VA-Vol-15-No-6-June-1987

STRAIGHT

AND

Antique/Classic Riverboat Cruise The Antique/Classic Riverboat Dinner Cruise will be held Tuesday evening, August 4, sailing at 7:00 p.m. from the Pioneer Inn dock. Due to the limited number of passen­ gers, the tickets are offered for sale in ad­ vance through the mail. If there are any re­ maining tickets, they will be on sale at the Antique/Classic Headquarters up to the time of sailing. Chairman - Jeannie Hill , 815/943-7205.

by Bob Lickteig Looking ahead to "An Aviation Showcase," Oshkosh '87 - your EAA Antique/Classic Division has scheduled a Convention week of group activities. To help you plan your time at Oshkosh, listed here are the dates, times and general information , plus the chairman of each event. If you have any questions or need additional information, please contact any of the chairman who are always ready to help. Antique/Classic Fly-Out The fourth annual Antique/Classic Con­ vention Fly-Out for members and guests is scheduled for Monday, August 3. We will be flying to Shawano, Wisconsin 55 miles north of Oshkosh. Shawano Flying service will be our host. Two sod and one hard surface run­ way will be open, plus a seaplane base ­ so we're extending an invitation for all float planes to join us. Briefing 7:00 a.m. at Antique/Classic Headquarters, departure 8-8:30 a.m.; return 1:30 - 2:00 p.m. , in time for the air show. Chairman - Bob Lumley, 414/255-6832 Antique/Classic Picnic The Antique/Classic Picnic will be held at the EAA Nature Center Sunday evening, Au­ gust 2 starting at 6:00 p.m. The committee has arranged for refreshments and the serv­ ing of a pig roast with all the trimmings. Tick­ ets are $6.00 - a real bargain and will be on sale at the Antique/Classic Headquarters and must be purchased by 6:00 p.m. Satur­ day, August 1, as we must advise the cook the number of people we will have 24 hrs. in advance. Chairman - Steve Nesse, 507/373-1674. Antique/Classic Parade of Flight The Antique/Classic annual Parade of Flight will be staged on Tuesday, August 4 as the main part of the air show and when the field is closed. Briefing for the event will be at 1:00 p.m. at the Antique/Classic Head­ quarters. Chairman - Phil Coulson, 616/624-6490.

2 JUNE 1987

Antique/Classic Parking Arrangements have been made for the Type Clubs and any individuals who wish to park their type aircraft together. The parking committee has developed a simple type parking plan. Information and parking in­ structic,ms will be mailed to you. Contact the Chairman. Chairman - Art Morgan, 414/442-3631. Antique/Classic Forums

A complete schedule of forums covering all makes and models of Antique/Classic air­ craft will be presented throughout Conven­ .tion week. These forums will be conducted by the. most qualified individuals available. Check Convention programs for complete details. Chairman - Ron Fritz, 616/678-5012 Antique/Classic Aircraft Awards Antique Judging - All categories. Chair­ man - Dale Gustafson, 317/293-4430. Classic Judging - All categories. Chair­ . man - George York, 419/529-4378. Antique/Classic Type Club Headquarters All type clubs are invited to set up their headquarters in the type club tent. We have again set up a larger tent so there will be enough room . Tom Poberezny, Senior Vice­ President of EAA and the Convention Chair­ man, will address the type clubs in the head­ quarters tent at 1:30 p.m. Tuesday, August 4. Additional activities are also planned.

Chairman - Butch Joyce, 919/427-0216.

Antique/Classic Workshop

The Antique/Classic Workshop located next to the Antique/Classic Headquarters will again be in operation throughout Convention week. Mary Feik of the Smithsonian's Paul H. Garber Facility at Silver Hill will again visit our workshop. She will present slides and a talk on the restoration of the World War I Spad 13, at 1:00 p.m. on three days: Sunday, August 2, Tuesday, August 4, and Thursday, August 6. Please come by for this special program and help with the completion of our project and gain the hands-on experience of actually working on a restoration. Chairman - George Meade, 414/228-7701. Antique/Classic Photo Contest

