was an emergency mission in 1925 to take a man from Cleveland, Ohio to his dying mother's bedside in New York state. Discussing his company's unpre­ cedented 50-year passenger safety re­ cord , quiet-spoken Foster Lane said, "Safety is achieved only by following stringent company and FAA regula­ tions, and by maintaining high stan­ dards with no shortcuts." Lane is a past national president of the OX-5 Aviation Pioneers and among the planes he currently owns is a Taylor E-2 Cub. Manager of Lane's 135 operation is Verene Miller (EAA 49658) . In addition to her managerial duties, Verene also flies charter for the company . •

/

Verene Miller is manager of Lane Aviation's 135 operation and she also flies charter for the company.

Retired Braniff Captain, 78-year-old Lea Abbot (EAA 115247, AlC 3271),Oallas TX taxies his replica Curtiss Pusher off the runway after making a demonstration flight. Lea wears 1910 era clothing while flying this aircraft which he acquired in 1979.

Too many planes to look at!

SEEII A,. EAA

OSHHOSH'85

By Gene Chase (Photos by Jack McCarthy)

Jessie Woods (EAA 139023, AlC 4824), Lakeland, FL proudly displays her Travel Air jacket. She and her husband were well-known barnstormers in the 1930s.

A beautiful unrestored 1939 Ford Standard and a Stearman grace the area near the Antique/Classic Headquarters Red Barn. VINTAGE AIRPLANE 7

Cessna Ig!;

Oshkosh '85 Grand Champion Classic, 1953 Cessna 195, N4477C, SIN 16061.

Photo by Carl Schuppel

GRAND CHAMPION CLASSIC by Dick Cavin The Grand Champion Classic at Osh­ kosh '85 was N4477C, a 1953 Cessna 195 owned by Raybourne Thompson of Houston, TX. Before we get into the de­ tails that led up to its acclaim as this year's Grand Champion, though , let's flip the pages of time back a few years. The dim pages of history don't record who made the first knobbed cowl for a radial engine, but whoever it was de­ serves a medal. A round cowl with those streamlined bumps for rocker box covers lends a touch of real elegance to the airframes that wear them so proudly. We remember some of the Wacos, the Stinsons, the Ryan SCWs, etc. In the late '30s, still another of those round engined beauties, the Cessna Airmaster, came along, a most popular and efficient machine that had evolved from the AW series of the early thirties. Even before the war ended, Cessna was planning a big four-seated busi­ ness-type airplane for the lUXUry mar­ ket. It was no coincidence that it would look like the Airmaster, as it had earned Cessna an enviable reputation . Canny businessmen that they were, they weren 't too anxious to go far astray from a proven winner. So they said, "Let's make it look like our Airmaster, but let's stretch it a bit here and there and put more power in it. The wooden wing must go, though. The public has been educated to metal 8 OCTOBER 1985

construction , so metal it must be. We'll put that new Wittman spring steel land­ ing gear on it, too. Let's keep the Air­ master wing planform and use the same NACA 2412 airfoil. It will be the largest, roomiest, and most expensive four-sea­ ter on the market. The interior will be like a plush limousine and the exterior styling will have a solid, massive look." The prototype, the P-780 had a 245 hp Jacobs in it and a (smooth) cowl that came right off the T-50 twin production line. It had a fabric covered steel tube fuselage. Somehow, though , it didn 't generate the enthusiasm it was touted to do, so a second prototype was started in 1945. This one had an all­ metal fuselage, that had been widened to carry 3 in the back seat, and a new tail shape that harmonized with their new 170 line. More windows were also added. As the C-190 it was available with the 240 hp Continental or the 300 hp Jacobs as the C-195. And happy day, the cowling had those beautiful knobs on it this time , too. Now they had an airplane that fairly exuded character, one that had no com­ petition in its class, one that caused a great gnashing of teeth with envy wher­ ever it went. It bespoke class, pride, real lUXUry and comfort. It was called a "BusinessLiner", a term that highlighted the dignity it earned as the best of the elite class. It could cruise with the best of them , too. On an average 180 mile flight it took

only 5 minutes longer than the DC-3 air­ liners of that day. Now we have the stage set for a neophyte young lawyer in Houston, Texas to fall in love. He was just getting his feet wet in aviation and had occa­ sion to observe, almost daily, one of these beautiful new 195s that was owned by the Modern Welding Com­ pany also of Houston. He could only look and dream. The meticulous maintenance it received on an almost daily basis impressed him, too. He liked the swing out engine mount, that al­ lowed for convenient access to the ac­ cessory side of the Jacobs, and he liked the maintenance-free Wittman gear, among many other things. Once in a while he got to fly in it and that did it. From now on it all pointed toward his owning this very airplane "some day". The airplane, a '53 model, had given the owners 10 years of faithful service, but in '63 they decided a Cessna 310 twin was better suited to their needs. Well, "some day" was here and now for a happy Raybourne Thompson and it was "go to aviator heaven time" when he made it his very own. He was so impressed with the neces­ sity for an ongoing progressive mainte­ nance procedure that he went to work and obtained an A&P license just so he could legally give N4477C the TLC it was used to. You would probably assume that most of the top award winners at Osh­

Photo by Jim Koepnick

The myriad of antennas would indicate the Cessna is well equipped electronically. This award winning C-195 is flown IFR by owner Raybourne Thompson. 4,000 feet of new wire was used when the plane was rewired.

kosh start with a basket case, strip it down to bare bones, and painfully bring it up to mint condition. Not so with Ray. He felt he already had a winner in most ways. After he just plain enjoyed the 195 for a while, he began to think about how an autopilot would take some of the load off the pilot when he was trying to fly IFR and read his let down charts at the same time. Before long, he found a Lear L2 au­ topilot that had come out of a wrecked Aero Commander. The ATC system was getting more complicated by then, too, so more avionics were in order. Taking a look at the original wiring (now approaching 12 years old) he decided it would be simpler and safer to com­ pletely rewire the entire airplane. At the beginning of the rewire pro­ gram he also rec09.nized that the instru­ ment panel would have to be reor­ ganized to better locate all the radios and essential instruments, so this be­ came a truly major project. Other items, like more modern circuit breakers also had to be integrated into the system. Just like a new house has to be built one brick at a time, so it was with wiring the Cessna. He bought his wire on 100 foot spools and as he used up those spools he tossed the empties into a bin. When it was all over, he had 40 empty spools on hand - 4,000 ft. of new wir­ ing! It was all worth it in the long run. Ray now has a full gyro panel and all re­ quired TSO'd radio equipment to permit him to operate IFR. Ray .said he again came IFR all the way to Oshkosh this year and even made a couple of en­ route stops where IFR approaches were necessary. He now has VHFs dualized. His pri­ mary is the Mark 12B and the secon-

dary a Mark 24, in addition to a glide slope receiver, a King KN65 OME, a Genave 5000 transponder with a Terra encoder. He still has the original Lear 120 AOF, which he says works excep­ tionally well. Ray also has a twin that's equipped with an Apollo I Loran which he plans to move to the 195 soon and use it as

a primary nav device for VFR and as a backup for IFR. As a concession to his daughter, he installed a miniaturized stereo system in the side wall near the pilot's elbow. The only change Ray made in the in­ strument lighting system was to go to incandescent red/white bulbs, instead of the fluorescent tubes which are no longer on the market. In 1975 the 1953 exterior began to look like it had seen better days in spite of all that TLC so Ray took his paint scheme ideas up to Ennis, Texas, where the recognized old master of the paint pot, Frank "Pop" Poplawski, works his magic. The Sherwin-Williams urethane akrolyd paint still looks brand new nearly 10 years later. Just prior to the new paint Ray had installed a five-place oxygen system, complete with an altitude/rate controller that had come out of an Aztec. He also installed a new one-piece windshield and a couple of new side windows at this time, along with shoulder harnes­ ses for the front seats. (Rear seat instal­ lations are on his future must list.) After the new paint was on he couldn 't wait any longer to install com­ pletely new upholstery, even though the original was still in good condition, but now was the wrong color and texture. He took the 195 out to Hooks Airport near Houston where the Bob Coleman Aircraft Interiors Co. did a superb job of crafting modern fabric in a modified ver-

Photo by Jim Koepnlck

This chromed 300 hp Jacobs is the third engine Ray has installed in his Cessna. VINTAGE AIRPLANE 9

sion of the 1952 Cessna 195 design. Interior painting was a blue urethane that harmonized with the blue exterior paint. A vinyl headliner replaced the original. Ray has a twin that he does most of his flying in , including business flying , but in the 22 years he's had the 195 he 's flown it over 2,000 hours. That's almost 100 hours per year. Not bad for year in and year out. The present en­ gine, which is a 300 hp Jacobs with chrome jugs, is the third engine that he's had in the airframe. In that 22 years, Ray's 195 has at­ tended nearly every EAA Convention and in six of those years it has been judged the "Best over 150 hp". That has to be some sort of a record. In any case, it's a study in frustration it would seem . One of Ray's friends even suggested he call it "The Bridesmaid". Another suggested he call it "Miss Patience" and paint a hand reaching for a brass ring . It hasn't been all disappointment, though , as Ray took the 195 to the Southwest Regional Fly-In at Kerrville shortly after his first "also ran" award and promptly copped' the title of Best Classic. A lesser person than Ray might have given up, but as a credit to Ray he just kept coming. One little item, a Beech control wheel he was using (because of the multiple microswitches on it) kept costing him brownie points on judging, but he went back to the original this year to emerge the winner among a bevy of other superb airplanes. Actually, Ray says he really comes to enjoy the sights and sounds of the airplanes and while he sincerely ap­ preciates other people admiring his airplane, winning the big one has never been an obsession with him . Ray sits up there behind all those sassy streamlined knobs on the cowl and cruises an honest 160 mph while burning 15 gal.lhour (or less), depend­ ing on load . The standard fuel capacity

Photo by Carl Schuppel

Owner Raybourne Thompson beams from the left seat of the 195. He has over 2,000 hours in his grand champion Cessna.

of 80 gals. gives him a 650 mi. range, with more than an hour reserve fuel for mama and the kids. After you've climbed Mt. Everest, what do you do for an encore? Actually his next project may well be on the line at Oshkosh '86. It's an AT-11 , the tacti-

cal bombardier version of the Beech D­ 18, and it will be the same version used by the Nationalist Chinese, complete with a gunner's position and a multi­ pointed yellow star on its side. Watch for it. Too bad it won 't have one of those knobby cowls, though . •