The

fourth

annual

Antique/Classic

LEVEL

Amateur Photo Contest will be held during Oshkosh '87. All contestants please register at the Antique/Classic headquarters and re­ ceive up-to-date contest rules, please. Re­ member, photos taken enroute, during the Convention and return home are all eligible for the contest. Chairman - Jack McCarthy, 317/371­ 1290. Antique/Classic Participant Plaque The Antique/Classic Division will present to each registered aircraft a recognition plaque with a colored photo of the aircraft parked at Oshkosh. Please register your air­ craft as soon as possible after you are parked, as this will speed the procedure to present you with your plaque. Chairman - Jack Copeland, 617/336­ 7245. Antique/Classic Interview Circle The Antique/Classic Interview Circle will be expanded this year and will schedule two interviews per day. If you have an interesting aircraft and would like to be included in this program for an interview, please contact the Chairman so you can arrange to be included in his schedule at your convenience. Chairman - Kelly Viets, 913/828-3518. Airline Pilots Headquarters A tent for all airline flight crews will again be located in the Antique/Classic area. Chairman - Don Toeppen, 3121377-9321. Antique/Classic Information Booth The membership and information booth will be located outside the Antique/Classic Headquarters. Complete information on membership and Convention activities can be obtained here. Chairman - Kelly Viets, 913/828-3518. Antique/Classic Ha" of Fame Reunion The annual Hall of Fame Reunion for pre­ vious Grand and Reserve Champ aircraft will again be held at Oshkosh '87. A special dis­ play area, special awards and a special fly­ by recognition are planned. All previous win­ ners are encouraged to bring their aircraft back to Oshkosh for the members and guests to enjoy. Chairman - Dan Neuman, 612/571-0893. OX-5 Aviation Pioneers The OX-5 Aviation Pioneers headquarters tent is located in the Antique/Classic area. Chairman - Bob Wallace, 301 /686-3279.

Please check your Oshkosh '87 Conven­ tion program and EAA Antique/Classic Headquarters for complete details of all events. It's going to be a great Convention ­ make the Antique/Classic area your head­ quarters for Oshkosh '87. Please remember - we're better together. Welcome aboard - join us and you have it all..

PUBLICATION STAFF PUBLISHER

Tom Poberezny

VICE-PRESIDENT

MARKETING & COMMUNICATIONS

Dick Matt

EDITOR

Gene R. Chase

JUNE 1987. Vol. 15, No.6

CREATIVE ART DIRECTOR

Mike Drucks

Copyright ' 1987 by the EAA Antique/Classic Division, Inc. All rights reserved .

MANAGING EDITOR/ADVERTISING

Mary Jones

ASSOCIATE EDITORS

Norman Petersen

Dick Cavin

FEATURE WRITERS

George A. Hardie, Jr.

Dennis Parks

STAFF PHOTOGRAPHERS

Jim Koepnlck

Carl Schuppel

EAA ANTIQUE/CLASSIC

DIVISION, INC.

OFFICERS

Contents 2 4 5

6 9 11

President R. J. lickteig 1718 Lakewood Albert Lea, MN 56007 507/373-2922

Vice President M.C. "Kelly" Viets Rt.2, Box 128 Lyndon, KS 66451

913/828-3518

12

Secretary Ronald Fritz 15401 Sparta Avenue Kent City, MI 49330 616/678-5012

Treasurer E.E. " Buck" Hilbert P.O. Box 145 Union,IL60180 815/923-4591

16

14

18 19

DIRECTORS

20

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

Stan Gomoll 1042 90th Lane, NE Minneapolis, MN 55434 6121784-1172

23

Dale A. Gustafson 7724 Shady Hill Drive Indianapolis, IN 46278 31 7/293-4430

Espie M. Joyce, Jr. Box 468 Madison, NC 27025 919/427-021·6

27

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

Gene Morris 115C Steve Court, RR 2 Roanoke, TX 76262 817/491 -9110

Daniel Neuman 1521 Berne Circle W. Minneapolis, MN 55421 61 21571-0893

Ray Olcott

1500 Kings Way

Nokomis, FL 33555

813/485-8139

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

S.J. Wittman

Box 2672

Oshkosh, WI54903

414/235-1265

George S .. York

181 Sloboda Ave.

Mansfield , OH 44906

419/529-4378

ADVISORS

24

28

Straight and Level by Bob Lickteig A/CNews by Gene Chase Calendar of Events Johnny Bouteller and his N3N-3 by Mary Jones Notice of Annual Business Meeting and Election Vintage Seaplane by Norm Petersen Interesting Members by S. H. "Wes" Schmid Flying a Classic by Herbert A. Schaffner 1986 Antique/Classic Photo Contest by Jack McCarthy Volunteers - A Book of Heroes by Art Morgan and Bob Brauer Vintage Literature by Dennis Parks Pass it to Buck by E. E. "Buck" Hilbert/Dale Wolford Type Club Activities by Gene Chase Interviews at Oshkosh by Pamela Foard and Larry D'Attilio Mystery Plane by George A. Hardie, Jr. Vintage Trader

Page 6

Page 12

Page 14

FRONT COVER . .. Johnny Bouteller flying his 1940 N3N-3. Dow1own Tulsa is in the background. See story on page 6. (Photo by Ben Newby) BACK COVER . .. EM Air Museum's Hisso-powered Standard J-1 photographed in July, 1986 at Pioneer Airport. This in-license antique was donated by the Chuck Klessig estate. (Photo by Jack McCarthy)

The words EM, ULTRALIGHT, FLY WITH THE FIRST TEAM , SPORT AVIATION , and the logos of EXPERIMENTAL AIRCRAFT ASSOCIATION INC. , EM 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 EM 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.