VINTAGE SEAPLANES

Courtesy of Ido Corporation

'Polar Star' transits Antarctica November, 1935: American polar explorer, Lincoln Ellsworth, and Herbert Hollick-Kenyon, a Canadian pilot, make a daring 2,300 mile flight across the un­ chartered Antarctic continent in a float­ equipped aircraft. The flight, the first such in a single-engine aircraft, was made in four stages, and entailed 22 days. Float gear made the journey pos­ sible by allowing water landings on the rugged Antarctic surface. The aircraft: Northrop Gamma 'Polar Star'. The floats: Edo 67-9000s . • 10 OCTOBER 1985

ReseIVe Grand Champion Antique

WACO QCF-2 Photo by Jim Koepnick

Jim Warren in his 1931 Waco aCF-2, NC11468, which was named Reserve Grand Champion Antique at Oshkosh '85.

by Gene Chase Jim and Georgia Warren first at­ tended Oshkosh in 1980, parking their Cessna 340 in the transit area. Like most first timers, they weren't prepared for the sight of acres and acres of airplanes. They spent most of their time in the AntiquelClassic area, not believ­ ing their eyes. Meeting the people and seeing all those beautiful restorations was a phenomenal experience and before the week was over, Jim said, "Georgia, we're going to sell the 340 and buy an antique!" Back home in Denver, Colorado Jim learned that a friend once owned a Waco QCF-2 which he sold to a gentle­ man in Phoenix, Arizona. While being ferried to its new home the plane was badly damaged on its second landing. The new owner disassembled the Waco and trucked it the remaining distance to Phoenix where it was restored to flying condition. In 1981 when the owner decided to sell the plane, Jim Warren was first in line and became the proud owner of Waco QCF-2, NC11468, SIN 3541 . Al­ though the three-place, open cockpit biplane was flyable, it was wintertime and Jim chose not to ferry it back to Denver. Luckily he was able to keep it in the same hangar where it had been residing until he wanted to move it. Two factors in this decision were Jim's brother living in Phoenix (a place to stay) and the airlines feuding (fairly cheap fares). Most of Jim's weekends

for several years and a lot of other times, too, were spent commuting be­ tween Denver and Phoenix to work on the Waco. At that point in time the Waco had not been restored authentically, so Jim and his friend Glen Stiles removed the fabric and began to make the needed changes. These included reinstalling the flight controls in the front cockpit and changing the engine cowling to the original type. A set of original Waco wheel pants were located but having been repaired many times, they were useful only as patterns. Exact measurements were taken, a set of plans drawn up and new pants were made using the original gauge aluminum. A problem was encountered here re­ garding the mounting brackets - they had three different examples, all sup­ posedly original. Selecting the one they thought was the best, they duplicated it for mounting the new wheel pants. Later Jim would totally rebuild and modify the mounting brackets, feeling they were in­ adequate to handle the gaff of rough fields. Throughout the restoration, Glen and Jim strove for authenticity, but some changes were made for the sake of operating the Waco in today's environ­ ment. For example, the original full­ swivel tailwheel was made steerable and the Johnson bar mechanical brake system was replaced with a set of Hayes hydraulic toe brakes. Both of these changes were made strictly in the interest of safety because the Waco

should be operated mostly on hard sur­ face runways. Some of the instruments are the orig­ inals installed at the factory while others are duplicates of the originals. Jim mounted a 720 channel (communica­ tions only) radio below the instrument panel, with the external antenna mounted on the fuselage bottom be­ tween ttle landing gear legs. He might add navigation gear later, but for now he gets along fine navigating by "Rand McNally". The fabric and finish is Stits all the way. The colors are Pontiac Red and Dakota Black. Waco customers could choose any paint scheme and colors they wanted and for $50 extra the gold pin stripe would be added. NC11468 has this touch of elegance. The 1931 QCF models were origi­ nally powered with the 165 hp Conti­ nental A-70-2 engine. The following year the F models developed into the UBF series powered with the Continen­ tal R-670 of 210 hp. The Warren's Waco has this engine with a Curtiss­ Reed metal propeller. The metal prop was a customer option with the wooden Hartzell being standard equipment. NC11468 was manufactured by the Waco Aircraft Company at Troy, Ohio on 8/15/31, one of some 31 Model QCFs built. Its first owner, a resident of Masssachusetts kept the plane for two years, then sold it. The Waco then changed hands several times before being acquired by the government for use as a trainer during WW II. After the war it was declared surplus VINTAGE AIRPLANE 11

Photo by Jim Koepnick

F Model Wacos are among the most handsome of open cockpit biplanes. They were highly popular in the '30s and among the most sought after today.

and sold to a man who used it as a trainer in his civilian flight school. The next owner used it as an aerobatic trainer. Working its way from the East Coast to the West Coast it was acquired by a man who also purchased another QCF for use as spare parts on NC11468. Jim recently located the surviving pieces of this "spare parts" Waco in a barn in Arizona. Although Jim and Georgia Warren did

quite a lot of the work on their plane, along with several friends, they credit Glen Stiles with doing the major portion of the restoration. Most of this was ac­ complished in Arizona with some of the final detail work done in Jim's hangar in Denver. For Jim, 'the most fantastic experi­ ence in the restoration of the Waco was the people he met and the new friends he made. He said, "The camaraderie and type of people one meets during a

restoration project is tremendous. It's a good feeling to be associated with people of that caliber." Jim also developed a profound ap­ preciation for the telephone system, spending many hours "on the horn" re­ searching and seeking parts and help in getting the Waco to its present pris­ tine condition. Jim had absolutely no problems with the FAA in getting the QCF licensed and after much harassment by friends he climbed aboard for that first flight. Everything was fine until he relaxed a bit too soon after landing and dragged an aileron. The plane didn't ground loop, but enough damage was done to the aileron that it had to be replaced. The damaged control surface now hangs in his hangar, appropriately in­ scribed with graffiti by friends who make sure he won't forget the incident. Jim says the plane is an absolute de­ light to fly and it trims out nicely hands­ off. He cruises it at 1850 rpm and 112 mph. Fuel consumption is 11 gph and with its 40 galion capacity he could safely fly three hours with a comfortable reserve. But speaking of comfort, he chooses to not exceed 2-1 12 hours at a time. The stall characteristics are marvel­ ous with no tendency to drop a wing . And if the pilot gets in trouble doing aer­

...noto by Carl Schuppel

Five years ago, Georgia and Jim Warren flew their Cessna 340 to Oshkosh and vowed they'd return with an antique. Here they pose with their award winning Waco aCF-2. 12 OCTOBER 1985

Photo by Carl Schuppe,

The gold pinstripe separating the two basic colors adds a touch of class. In 1931 this "extra" cost $50.

Photo by Carl Schuppel

The Waco's rear cockpit instrument panel. Note racy five-piece windshield.

obatics, reducing the power and lower­ ing the nose allows the plane to recover by itself. The QCF is easy to land on grass as it was designed to do, but it is short coupled and with the narrow gear it can be tricky on hard surfaces, especially with a crosswind . Jim hangars the plane at Denver's Centennial Airport (formerly Arapahoe County), a controlled field with three hard surface runways. Jim notes that Denver's weather is generally very good and he flies the Waco every chance he gets. The plane has navigation lights (no landing lights) and he has flown it at night but he doesn't make a practice of it. So far all of his night landings have been due to

unexpected headwinds while returning home on cross-country flights. Jim's wife Georgia loves to fly, espe­ cially in the Waco , and he has been try­ ing to convince her to get her license. She can fly straight and level and make shallow turns fairly well and she navi­ gates on cross country flights. However, she didn't make the flight from Denver to Oshkosh '85 in the Waco due to a bad case of bronchitis. They both thought it best that she not spend 10-112 hours in the open cockpit, so she traveled via the airlines. Jim's friend, John Robbins, who had seldom flown in light planes and never in an antique, occupied the front cockpit on the flight to Oshkosh. He was thrilled

BOOK REVIEW

by Gene Chase IT'S A FUNK! by G. Dale Beach. Sun­ shine House, 1985. 97 pages, 119 photos. Like the author, I was awestruck the first time I flew a Funk. I had heard many glowing reports about the aircraft and consequently was expecting a lot on that first flight. I wasn 't disappointed. Nor was I disappOinted in reading the author's excellent account of the lives of twin brothers Joe and Howard Funk and the history of Funk Aircraft. They designed and built their first plane in a poultry house, with Howard making the first flight of the new Funk exactly six months after starting the venture. The plane flew great with the only disappointment being the 45 hp Szekely engine.

When a friend suggested they re­ place the Szekely with a Model A Ford engine and offered them one at no cost, they immediately modified it to fit the Funk. It outperformed its Szekely pre­ decessor and drew lots of attention at the 1936 National Air Races at Cleve­ land when the WW I German air ace, Ernst Udet put on an impromptu aero­ batic show in it. The Model A Ford engine was the second of many powerplants tried in Funk aircraft with the final choice of being the reliable Continental C-85. This story details the development of the plane, the company move from Akron , Ohio to Coffeyville, Kansas and includes aircraft specifications, restora­ tion details, a listing of current Funk owners plus reproductions of company ads. The book is hardbound , with a 3-color

to help Jim plan the flight and he did the navigating enroute, never getting the pair more than 20 miles off course ­ not bad for a neophyte! Their route took them from Denver to North Platte, Nebraska and Sioux City, Iowa for refueling stops, then on to Charles City, Iowa where they RON 'd. When they crossed the Mississippi River on the second day they picked up a nice tailwind and averaged 130 mph ground speed on the leg into Oshkosh. Jim and Georgia really enjoyed show­ ing their Waco at Oshkosh and visiting with so many people about it. They both agreed that it's nice to be "on the other side of the fence" for a change, provid­ ing something for EAA members and guests to see. And they both were mighty proud when their Waco was named Reserve Grand Champion An­ tique at Oshkosh '85. The Warren 's 54-year-old F Model Waco is definitely not a hangar queen - they've put some 300 hours on her, mostly on cross country flights in the Midwest. And NC11468 is today, just as she was in the '30s, a pert and racy sportplane extraordinaire. Editor's Note : Jim Warren (EAA 154193, AlC 9497) is a retired hospital director who currently owns a manufac­ turing plant producing silicons and ac­ rylics used in the industry. He has also invented a receiver for a light weight pilot headset and a safety device called the landing vest for protecting passen­ gers in off-airport landings. He and his wife Georgia live at 3808 South Jas­ mine, Denver, CO 80237. • dust cover and 8-1 12 x 11 in size. It would be a welcome addition to any vin­ tage airplane buff's library. Order from : The Sunshine House, Inc., P. O. Box 2065, Terre Haute, IN 47802 for $19.95 plus $2.25 postage . •

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VINTAGE AIRPLANE 13

VI~TAf3~ LIT~I2ATUI2~

By Dennis Parks

FLYING - 1912 About one dozen aviation journals have had the title "Flying ". The most popular and longest running is the cur­ rent Flying started by Ziff and Davis in 1927 as Popular Aviation and now pub­ lished by CBS Magazines. The first to carry the name was published in New York in 1912. It was founded , published and edited by Henry Woodhouse. Mr. Woodhouse was born in Italy in 1884 as Mario Casalegno, and while traveling in Europe he developed quite an interest in aeronautics. His arrival in the United States in 1904 coincided with a growing demand for articles on aeronautics. Al­ most immediately he became a con­ tributor on aeronautics to magazines such as Collier's and McClure 's Other founders of Flying were Robert J. Collier, editor of Collier's Weekly and Henry A. Wise Wood . As managing editor, Woodhouse prophesied the de­ velopment of military aeronautics, the employment of aeroplanes as mail car­ riers, and the development of the hydro­ aeroplane. As aeronautics was in its in­ fancy, fatal accidents numerous, and the general public skeptical of the prac­ ticability of aviation, he w1:!il told he was ahead of his time and th-at he should suspend publication of his magazine. Mr. Woodhouse lost his partners but continued to publish Flying at his own expense. His faith in aviation unabated, Woodhouse started publ ishing an avia­ tion weekly, Aerial Age in 1915. (See: "Vintage Literature , December, 1984). He later authored a few books including Textbook of Naval Aeronautics (1917) and Textbook of Military Aeronautics 1918. The first issue of January, 1912 had 54 pages , 8 articles, 9 full page draw­ ings, news from the Aero Club of America, for which this was their official publication , and over 30 photographs . The lead article in the first issue was "The Evolution of Aviation in 1911 " by Mr. Woodhouse. In this article he thought that the pre­ vious year had shown "tremendous de­ velopment" - better machines, abler av­ iators, bigger purposes , all in great vol­ ume, confirming the advent of aviation as ". .. an industry." 1911 had seen

1,000 new pilots added to the 500 al­ ready certificated and these pilots had made no less than 200,000 flights . Such flights were being regularly made that would have been a sensation the year before - flights of 3 to 5 hours in dura­ tion at 8 to 10 thousand feet altitude. The world record for duration had risen to 447 miles and a little over 11 hours. He saw as especially significant the tremendous development in cross­ country races with about 30 being held around the world. Some were the Paris­ Madrid race over the Pyrenees Moun­ tains, the Paris-Rome race over the Ap­ pennine Mountains, and the transconti­ nental flight in the U.S. of Cal ROdgers . Also interesting was the increase in passenger carrying flights. Roger Som­ mer carried 5 people on a cross country flight and later carried 13 passengers aloft for a gross weight of 1,439 Ibs. E. Renaux carried a passenger with him on a 1,073 mile circuit of Europe includ­ ing crossing the English Channel. All quite remarkable when you realize avi­ ation in Europe was only on its third year during 1911 . And on the soaring front Orville Wright set a record flight of 9 minutes and 49 seconds at Kitty Hawk in a 55 mph gale. Stuart Benson had an article on the first three years of the Gordon Bennett International Aviation Trophy. The first contest at Rheims in France was won by Glenn Curtiss who covered the 20 kilometer course in 15 min. 50 sec. for an average speed of 47 mph. The sec­ ond contest, held at Belmont Park in New York, was won by Claude Grahame-White in a Bleriot monoplane. The distance had been increased to 100 kilometers and the winning speed was 62 mph. For 1911 the course was on the Isle of Sheppey, England . The distance was now 150 kilometers and Charles Weyman representing the Aero Club of America won in a Nieuport monoplane with an average speed of 78 mph . Mr. Henry Wise Wood , one the magazine's founders, had an article in the first issue on marine flying. He be­ lieved that since Curtiss had put water flying on a practical basis, enough had transpired to "permit us now to form a somewhat correct estimate of the pos­ sibilities of the marine aeroplane." He saw that there were two types of "hydro­ aeroplanes", those with double hulls or floats and those that were single hulled.

a.

14 OCTOBER 1985

He believed that development would better follow the example of the boat than the catamaran . That the marine aircraft should not be a "floating aerop­ lane" but a "flying boat". It was his opinion that a comfortable "ai r-and-water", long-distance passen­ ger carrier was in sight and that the world "may shortly expect to see arise heavier-than-air structures that wi ll rival the Zepplin in longitudinal dimensions, and far surpass it in carrying capacity." Another article in the first issue was a review of the th ird annual "Salon de l'Aeronautic" held in Paris during De­ cember 1911. The author, G. F. Campbell Wood , thought that the exhibit gave a clear idea of the state of the art of aeronautics. He said the show not on ly revealed the expected prog­ ress in design and constru ction over earlier shows, but that it stood "head and shoulders" above previous shows in its "practical" aspects. For the first two years the craft displayed were crude and the crowd mainly consisted of curiosity seekers. By the time of the 1911 exhibit the idea of flying had be­ come familiar, the crowds were more intellectual and the aircraft more practi­ cal. He reported the show contained no startling innovations, but also it con­ tained no "freaks", that the progress re­ vealed was of a sound evolutionary kind rather than revolutionary. He remarked on the tremendous stride forward in workmanship and of sound design. It was remarked that it "is of no secret to state that but a few months ago the machines of certain manufacturers . . . revealed astonishing ignorance of the primary laws of construction engineer­ ing ." The above gives some idea of the types of articles carried in Flying. Some of the other authors in 1912 were, Glenn Curtiss, Wilbur Wright, Grover Loening , and Dr. A. F. Zahm . The jour­ nal provided thoughtful articles about the state of aeronautics and contempo­ rary events in aviation. It did not cover the technical aspects of design or develop like other journals, but is very useful in providing an overview of events and trends in flying and aviation until it ceased in August, 1921. The EAA Library has a set covering 1915 to 1921 . The 1912 volume examined is from the Engineering Library at Purdue University. •

by George A. Hardie, Jr. This twin-engine cabin monoplane will probably be recognized by many of our expert airplane watchers. It em­ bodied an interesting experiment in the use of new materials and even by today's standards, presents an attrac­ tive appearance. The photo was sub­ mitted by John Lengenfelder of Law­ renceville, New Jersey who says the photo was taken in Princeton, New Jer­ sey in 1946. Answers will be published in the January, 1986 issue of THE VIN­ TAGE AIRPLANE. Deadline for that issue is November 15, 1985. The Mystery Plane in the July, 1985 issue brought some interesting replies. It is a Herrick Convertaplane HV-2A. George Townson of Delran, New Jer­ sey writes : "I must disqualify myself as a contes­ tant, as I flew this plane from 1937 to 1942. It was the invention of Gerard P. Herrick (cousin of Ambassador Myron Herrick who hosted Lindbergh in Paris) and was designed by Ralph McLarren . It was designed to fly as a biplane and to fly as a gyroplane converting in flight from fixed wing to rotary wing type. I made approximately 100 air conver­ sions during the time I flew it. It now rests in the Smithsonian's Garber Facil­ ity shops. " William B. Nash of Fort Meyers, Florida writes :

who owned Boulevard Airport, Philadel­ phia. I sat in the cockpit of the Conver­ taplane when it was hangared there when I was a CPT student at that air­ port. I'm sure it was a 'one-of-a-kind '." Other correct answers were received from John Eney, Doylestown, PA, Char­ ley Hayes, Park Forest, IL; Doug Rounds, Zebulon , GA; Russ Brown, Lyndhurst, OH and Norman Orloff of San AntoniO, TX who also wrote: "The unknown shown as the Cloud Coupe on page 45 of the July 1985 issue of THE VINTAGE AIRPLANE ap­ pears to be a highly modified Velie Monocoupe. The change appears to consist of an added lower wing and a modified gear to fit. " References on the Convertaplane are found in Walt Boyne's book The Air­ craft Treasurers of Silver Hill in Air Trail's Pictorial for August 1950, and Air Progress for 1953/54. • George Townson and the Herrick Conver­ taplane HV-2A in 1937.

"Your Mystery Plane in July was called the Convertaplane. It took off as a biplane and after airborne the upper 'wing' became a free-wheeling rotor and the plane then flew and landed as an autogyro. The rotor was released to ro­ tate by the firing of a cartridge with a pistol grip at the edge of the cockpit. The test pilot was George Townson, Chief Mechanic for Richard Bircher,

VINTAGE AIRPLANE 15

PERSONAL GLIMPSES OF

That famous profile of Jimmy Doolittle.