Robert C. " Bob" Brauer 9345 S. Hoyne Chicago, IL 60620 3121779-2105

Philip Coulson 28415 Springbrook Dr. Law1on, MI 49065 616/624-6490

Editorial Policy : Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. Material should be sent to : Gene R Chase, Editor, The VINTAGE AIRPLANE , Wittman Airfield, Oshkosh , WI 54903-3086. Phone: 414/426-4800.

John A. Fogarty RR2, Box70 Roberts, WI 54023 715/423-1447

Robert D. "Bob" Lumley N104W20387 Willow Creek Road Colgate, WI 53017 414/255-6832

The VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by EM 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 EM Antique/Classic Division, Inc. are $18.00 for current EM members for 12 month period of which $1 2.00 is for the publication of The VINTAGE AIRPLANE. Membership is open to all who are interested in aviation.

Steven C. Nesse 2009 Highland Ave. Albert Lea, MN 56007 507/373-1674

S.H. " Wes" Schmid 2359 Lefeber Avenue Wauwatosa, WI 53213 4141771-1545

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 EM Antique/Classic Division, Inc., Wittman Airfield , Oshkosh, WI 54903-3086. VINTAGE AIRPLANE 3

Compiled by

cial interest to Charles Lindbergh. Tom Poberezny accepted the award on his father's behalf.

Gene Chase

FLOTTORP AND AEROMATIC PRO­ PELLERS NOW PRODUCED BY KINETICS, INC. EAA "SPIRIT OF ST. LOUIS" TO PARIS

Kinetics, Inc., 437 Main Ave. North, Britt, Iowa 50423, has purchased the type certificates, engineering, tooling, jigs, production equipment and inven­ tory of Flottorp and Aeromatic propel­ lers from the Propeller Manufacturing Division of UNIVAIR Aircraft Corpora­ tion of Aurora, Colorado. This will allow KINETICS to produce Flottorp and Aeromatic wooden aircraft propellers as well as experimental, specialty and de­ corative propellers. Under the Flottorp trademark, KINE­ TICS also produces the Beech Roby propeller. The Flottorp fixed pitch wooden propeller is the world's oldest propeller line.

Too late to be announced in last month's issue of The Vintage Airplane, plans were finalized to bring the EAA replica Ryan "Spirit of St. Louis'" out of retirement to take part in the 60th an­ niversary celebration of Lindbergh's historic solo flight at Le Bourget Field, Paris, France on May 21, 1987. The plane was disassembled and crated for shipment to Paris where it will remain for more commemorative activities at the Paris Air Show, June 11-21. The EAA Aviation Foundation 's "Spirit" was built in 1977 to commemo­ rate the 50th Anniversary of Lindbergh's solo accomplishment and the tour he made of the U.S. on his return from Paris. Duplicating that tour in 1977, the EAA "Spirit" was seen by millions of people during stops at more than 100 cities. The plane was retired last fall and put on display in the EAA Air Museum in Oshkosh, Wisconsin after flying more than 1300 hours - three times the total on Lindbergh's original. The original "Spirit of St. Louis'" is on display in the ~ Smithsonian Institution's National Air ~ and Space Museum in Washington, D.C. ~ After its arrival in Paris via Air France ~ B-747 the EAA "Spirit" was assembled ~ and test flown. Several flights over the ~ city have been made by EAA and EAA ~ Foundation Directors, Capt. Verne &. Jobst and race pilot Jimmy Leeward. Pioneer aviator Clarence E. Page on his The plane is tremendously popular with 90th birthday. Standing is Joe Cunning­ ham, editor of the monthly publication, the French people and it will be appear­ Oklahoma Aviator. ing at several other major aviation events before being shipped back home 90TH BIRTHDAY CELEBRATION after the Paris Air Show. It will proudly FOR CLARENCE E. PAGE be displayed at the Paris Air Show be­ side the Voyager. A celebration was held on February EAA Founder and President Paul H. 21, 1987 on the occasion of the 90th Poberezny could not attend the 60th birthday of pioneer aviator, Clarence E. anniversary activities in Paris where he Page of Oklahoma City, Oklahoma. In was to be awarded a Lindbergh "Eagle" 1910, Page witnessed Charles Willard in recognition of his contributions to avi­ make the first flight in Oklahoma in his ation and his "stunning accomplish­ Curtiss Pusher. He was a pilot during ments with EAA over the years." The WW II in the Army Signal Corps and "Eagle" award is presented by the Lind­ barnstormed on weekend's afterward. bergh Fund in recognition of an indi­ Page was active in the development vidual's or event's extraordinary con­ of airports in Oklahoma City and it is tributions in one or more areas of spe­ fitting that the three major fields are