Story & Photos by F. J. "Buddy" Joffrion (EAA 186296, AlC 7045) 83 Teardrop Court Newbury Park, CA 91320 It would indeed require the pen of an Emerson or a Montaigne to adequately capture and portray such an outstand­ ing personality as General Jimmy Doolittle. Such a task is beyond my

reach. Perhaps I can, however, sketch a few personal glimpses that might give some measure of insight regarding this national hero. It would be folly to list his many accomplishments or speak of his enviable talents - these are known to all. But, possibly, his dedication to prin­ ciple, his modesty, his humor - those traits underlying his prodigious ac­ complishments, are not so well known and might be of interest to our group. Ten years ago, through a mutal

Lt. Gen. James H. Doolittle (I) and Jim Wheeler. Photo taken at the dedication of the Business Aviation Research Center at U. of Texas - Dallas, 3/15/83. Mr. Wheeler flew for the General at Shell Petroleum for many years. 16 OCTOBER 1985

friend , I had the good fortune of meeting the General. This mutual friend is Jim Wheeler who flew for the General at Shell Petroleum over a period of years. The General, long since retired from Shell at the time of our meeting, main­ tained offices at the Los Angeles loca­ tion of Mutual of Omaha, a company for whom he presently serves as a member of the Board of Directors. When Jim Wheeler offered to take me to lunch with the General, needless to say, I was overjoyed. One seldom has the privilege of meeting a lifelong idol. I would be less than honest if I did not confess to some degree of apprehen­ sion as this luncheon date drew near, but my anxiety was without foundation . When we were ushered into the Gen­ eral's office, I was greeted with such warmth and cordiality that I felt I was being received by a comrade of long standing rather than making a new friend . We visited in the General's office for perhaps thirty minutes before departing for lunch ; and during this interval , I thought I detected a trace of discomfort each time I "sirred" him or addressed him as "General ". My suspicions were confirmed when we made ready to de­ part his office, because at this point he cocked his head, smiled at me and said, "My name is Jimmy." It has been thus for these ten years, although I confess that, for the first year or so, I felt I was profaning deity each time I uttered "Jimmy." In keeping with the foregoing, I later observed that his office door, his stationery and his business cards all bear the simple appelation, "James H. Doolittle." His modesty forbids the use

of titles, yet, if he so desired, he could also be Dr. Doolittle, since he has a doc­ torate in Aeronautical Engineering (earned, not honorary) from MIT. From this meeting ten years ago, a warm and treasured friendship has been extended to my wife and myself by the General and his lovely wife, Joe (that's the way she spells it). It sad­ dened us when they moved to Carmel six years ago, but we still get to see them occasionanlly either there or here in Los Angeles. Our most recent visit to Carmel was last May when we drove up for a brief stay. Upon pulling into the Doolittle driveway , the first thing that caught my eye was the new and unusual license plate gracing the rear of their car. There were no numbers on this plate, merely the words, "Congressional Medal of Honor." By the time we had gotten out of the car, the Doolittles had come out to meet us; and, after the usual amenities, I said, "Jimmy, when did you get those license plates? I've never seen any like that before." His response was, "Well, I've had them for some time, but I just couldn't bring myself to putting them on the car - it seemed a bit 'showy' to me. Then, one day recently, an old friend was over, and he told me that he thought I was wrong in not proudly displaying any honor that my country saw fit to bestow upon me. I thought it over and the same day I put the plates on the car." The next morning I was driving to my office in Monterey when, all of a sud­ den, I saw the flashing red lights of a police car directly behind me. Obviously I was their target, even though I knew I had not been speeding . Ruefully, I pulled over to the curb and while I sat there pondering my fate, the two young policemen came running up to my car. The lead one said, "Sir, we apologize for bothering you, but we saw your license plates and just had to shake your hand ." The General went on to say, "If I had known that those plates could mean so much to others, I would have put them on the car a long time ago. The demands upon the General's time are so extensive that he has been forced to limit appearances to charita­ ble, civic and patriotic functions, but these take him all over the world . Attest­ ing to his generosity is the fact that he has never accepted honorariums. For that matter, his Air Force pension has always been assigned to an Air Force charitable fund. His spontaneous sense of humor is always near the surface and would be the undoing of the unwary were it not for that mischievous twinkle that lights his eye and invariably gives warning of that which is about to come. One day, I asked him about his grandson who is a test pilot at Edwards Air Force Base.

Jimmy and Joe Doolittle with author "Buddy" Joffrion peeking in from right side of the photo.

His response was, "Well, as you know, I was an engineering test pilot, my son was an engineering test pilot and now my grandson is an engineering test pilot. It's just damned discouraging to

realize that in three generations, the Doolittles have gone nowhere!" I hope that these little cameos reveal something of the lesser known factors that go into the making of a hero . •

Letters To Editor

Hello Vintage Airplane, Your publication, along with SPORT A VIA TlON are favored reading each month. My husband and I are the fond owners of a 1946 Aeronca Chief 11 BC and the builders-in-progress of Nat Puf­ fer's Cozy design. We live, eat and breathe aviation. I was totally delighted by your new antique/classic emblem and believe it is much more discernible. Enclosed find $2.00 cash. Please for­ ward a decal of the new emblem for the window of my auto.

Dear George, I know that the deadline has passed for identification of the Mystery Plane, but I've been away on a trip and I'm just getting caught up on back correspon­ dence. Whatever you do, keep those mys­ teries coming . It sure does a lot to clear away the cobwebs. I am sending under separate cover a copy of my latest OX-5 Aviation Pioneers, Southern California Wing Newsletter "Tale (sic) Winds" for your amusement.

Thank you, Cheers, Trisha and Ronald Lorimor (EAA 183797, AlC 8457) P.O. Box 23253

Tucson, AZ 85734

John F. Clark (EAA 177342, AlC 7180) 1480 Casa Grande Street Pasadena, CA 91104 VINTAGE AIRPLANE 17

W6LCOME NEW MEMBERS

Gorecki, Albert Milwaukee, Wisconsin

Bateman, Robert S. River Ridge, Louisiana

Wheeler, Lyle D. Sarasota, Florida

Sures, Charles Bethesda, Maryland

Kiger, Jim Fremont, California

Henry, J. W. Sanger, Texas

Coffey, Peter Houston, Texas

Leonhardt, William H. Lincoln , Nebraska

Kahl, William E.

Liverpool, New York

Frederick, Richard A. Houma, Louisiana

Korwin, Peter C. Bismark, North Dakota

Maskell, R. T.

Kamloops, British Columbia, Canada

Lutz, Daniel

Bethalto, Illinois

Glossenger, Dale Edwardsburg, Michigan

Bradt, Jim

Cedar Falls, Iowa

Mitchell, Sharron

Pewaukee, Wisconsin

Whitely III, George H. York, Pennsylvania

Polovick, Kevin S.

Sayer, Pennsylvania

Kress, Leonard A.

Jacksonville, Florida

Nielsen, Allen J. Avon, Ohio

O'Leary, Richard P.

Benton Harbor, Michigan

Mueller, John F.

Toledo, Ohio

Goodwin, Greg J. Porter, Texas

Cox, John D.

Kearney, Missouri

Dixon, Robert E.

West Bloomfield, Michigan

Kaiser Jr., John Kohler, Wisconsin

Ladage, Terry

Champaign, Illinois

Poplawski, David J. Barre, Vermont

Walker, William G. Madison, Wisconsin

Malavolti, George DeWitt, Iowa

Mastrianni, Robert

Plainville, Connecticut

Holden, Stephen A. Saudi Arabia

Allison, Thomas J. Washington, DC

Hyde, John B.

San Leandro, California

Jacobs, William M. Columbia, Missouri

Hardy, Jack Eliot, Maine

Broadfoot, John T. Kihei , Hawaii

Johnson,Jeff Miami, Florida

Wittstock, Duane Urbandale, Iowa

ZweigIe, Dennis, R. Morgan City, Louisiana

Rubin, Fred E. Crystal River, Florida

Emmerich, James Antioch, Illinois

Cartwright, Jack High Point, North Carolina

Peddie, Rodman S. Houston, Texas

Rucker, William C. Southlake, Texas

Neidinger, Robert J. Naperville, Illinois

Kirkpatrick, Ray M. Dallas, Texas

Hickox, Dean Wasilla, Alaska

Aukes, Greg Perry, Arkansas

Friess, George W. Lakewood , California

The following is a partial listing of members who have recently joined the EAA Antique/Classic Division. We are honored to welcome them into the or足 ganization whose member's common interest is vintage aircraft. Succeeding issues of THE VINTAGE AIRPLANE will contain additional listings of new members.

18 OCTOBER 1985

,I ~ype ClubActivities

<lEI,.

Complied by Gene ('hase

pi'

We received the following announce­ ment at EM Headquarters from Larry D'Attilio and Pam Foard (EAA 150262, AlC 8265) of Brookfield, WI: "In view of the greatness of low wing Bellanca aircraft and their lasting qual­ ities it seems high time that a national type club for Bellancas be organized. "One way or another we are going to make sure that a Bellanca newsletter is published on a reliable basis so that all of you have a means to communicate your ideas and experiences to each other. One example of how important this is comes from our own experience restoring our Cruisair 14-13-3. We were contacted by Tom Treue of McAllister, Oklahoma after he read an article about our experiences in EAA's THE VIN­ TAGE AIRPLANE magazine, March 1985 issue. Tom is in a similar situation and state of restoration and has shared his experiences with us, which has been very helpful. Whether you just fly a low wing Bel­ lanca or have a 5-year project on your hands we think a type club and newslet­ ter would be of great value to you. "So please, write or call us leaving a telephone number on the answering machines if we are not in. And , please spread the word to other low wing Bel­ lanca enthusiasts. " Lawrence D. Attilio and Pamela B. Foard, 1820 N. 166th Street, Brookfield, WI 53005, 414/784-0318 (business), 414/784-2129 (residence) . "tIlHATIO-\,

,~

-1(

180

185 CLUB INC,

The International Cessna 180/185 Club's Annual Convention at Boise, Idaho July 18-21, 1985 was a grand success. Over eighty aircraft partici­ pated, the largest group in the club's history. Activities included fly-outs to wilder­ ness strips, and thanks for Dennis Sci­ fres' foresight and thorough pilot brief­ ings, there were no problems encoun­ tered with the large numbers of aircraft going from one strip to another in the Idaho back country. A first at this Convention was the at­ tendance of three club members from New Zealand. They went on to Osh­ kosh , Wisconsin afterward to attend the 33rd Annual EAA Convention. The speaker at the evening banquet

was Mr. Thompson who was a test pilot for Cessna when the 180 was de­ veloped . He gave a fine talk about how the plane was conceived, developed, tested and marketed. For information on the International 180/185 Club, Inc. contact the Presi­ dent, Charlie Bombardier, 4539 N. 49th Avenue, Phoenix, AZ 85031. Tele­ phone 602/846-6236 .

some padding materials to protect the wing, you can set up your own filling station for less than $14. Since we short wing pilots believe in the motto 'cheap to keep', this is another way we can save money." For information on the Short Wing Piper Club contact the membership chairman, Larry D. Smith, Route 11 , 708 West Annie Drive, Muncie, IN 47302. Telephone 317/289-5487 even­ ings.

AMERICAN BONANZA SOCIETY

The following article appeared in the July-August 1985 issue of "Short Wing Piper News", the bi-monthly newsletter of the Short Wing Piper Club, Inc. Self Refueling

"We are always looking for a way to do a difficult task. Some people find easier solutions than others. AI Moyer of Columbus, Ohio called to tell us of his system of fueling his 1953 PA-22­ 135. AI has a Petersen STC and burns leaded auto fuel. "He purchased three 'Jerry' cans which are painted inside to prevent rust, and uses the cans to transport the gas from the filling station. A strip of foam rubber is placed on the wing, next to the tank filler opening, and a piece of an old rug is laid on the foam. The gas can is then set on the foam. A Kerosun heater siphon pump, which costs $2.95, pumps the gas out of the 'Jerry' can at a rate of five gallons in 3 min. , 20 sec. It only takes a couple of squeezes on the pump to get it going. "AI purchases a waterlfuel separator funnel from Aircraft Specialties for $9.95. The screen in the funnel is so fine that it not only stops solids, but also water from going through. As a precaution, AI pulls the plane out of the hangar before refueling . The most difficult part of the operation ac­ cording to Moyer, is lifting the can full of fuel to the top of the wing. The rest of the work is duck soup. "The money AI invested in the STC and his refueling equipment amounted to about $155. He figures that he is sav­ ing $7.04 per hour by using leaded fuel instead of av-gas and also comments that since it costs less to fly, he is flying more. Using the Kerosun siphon pump is simple and there is no danger of spil­ ling fuel, and best of all, if you already have some good clean fuel cans, and

A simple method of mouse-proofing an airplane was described by club member E. A. Gubser in the August, 1985 issue of the American Bonanza Society Newsletter. Mr. Gubser has used this effective method for many years and it takes only a minute or two each time the plane is hangared. He uses three pieces of galvanized sheet metal such as that used for heat­ ing duct-work about 12" diameter and 8" wide that is crimped on each end (42" long x 8" wide when laid flat) . This is then placed around each wheel and the crimped ends hooked together. These metal "circles" resting on the floor around each wheel form an effec­ tive barrier to the entrance of the most energetic rodent, and the method is much simpler than mouse-proofing all the holes. For information on the American Bonanza Society, contact Cliff R. Sones, Administrator, P.O. Box 12888, Wichita, KS 67277.

The American Air RaCing Society has added two more plan sets to their im­ pressive list of available 3/4" scale drawings of historic racing aircraft. These are: RP 42 Howard "Ike" - "Mike" Combo and R P 43 Caudron 460 (1936). They also carry some 1/2" scale draw­ ings. The American Air Racing Society is dedicated to the research and preserva­ tion of the true history, facts and figures of the "Golden Age of Air Racing (1929­ 1939)." For additional information on the AARS contact Rudy Profant, 4060 W. 158th Street, Cleveland, OH 44135.• VINTAGE AIRPLANE 19

The Great Race~ by John L. Polando (EAA 167948) 265 Mill Road East Sandwich , MA 02537 I have always been convinced , throughout my lifetime, that things are black or white , right or wrong , you win or you lose. Things are not gray, you cannot be half right, and to be an "also ran" is failure . Based on this premise, I lost the Great Race of 1934, but, in truth , did I? In retrospect I gained far more than I lost although it has taken me almost 50 years to come to this con­ clusion . What I lost was face and money, and, of course , a little time . What I gained was a unique experience and a great adventure and I would love to be able to do it all again . In October 1934 I was one of the par­ ticipants in the famed MacRobertson Trophy Race from Mildenhall , Suffolk, England to Melbourne, Australia . As I am sure you are aware, it was a cele­ bration commemorating the centennial of Melbourne. Everyone who was any­ one in the aviation world was involved , or tried to be, making this the most pre­ stigious race ever to be held. For all but the Dutch pilots, even the names and many of the cities and countries on our intinerary were strange and exciting to us. KLM was already flying to Australia at that time on a limited basis. It must have been early in the sum­ mer of 1934 when Jack Wright con­ tacted me with his proposition. The de­ tails had not yet been worked out but the tentative plan was to have the City of Utica, New York underwrite Jack's expenses and the service clubs and Chamber of Commerce of Lynn , Mas­ sachusetts agree to back me. How Jack decided to ask me to go as co-pilot and engineer I don't really remember, but the fact that I had made the trip with Russell Boardman in 1931 to Istanbul , Turkey from Floyd Bennett Field in New York and the fact that the City of Lynn was willing to take a gamble on me was probably the deciding factor. Jack and I had met in 1931 when Russell and I were still at Roosevelt Field but we had certainly not kept in touch since that time. The plane we would fly was a clipped wing Lambert Monocoupe with a 145 Warner engine. She was small, sleek and fast - a really nice little plane and quite capable of winning if we were lucky. We would carry fifty gallons of fuel since an extra tank had been 20 OCTOBER 1985

placed behind the cockpit. All in all , the possibility of winning the $25,000 prize looked entirely feasible and I lent myself wholeheartedly to the project. There was one thing that bothered me, however, as the summer wore on and that was a lack of communication and coordination . We had little time to­ gether until the last month or so when we made personal appearances in the theatres in Utica and Lynn attempting to raise money for ou r trip . I assumed that all preparations and plans were being handled efficiently and well at Jack's end of the line - after all, it was his project originally. Surely one would not invest the time and money and not be properly prepared for such an ardu­ ous journey. I assumed others things, too. I was lead to believe that Jack owned the "Baby Ruth " which turned out to be far from the truth . In 1931 Russell Boardman and I worked diligently on every detail of our proposed long dis­ tance flight. We had taken navigation lessons. We had spent untold hours pouring over charts and mapping our proposed route. We had checked con­ sumption. We had done everything as thoroughly as we knew how and we had done it together. This time things would be different. On October 5, after seemingly end­ less complications over accommoda­ tions, passports, the safe stowage of the little "Baby Ruth" on the deck of the S.S. Olympic, we departed . We had supervised the hoisting of our plane by a crane and observed her being placed aboard close to the Gee Bee QED and a Waco that was bound for Kenya . Pre­

cautions were taken by coveri ng the en­ gine with a canvas cover to keep the salt water out of the working parts. After the commotion subsided some­ what and the tugs headed back in New York harbor, we finally retired to our tourist class stateroom. Awaiting our at­ tention was a small pile of luggage and a large bundle of letters that we had not had time to open . After stowing away my clothes , I tackled my unopened cor­ respondence . I discovered that Jack Wright actually owned only a very, very small percentage of the Monocoupe. The bulk was owned by a bank, the builder and there were notes outstand­ ing to lots and lots of other creditors. In fact, our departure from New York had been financed by a quick loan from a friend of a friend - the local Coca-Cola salesman. Also, someone was going to have to come up with $420.00 when we arrived in Southampton or we wou ld be unable to debark. Our great adventure was off to a rough start. Then , to top it all off, before we were even out of sight of land, Jack started to cry - he was homesick and said he should never have left his fam­ ily. What an unpropitious beginning for a venture of any kind but most particu­ larly when our lives were at stake. For­ tunately, a good friend of mine, Bill Bowen, had joined us for the trip over. He was a parachutist, he had a little money and some time to spare so he went along for the ride. Bill was en­ dowed with a great sense of humor and it was he who put our problems into per­ spective - more or less. He was the one who cracked the jokes when things got too serious and it was he who

Jack Wright with the clip-wing Monocoupe 110 Special, NR501 W, SIN 5W47. Power was a Warner Super Scarab, 145 hp.

played the jester in our hour of need , bless his heart. One other aspiring aviator was aboard the S.S. Olympic, Jacqueline Cochran, but she was traveling first class, of course , so we never laid eyes on her. We did see Ed Granville and Wes Smith , both of whom I had known for sometime and who were members of her party. In fact, Ed put a radio and landing lights on the QED enroute to England. Needless to say, when we arrived in Southampton the money was there and our plane duly off-loaded onto a barge. From there she was placed on the dock and then towed up the street to a small field connected with a school in Hum­ ble. We flew from there directly to Mil­ denhall. We had an excellent tailwind and made exceptional time . One man wrote that, based on our flight of ap­ proximatley 100 miles in an about hour, that we just might win the race . The days that followed were filled with briefing sessions, teas , dinners, parties, more teas and more briefings. The rules for the participants were very strict. This was not a stunt. No airplanes were permitted to take part unless they met all of the criteria as to weight, ca­ pacity, etc. and although the number of members in the crew were not specified, the pilot in command at take off at Mildenhall was to be serving in that capacity when they touched down in Melbourne. Jack Wright was our P.I.C. Much to our disappointment, the "Irish Swoop", a Bellanca aircraft, was scratched at the eleventh hour over a dispute on fuel capacity. The Irish had been most hospitable to everyone and they were well-liked by all but the British . Their hospitality tent had been removed from the field and placed across the road on a farmer's property at the demands of the Race Committee. The day before we departed King George V and Queen Mary motored over quite unexpectedly from Newcas­ tle to wish us all God speed . They were joined shortly after by the Prince of Wales who flew in to speak and shake the hand of each of us who was in the race. There were, in all, 64 entries from thirteen countries at Mildenhall. Of this field only twenty were on the starting line at dawn on the morning of October 20, 1934. All three of the American con­ tenders were certified Clyde Pangborn and Roscoe Turner, Jac­ queline Cochran and Wesley Smith, and Jack Wright and I. The first departure had been drawn by Jimmy and Amy (Johnson) Mollison. Jack and I departed in our assigned time slot at 6:36 on the morning of the 20th, leaving behind a throng of some fifty thousand spectactors who had

braved the chill of the early morning to come and see us all off. The first leg of our journey was to Marseilles , France, but we were obliged to land in Lyon for fue l. The weather was marginal. To top the overcast we would have had to go to 10,000 feet and there we could have had a problem with icing . After Lyon , however, we began to experience better weather and, by the time we got to Marseille, it was clear and beautiful. We checked in, gassed up again and headed for Rome . Our time had been good and you couldn 't have met two happier guys, for the "Baby Ruth " was purring like a kitten and we were making very good time. On our arrival in Rome we checked in with the race officials and headed for our hotel. The Race Committee had ar­ ranged for accommodations for use for the entire journey so that there would be no problems with rooms and, proba­ bly, so they knew where we would be staying. In Rome , they had chosen a very beautifu l, first class hotel the name of which now escapes me. I will never forget the reception we got. The desk clerk was misled by my Italian name and greeted us in his native language. He was most cordial and accommodat­ ing to us as he rattled on at length. We acknowledged his discourse as best we could. By the time the bellhop had shown us to our room, Jack and I could hardly contain our laughter. Neither one of us had understood even one word. Until this time I don't think either one of us had given much thought to the prob­ ability of having a problem communicat­ ing but we were to learn the error of our ways before too long. After a quick shower, a shave and a change into a clean shirt, Jack and I

headed for the dining room . We were still wearing the same trousers and sweaters in which we had arrived, for our wardrobe , if you could call it that, consisted of bare essentials like a few clean shirts, underwear and socks plus a toilet kit. The dining room was gorge­ ous. The tables were set with flowing damask cloths , silver and crystal. Flow­ ers were everywhere and the place was crowded with men in tuxedos and ladies in long gowns . We did our best to be inconspicuous but our efforts were fru it­ less and we dined in all that splendor in sheer agony. I hope never to be so mis­ erable over a dinner again in my lifetime. We departed early on the morning of the 21 st from Rome headed to Athens. Here we encountered a minor problem. We were about 100 miles west of Athens when our fuel gauge indicated we were nearly empty. Forced landings were certainly not uncommon so we selected a relatively flat open field and set the Monocoupe down gently. The field was deserted when we landed but in less time than it takes to tell it, it was packed with peasants of all ages. Everybody flocked to the grain field to take a closer look. Langauge, again, was a problem , but fortunately not for long. A young man in a delapidated truck turned out to be a quick study. He started up his vehicle and bumped out of sight only to return a short time later with ten gallons of petrol. Meanwhile, we had tried to talk to the crowd which surrounded us but found that only our Cigarettes were a common bond and, by the time we got the gas, we had every cigarette snatched from us by young and old alike. We had been busy all the while trying to keep the people

Illustration of the Air Race Route. VINTAGE AIRPLANE 21

The Great Race~ from climbing on the "Baby Ruth". I found myself shouting at them in an ef­ fort to make them understand that they were doing damage to our prized plane, but they were unimpressed and un­ moved. We were very much relieved to finally take off again for Rome before more trouble developed over the tram­ pled grain field we had inadvertently caused. Avignon to Athens, for that was the town where we had been forced down, was a breeze. We made it in an hour and ten minutes and the weather was great. We spent the night in Athens, depart­ ing the morning of the 22nd on the next leg of our journey. This part of the trip proved to be a revelation . I did the flying for the entire distance to Cypress for I discovered that Jack did not like flying over water. How he had planned to make it to Australia without flying over large bodies of water is a mystery to me. After flying the Atlantic in 1931 , I don't make it a practice to fly over water if I can avoid it but, under these cir­ cumstances, what is one to do? Any­ way , he sat and fretted , chewing his fingernails and spitting them on the floor of the cockpit the whole way. By the time we landed there was nothing left to bite. So far we had enjoyed the facilities of good airports. Marseille, Rome and Athens were all modern and up-to-date facilities. Cypress was a bit different. It was a grass field and we were refueled from gas drums. Subsequent stops would offer no better fields but we would be gassed by trucks at most of them instead of the drums. Now we were headed for Alleppo, Syria where we began to experience the intense heat that was to be our con­ stant companion and eventually our un­ doing. We remained overnight in Alleppo , then on the morning of the 23rd headed for Baghdad . Stretched beneath our Monocoupe was desert as far as the eye could see. Clusters of trees dotted the sand sparsely, but mostly it was just burning sand everywhere. Neither Jack nor I, nor the "Baby Ruth" were pre­ pared for the waves of scorching heat that we were experiencing. After a flight of four hours and ten minutes we arrived in Baghdad. By now our engine with its NACA cowling was just beginning to show signs of over­ heating. I was reluctant to admit that she was laboring a little and that there was little if anything that I could do about it. We took off on the continuing leg of our journey, but 3-1 12 hours later we were forced to land in the desert a 22 OCTOBER 1985

mile or so out of a town called Mohomerah. We had some anxious moments there because we did not know how soft the sand would be. If it was deep sand, we would nose over so we set her down very carefully. Much to our delight, the sand was baked hard by the blazing sun so our fears were needless. Off in the distance we could see the tufts of trees and the mud dwellings of town so, impa­ tient as always, I climbed out and started to walk toward the village. I re­ member well how hot sand burned the soles of my feet right through the shoe soles. I had not gone very far when I was joined by two natives dressed in caftan robes and bearing old rifles with rusty bayonets. I spoke to them as they ap­ proached but got no reply, just an escort on either side of me as I continued to walk toward the settlement. Here I was shoved into an enclosure with four walls, no roof, no windows, only the opening through which I had entered. Posted at that opening was one of the men who had conducted me there. For 24 hours I was to remain in the enclo­ sure without water or food . No one spoke to me in spite of my attempts to get help. There were some men in uni­ form from whom I hoped to at least get water but they too ignored my pleas. My error, I was later to learn, had been in leaving the plane. Trespassing is forbidden and we had violated the law. Jack fared better than I. He had remained in the Monocoupe and a short time after I had gone, an over-sand ve­ hicle from one of the many oil outposts picked him up and took him to their compound . Here he started the slow

process of alerting the various embas­ sies of my detention and enlisting their assistance in getting me freed . In the meantime, he dined handsomely and enjoyed the champagne and comforta­ ble beds of his hosts who were de­ lighted, I am sure , to have someone so recently in England with whom to gos­ sip. As for me, I wasn 't particularly af­ raid of the shabby rifles that my captors had, but I was terrified of the rusty bayonets so I did nothing to aggravate an already touchy situation . I was detained, as I said , for approx­ imately 24 hours. When I was finally re­ leased we discovered that our problem had been an air lock caused by a standpipe in the fuel tank. I was able to clear it so we then headed for an RAF Base near Basra where I removed the gas tank and lowered the offending standpipe. The motion of the fuel over the pipe had caused it to suck air be­ cause it was too high . Our problems at Mohomerah were just the beginning. By now we knew that we were in for more trouble. The snug fitting cowling, which could not be re­ moved, and the excessive heat of the desert were rapidly burning the valves . When you propped it on the ground, you could hear all seven cylinders hissing , and the blistering heat persisted. The "Baby Ruth" hissed into Bushire, to Jask, to Karachi , to Jodphur, to Al­ lahabad and, finally, reduced to 100 mph, we brought her to rest on the dusty Dumdum Airport in Calcutta on October 28. We had made our last stop. Thoroughly tired , discouraged, hot, dirty and broke, Jack and I checked into our assigned hotel , the Grand Hotel , to await money to get us home. Requests to both Utica, New York and Lynn, Mas­ sachusetts brought rather unsympathe­ tic responses of no funds. The hotel was most considerate . They recorded all our purchases of meals, Cigarettes

John Polando (L) and Jack Wright take a lunch break while their Monocoupe is being fueled .

and drinks on small chits of paper which they strung on a cotton string . Other than our credit, we had practically noth­ ing. We washed our own underwear and socks in the wash basin . We were invited to parties but had to borrow clothes since we had none. All in all , it was miserable. Somehow Jack became acquainted with an Assam tea merchant. Between the two of them they got the needed parts, did some hasty repairs on the "Baby Ruth" and flew her back to Eng­ land on November 8 . Here, Jack's luck not having improved, they landed, of necessity, in a tiny field. They were un­ harmed but the Monocoupe had to be towed away since . the field was too short for take off. For me it was late in November be­ fore I managed to get it all together. Passage had been arranged on the Maidan where I was to be logged as an oiler. I would not work my passage but would be so listed. I checked out the vessel. The captain was most gracious. His quarters were fine , the quarters I would be assigned were satisfactory, but then they showed me the crews quarters. They were dreadful and the crew itself looked like a bunch of cut throats. The deciding factor, however, was that the passage would take 65 days. That definitely was not to my lik­ ing . Finally, in desperation , I wired my

good, trusted and generous friend Earl Boardman . He was bear hunting when my message arrived but instructed his office to send me a draft on the Chase National Bank for a thousand dollars. With funds , I settled my bill with the hotel and said good-bye to my newly found friends. On November 22, I boarded the Imperial Mail Train bound for Bombay. Here I got aboard the "Vic­ eroy of India" on the 24th bound for Mar­ seille via the Suez Canal. We docked December 7, I entrained for Paris , where I remained one night, then off to Cherbourg where I caught the "Bremen" for home. This time there were no ticker tape parades, no autographs , just the keen disappointment of not having suc­ ceeded. Not only had I not been suc­ cessful , I had incurred what appeared to me to be a very large debt. As I said before, I am among those who see things as black or white , you win or you lose. Thence, I put the Race down as a dismal failure and got on with my life trying to forget or ignore the period from August to December 1934. However, this was not to be. In June 1983 I was contacted by the NOS Dutch National Television requesting an inter­ view about my part in the Mac­ Robertson Trophy Race of 1934. They were in the process of making a documentary in conjunction with KLM , which was to be released in October 1984. I had the distinct pleasure of

meeting the producer, cameraman , soundman and the young lady who first called me in Norfolk where they had lo­ cated a DC-2 to recreate the epic flight. I was informed that there are only seven pilots still living who took part in the race. Of that number, I am the only per­ son still flying commercially. They kept me apprised of their prog­ ress on the film. I was sent pictures of the DC-2, the "Uiver", as she underwent the necessary restoration before her departure from Mildenhall, England , on December 18, 1983. I also have films of her successful touchdown in Mel­ bourne, Australia in February 1984. I think perhaps I have mellowed with age. From where I now stand , the Great Race was just that. I contributed the very best I had and I did not succeed. It was, nevertheless, a truly marvelous experience. I attempted to "hitch a ride" on the "Uiver" when she retraced my steps of 1934, but it could not be ar­ ranged. If, however, someone should say "John, how about trying it again?" My answer would still be , "When do we start, I'm ready. "

Editor's Note: While this article was being prepared for publication we learned of the death on August 13 of John L. Polando. He would have been 82 on September 6. We extend our deepest sympathy to his family and many friends . •

STATEMENT OF OWNE ~,~}.'J6~flt/';~ Elt8~rT AND CIRCULAT ION

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CALENDAR

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S.p', 10. 1985

12

3000 Paberezny Road, Oshkosh. WI

54903-3086

1000 Poberezny Ro.)d, Os hkosh, WI

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Paul H. Pobere:z:ny. WitUllan Airfi e ld, Oshkosh, WI

Gene R. Chase. WitUlan Airfield, Oshkosh. WI

Mary Jones,

OCTOBER 3-6 - FOUNTAINHEAD, OKLAHOMA - 10th Annual Convention of the International Cessna 120/140 Association. Con­ tact : Carl Atkinson, McAlister, Oklahoma. OCTOBER 3-6 - EUFALA, OKLAHOMA -10th Annual Convention of the International Cessna 120/140 Association at Fountainhead Lodge, Lake Eufala, 55 rniles SSE of Tulsa. Contact: Carl Atkinson, 918/426-1897. OCTOBER 11-13 - CAMDEN, SOUTH CAROLINA - EAA Chapter 3 Fall Fly-In. Contact Henry or Pat Miller, 919/548-9293. OCTOBER 17-19 - LOS ANGELES, CALIFORNIA - OX-5 Aviation Pioneers National Reunion, Governor's Conferences, National Awards and Hall of Fame Induction Ceremonies at Airport Hilton Hotel. Contact : Oliver Phillips, 10405 West 32nd Avenue, Wheat Ridge, CO 80033, phone 303/233-5905. MARCH 16-22 - LAKELAND, FLORIDA - Sun 'n Fun '86. Contact: Sun 'n Fun Headquarters, 813/644-2431 .

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VINTAGE AIRPLANE 23

1932 Kinner-powered Fleet 9, NC66V, SIN 508 owned by Wayne Edsall (EAA 187214, AlC 7085), Bozeman, MT.

1931 Student Prince, N10686, SIN 103. Owner Bryan R. Martell, Port Townsend, WA said the flight to Kalispell was the longest cross-country for him in this plane.

Ranger-powered Fairchild 24 in British military colors.

24 OCTOBER 1985

1931 Great Lakes 2T-1A, N313V, SIN 200 with 145 hp Warner engine. Seventy-year-old AI Newby (WW II Hump pilot) from Belgrade, MT does a great aerobatic routine in this Lakes. This plane was pictured frequently in the 1957足 61 issues of " American Airman " magazine when owned and flown by publisher Ken Cook of Milwaukee, WI.

1945 Beechcraft D17S Staggerwing NC192H, SIN 6723 is owned by Lewis W. Lindemer (EAA 56710, AIC 2806), Circle Pines, MN.

One of two Piper J-3 Cubs at the gathering.

Stinson V-77 with a R-680 Lycoming. These air足 craft were developed from the Model SR-10J in 1942 and designated AT-19s for the military, and mostly used as navigation trainers.

VINTAGE AI RPLANE 25

MEMBER'S PROJECTS...

Rick Anderson, 805-9 Ave. N.E., Valley City, NO 58072 purchased this 1946 Aeronca 11AC Chief, NC9562E, SIN 1199 in February 1983. After a complete restoration, the Chief first flew in March 1984. Being a student pilot, Anderson was soloed in his Chief in April 1984. Rick was honored when NC9562E received the Grand Champion award in the Antique and Classic category at the West Central Airfest '84 at Fergus Falls, Minnesota, and again more recently when his Aeronca was named Outstanding In Type at Oshkosh '85.

Herbert Spilker, R. R. No.2, Dundas, Ontario, L9H 5E2, Canada bought a basket case Luscombe 8E in Northern Canada in August 1980. After he and Bill Brubacher completely remanufactured the airframe, Herb took the Luscombe to Moody Larsen in Belleville, Michigan in 1983 for a 150 hp Lycoming conversion. He got the plane back in April 1985 and is pleased with the performance ... take off in 300 feet, climb 1,500 fpm, and cruise at sea level 140 mph. 26 OCTOBEH HI!!!>

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by Marvin V. Hoppenworth (EAA 2519, AlC 2773) 4975 Kesler Road , NW Cedar Rapids, IA 52405

"Judge Me" is a common request that many of the arrivals at the Oshkosh Fly­ In check off as they register. This author has had the pleasure of being a member of the Classic judging team for the past five years. I would like to share some of these experiences with you and also enlighten you to some of the difficulties we , as judges, encounter. There is no greater pleasure for me than to see an airplane "factory new" and to realize the aircraft is over 30 years old . Being an A&P mechanic helps me appreciate the workmanship you people present for other people to review aviation history "as it was". Sev­ eral years ago I saw a Luscombe on which 1 had performed its first 100 hour inspection. Both the Classic and Antique judging crews are made up of a Chairman, Co­ Chairman and about five teams. The judging starts on the first day and has to be finalized by the 5th evening. The judges work from the EAA National Judging Standards Manual, which is available to anyone who requests it from Headquarters for $1.25 post paid. 1f anyone is restoring an aircraft and has dreams of an award, I strongly suggest they get a copy of this manual, study it and think about this when they decide to personalize their project. In both the an­ tique and classic category, the key word is "authenticity" with the factory product. Also, there are several classes of awards for both antique and classic cat­ egory aircraft which have been custom­ ized by adding extra features and non­ standard finesse . These fall into the custom class and in the case of classic aircraft are usually placed into cate­ gories of a certain horsepower range. So, for you who are aiming for an award, remember authenticity, work­ manship, color, type of finish, striping and cleanliness all play a part of your effort to win this award. There are extra points awarded for a presentation book , a documentary of the effort you have provided and the difficulty of your pro­ ject. This is your opportunity to verify

Me

"

.

your work. It is also possible to overdo a project. Whoever saw a factory fresh 7AC Champ or J-3 Cub with a hand rub­ bed finish? When you go to the Fly-In , may I suggest a few supplies : something to wipe off the aircraft; clean off bugs , oil , and dust so you can keep it looking fac­ tory fresh until the judges see it. If it is good they will come around for several more "looks". A clean aircraft makes the difference between a "best of type" or a "runner up" for which there is no award . Also, you need not request to be judged just to be able to park your antique or classic aircraft in the area; all antiques and classics are welcome just as all custom built are welcome in their area. If you do decide to be judged, it helps the judges tremendously to give the correct information as to type , N number, sec­ tion and row numbers where you are parked. There was an incident I recall very vividly one year ; after "rattling" around about an hour looking for a certain model and registration number, we

came upon an aircraft all covered with grafitti . To our amazement, this was the aircraft we had been trying to locate. Needless to say it drew a "no contest". When going out to judge, we look for Grand Champion candidates with all the enthusiasm of kids on an Easter egg hunt. Imagine the satisfaction to come upon an aircraft like the Aeronca 7AC "Champ" which took Grand Champion honors several years ago. There it was , just as it rolled out of the factory, includ­ ing "flocking " on the interior. Every de­ tai l was authentic right down to the finishing tape under the screws on the wing ribs. I have since read an article on this restoration . There must have been a big two foot sign on their shop wall reading AUTHENTICITY. They certainly accomplished it. It is a real treat to come across one like this . Judging classic and antique aircraft is an excellent opportunity to see the show planes of the Fly-In, to participate in a very interesting aspect of the event and to meet some wonderful people. Perhaps we will be looking over your aircraft very closely next year. •

Photo by Ron Page

The pilot and co-pilot of this beautiful Cessna 195 are giving proper treatment to the bird at Oshkosh '85 after their arrival from California. VINTAGE AIRPLANE 27

Where The Sellers and Buyers Meet...

25¢ per word. 20 word minimum. Send your ad to

The Vintage Trader. Wittman Airfield

Oshkosh. WI 54903-2591 .

AIRCRAFT: ACRO SPORT - Single place biplane capable of unlimited aerobatics. 23 sheets of clear. easy to follow plans includes nearly 100 isometrical draw­ ings. photos and exploded views. Complete parts and materials list. Full size wing drawings. Plans plus 139 page Builder's Manual - $60.00. Info Pack - $5 .00. Super Acro Sport Wing Drawing ­ $15.00. The Technique of Aircraft Building ­ $10.00 plus $2 .00 postage . Send check or money order to: ACRO SPORT. INC.• Box 462. Hales Corners . WI 53130. 414/529-2609. POBER PIXIE - VW powered parasol - unlimited in low-cost pleasure flying . Big, roomy cockpit for the over six foot pilot. VW power insures hard to beat 3'12 gph at cruise setting . 15 large instruction sheets. Plans - $60.00. Info Pack - $5.00. Send check or money order to: ACRO SPORT. INC.• Box 462. Hales Corners, WI 53130 . 414/529-2609 . ACRO II - The new 2-place aerobatic trainer and sport biplane . 20 pages of easy to follow, detailed plans . Complete with isometric drawings, photos , exploded views. Plans - $85.00. Info Pac ­ $5.00. Send check or money order to: ACRO SPORT. INC.• P.O. Box 462. Hales Corners . WI 53130 . 414/529·2609 .

1933 FAIRCHILD 22. Menasco 0-4 Super Pirate Engine. About 285 hours, airframe 1030 hours. Very clean , some engine spares. $30 ,000. Spare engine available. 312/358-4035 or 742·2041 .

50 hp Franklin Engine. low time, no logs. Runs great. $950.00. Stew Lyon 404/636-7246 .

C-37 Airmaster completely restored to original. All new wood . Best restoration at Watsonville . $29.000.00. Phone 805/769·8380 6·7 p.m. , PDT. (11-3)

MISCELLANEOUS:

Waco RNF. 1930, 145 hp Warner, 30 SMOH, Ham . Std. Grnd. Adj. Prop .. 40 hours since balance and polish; 1977 Ceconite, 135 hours since recover. always hangared ; May 1985 annual ; only 7 still flying . Jim Course . days. 609/888·0496 ; nights 215/493·9385. (10·2) 1938 Aeronca KCA Chief. Cont. A·50- 1 engine , 1500 n . 500 SMOH. Restored 1981 . Needs some work . Asking $5 .000. Phone 305/582-7476.

BACK ISSUES .. . Back issues of THE VINTAGE AI RPLANE (and olher EAA Division publications) are available at $1 .25 per issue. Send your list of issues desired along with payment to : Back Issues, EAA-Wittman Airfield . Oshkosh , WI 54903-2591 . Badly Needed Cessna 140-A cowl parts - parted or assembled - full cowl or nose bowl and lower cowl assembly . Please call Angelo Fraboni. 5801 Monona Drive. Monona, WI 53716-3599 , 608/222­ 1464 or 608/222-8517.

ENGINES & ACCESSORIES:

"GRAND CANYON", 2-hour spectacular helicopter exploration VIDEO. Breathtaking music. Critically acclaimed. Details FREE. Beerger Productions. 327-V12, Arville , Las Vegas . NV 89102 , 702/876­ 2328. (C-l0/86)

CESSNA 172 Propeller. IC 160/DTM. Perfect con­ dition except Vi' short. Great for homebuilUexperi­ mental. $350.00. like new. Why pay more. Val­ paraiso . Indiana 219/462- 1068 . (10-1)

WANTED:

60 hp Franklin Aircraft Engine. Zero hou rs since major, dual ignition. 60 hp Franklin Aircraft en­ gine. Zero hours since major. Single ignition. Ben Epps 404/451-0722 , days only.

Wanted - C-4 Menasco Engine. Prefer in run­ ning condition ; if not running. prefer engine to be complete. Let me know what you have. Call 2161 843-7990. evenings .

VINTAGE TRADER AD fORM

Send check or money order with copy to Vintage Trader - EAA. Wittman Airfield . Oshkosh. WI 54903-3086 .

Total Words _ _ __ Number of Issues to Run _ _ _ _ _ _ __ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Total $_ _ __ Signature _ _ _ __ _ __ _ _ __- _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Address

28 OCTOBER 1985

STITS POLY-FIBER

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• SAMPLE OF OUR NEW HIGH STRENGTH, LIGHT WEIGHT, SMOOTH FABRIC STYLES , WOVEN FROM SECOND GENERATION POLYESTER FILAMENT. • NEW 68 PAGE MANUAL #1 , REVISION 13, WITH DETAILED INSTRUCTIONS FOR FABRIC COVERING , REFINISHING FABRIC SURFACES, AND PAINTING AIRCRAFT FOR CORROSION CONTROL. • LATEST CATALOG AND DISTRIBUTOR LIST.

Cushion upholstery sets Wal l panel sets • Headl iners • Carpet sets • Baggage compartment se ts • Firewall covers • Seat Slings • Recover envelo pes an d dopes

Free catalog of complete product line. Fabric Selection Guide showing actual sample colors and styles of materials: $3.00.

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• CLEAN • SHINE • PROTECT For the discriminating Pilot and F.B.O . who demand excellence in performance products. RACE GLAZE® Polish and Sealant is EAA's choice.

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The EAA Aviation Center's staff uses RACE GLAZE to preserve and protect the museum 's price­ less collection of aircraft.

'-....... - w--­ List: $12.00 per bottle

• Easy To Use • Reduces Drag • Removes Exhaust Sta ins • Protect Leading Edge • Removes Oxidation • Resists UV Fading • Cannot Yellow • Unbelievable " Gloss"

EAA Price : $9.95 per bottle EAA Case Price (12) : $72.00 Above prices include shipping for Continental U.S.A. Only.

Send $9.95 for each 16 oz. bottle or save an extra $3.95 per bottle and send $72.00

for each case of 12 - 16 oz. bottles to :

EAA • Wittman Airfield. Oshkosh, WI 54903-3086 Wisconsin Residents Add 5 % Sales Tax

VINTAGE AIRPLANE 29

MEMBERSHIP

INFORMATION

EAA

TIMELESS GIFTS

For The Antique Classic Member

Membership in the Experimental Aircraft Association, Inc. is $30.00 for one year, $58.00 for 2 years and $84.00 for 3 years. All include 12 is­ sues of Sport Aviation per year. Junior Membership (under 19 years of age) is available at $18.00 an­ nualTy. Family Membership is avail­ able for an additional $10.00 annually.

ANTIQU ElCLASSIC fAA Member - $18.00. Includes one year membership in EAA An­ tique-Classic Division, 12 monthly issues of The Vintage Airplane and membership card. Applicant must be a current EAA member and must give EAA membership number. Non·fAA Member - $28.00. In­ cludes one year membership in the EAA Antique-Classic Divison, 12 monthly issues of The Vintage Air· plane, one year membership in the EAA and separate membership cards. Sport Aviation not included.

ANTIQUE/CLASSIC JACKET (#41-2005) This durable nylon jacket is wind and water resistant. Its taffeta nylon lining will help keep you warm when the temper­ atures start to drop. A sleeve pocket, zippered front pocket and button-down check pocket provide more than ample "storage" room . Also two zippered hand pockets. Available in Tan, Sizes S, M, L, XL ... $39.95 (Shipping $1 .55)

ANTIQUE/CLASSIC CAP (#41-20051) Attractive cap with Antique/Classic logo is adjustable to fit all head sizes. Off-white top with blue brim . . . $7.50 (Shipping $1.55)

lAC

Membership in the International

Aerobatic Club, Inc. is $25.00 an­

ANTIQUE/CLASSIC SPORT

nually which includes 12 issues of

SHIRTS FOR MEN AND WOMEN

Sport Aerobatics. All lAC members

(#41-2010) Classic sporty look

are required to be members of EAA.

with this four-button short-sleeve

shirt. Antique/Classic logo ap­

WARBIRDS pears above button-down chest

Membership in the Warbirds of pocket. Jersey knit ensures com­

America, Inc. is $25.00 per year, fort. Available in Tan, Sizes S, M,

which includes a subscription to L, XL ... $22.95 (Shipping $1.45)

Warbirds Newsletter. Warbird memo bers are required to be members of PINS, PATCHES AND DECALS

fAA. Antique/Classic Pin (#41-30101)

can be worn on your cap, lapel or

blouse. It also doubles as a tie

ULTRALIGHT tack . . $2.50 (Shipping .60).

Membership in the EAA Ultralight Large Antique/Classic Patch (2 V2

Assn. is $25.00 per year which in­ cludes the Light Plane World pub­ x 4%) . . . $2.70 (Shipping .25).

lication ($20.00 additional for Sport Small Patch (1 % x 2%) . .. $1.75

Aviation magazine). For current (Shipping .25) . Antique/Classic

EAA members only, $15.00, which Decal .. . $.60 (Shipping .25).

Light Plane World includes publication.

FOREIGN

MEMBERSHIPS

Please submit your remittance with a check or draft drawn on a United States bank payable in United States dol/ars or an international postal money order similarly drawn. Make checks payable to EAA or the division in which membership is desired. Address aI/ letters to EAA or the particular division at the fol­ EAA ANTIQUE/CLASSIC GIFT CERTIFICATE lowing address: (#41-10001) What better gift could there be ­

WITTMAN AIRFIELD OSHKOSH, WI 54903-3086 PHONE (414) 426-4800 OFFICE HOURS: 8:30-5:00 MON.-FRI.

30 OCTOBER 1985

Send Orders To:

EAA

Attention: Sales Dept.

Wittman Airfield

Oshkosh, WI 54903-3086

Wis. residents add

5% sales tax.

at any time of year - than member­ ship in EAA's Antique/Classic Division. Membership includes subscription to The Vintage Airplane magazine and much more. If someone you know has an Interest in the "good old days" and vintage aircraft of yesterday, give them an Antique/Classic membership .. . $18.00 (EAA membership required) (Shipping .25)

EAA OFFICIAL

THE JOURNAL OF THE EARLY AEROPLANE

VIDEO

VHS & BETA

The most authoritative journal on 1llose \\bnderful Flying Machines 1900-1919

""h~ official EAA Founda­ tion video collection of­ fers these great tapes for your viewing pleasure: EAA '84 55 minutes of Fly-In excitement from pre-Con­ vention preparation to the arrival of Voyager . Includes great Warbirds show scenes . .$52-:00" $39.00 EAA OSHKOSH '83 A 26 minute film covering the complete '83 Convention and the dedication of the EAA Aviation Center.

$39.00

EAA OSHKOSH 'n

The '77 Convention plus excellent excerpts of the Spirit of St. Louis Commemorative Tour. $39.00 AERONAUTICAL ODDITIES 17 minutes of fun featuring the oddities and comedies of the early flight as seen in news­ reels of the day. A great addition to your personal library. $29.95 WE SAW IT HAPPEN 60 minutes covering the history of flight as seen in rare early footage and interviews with many aviation pioneers. -$&9:00' $49.95 WINGS ON DREAMS (1981) This famous John Denver film is an in-depth look at EAA Oshkosh '81 and features ground breaking ceremonies for the Aviation Center.

$29.00

BASIC AIRCRAFT WELDING

Learn the intricacies of welding with practical

demonstrations on the subject. An excellent

film for the builder.

$39.95

IN PURSUIT OF DREAMS - New Release

EAA member actor/pilot Cliff Robertson is

narrator host of a film that features Founder

Paul Poberezny and tells of EAA's early days,

philosophy and accomplishments.

$29.00 (16 minutes)

BASIC AIRCRAFT WOODWORKING - New

Release Woodworking knowledge is essential to any homebuilder project. This tape covers the basics of wood construction techniques. $39.95

WORLD WAR I

~,INC.

15 Crescent Road. Poughkeepsie. NY 12601. USA

[EA~

]

~ ......................~

FLYING AND GLIDER MANUALS 1929 - 1930 - 1931 - 1932

Price: $3.25 ea. ppd.

SEND CHECK OR MONEY ORDER TO:

EAA AVIATION FOUNDATION, INC.

WITTMAN AIRFIELD ­ OSHKOSH, WI 54903-3065

Allow 4-6 Weeks for Delivery

Wisconsin Residents Include 5% Sales Tax

Add $2.50 for postage and handling

Wisconsin resident s add 5% sales tax

Guaranteed Immediate Delivery

Watch for New Releases

It's Exciting! It's for Everyone! See this priceless coillection of rare. historically significant aircraft. all imaginatively displayed in the world's largest. most modern sport aviation museum. Enjoy the many educational displays and audio-visual presentations. Stop by-here's something the entire family will enjoy. Just minutes away!

E~

~ FOUNDATION l""~N Wittman Airfield

414-426-4800

Oshkosh, WI 54903-3065

HOURS

8:30 to 5:00 p.m. Monday thru Saturday 11:00 a.m. to 5:00 p.m. Sundays

Closed Easter. Thanksgiving. Christmas and New Years Day (Guided gruup tour

arrangements must be made t'MJ weeks

in advance).

CONVENIENT

IDeATION

The EAA Aviation Center is located on Wittman Field. Oshkosh. Wis. - just off Highway 4 1. Going North Exit Hwy. 26 or 44, Going South Exit Hwy. 44 and follow signs. Rlr fly-ins - free bus from Besler Flight Service,

VINTAGE AIR PLANE 31