4 JUNE 1987

named: Will Rogers World, Wiley Post and Clarence E. Page. During WW II 8,500 pilots went through his flight train­ ing school. In the years following the second world war, Page developed an aviation business that included an F. B. O. at Will Rogers, an engine overhaul facility at Cimarron Field and a nation­ wide military training and maintenance organization that was to reach annual sales of 50 million dollars. He sold to Northrop Corporation in 1972 and soon began to spend his time, effort and his money in building Ok­ lahoma's Air Space Museum, one of the finest in the country. Page has received many prestigious honors and awards and a book about his life, Jennys to Jets, was published in 1983. Several members of Antique/Classic Chapter 10 in Tulsa were invited to Ok­ lahoma City to join in Clarence Page's 90th birthday celebration.

SHELBY B. HAGBERG 1919-1987 Shelby B. Hagberg, 68, of Greenville, Iowa passed away on April 12, 1987 in Pamona, California after a lingering ill­ ness. Shelby was a nationally known antiquer and he regularly attended fly­ ins throughout the Midwest and beyond. Over the years he owned several an­ tique aircraft and was involved in the restoration of many others. Shelby was proud of his low membership numbers in EAA (2473 Lifetime) and the Antique/ Classic Division (211). Shelby Hagberg will be missed by all who knew him.

FLIGHT TRAINING SCHOOL FOR R/C MODELS Preparations are underway by the father and son team of Brad and Dave Scott for the first flight training school for radio-controlled model aircraft in the U.S. There has long been a need for such an activity and this new school will meet that need. The mailing address for the school is at Shawano, Wisconsin (55 miles north of Oshkosh), but it is possible that a site nearer Oshkosh will be available during the period of the Convention. Anyone interested in get­ ting some RIC model flight experience while attending Oshkosh '87 should contact Brad Scott (EAA 142466, NC 10787), 521 S. Sawyer, Shawano, WI 54166. Phone 715/524-2985 . •

CALENDAR

OF EVENTS

JUNE 5-7 - MERCED, CALIFORNIA - 30th An­ nual Merced West Coast Antique Fly-In . Con­ tact 209n 22-3145. JUNE 5-7 - BARTLESVILLE, OKLAHOMA ­ First Annual National Biplane Fly-In at Phillips Airport, sponsored by National Biplane Associ­ ation. Expected to be largest gathering of bip­ lanes on one field since World War II. Modern factory aircraft invited and welcome. Contact: Charles W. Harris, Chairman, 9181585-1591 or Mary Jones, Executive Director, 9181299-2532. Address inquiries on NBA membership to NBA, Hangar 5, 4-J Aviation, Jones-Riverside Air­ port, Tulsa, OK 74132. JUNE 5-7 - SPECULATOR, NEW YORK - 14th Annual Seaplane Pilots Assn. Safety Seminar at Camp-of-the-Woods on Lake Pleasant. Con­ tact: Chamber of Commerce, Box 184, Speculator, NY 12164 or Camp-of-the-Woods, Speculator, NY 12164, 518/548-4311 . JUNE 6 - PARIS, TENNESSEE - EAA Chapter 734 Paris-Kentucky Lake Air Show, Paris, Ten­ nessee. (Rain date, June 7.) Contact: Richard Battles, Henry County Airport, Route 2, Box 269, Paris, TN 38242, phone 901 1642-7676, home - 901 /642-7791. JUNE 6-7 - COLDWATER, MICHIGAN - 3rd An­ nual Fairchild Reunion at Branch County Memorial Field. Contact: Mike Kelly, 22 Cardi­ nal Drive, COldwater, MI49036, 517/278-7654. JUNE 6-7 - JOHNSTOWN, PENNSYLVANIA­ EAA Chapter 633 and Air Force Association Chapter 221 "Aviation Day" Fly-In of civilian and military aircraft at Cambria County, Pennsylvania Airport. Contact: Bob Gohn, 814/ 266-1055 or Don Fyock, 8141266-8737. JUNE 7 - DEKALB, ILLINOIS - EAA Chapter 241 Fly-In Breakfast, 7 a.m. to noon. DeKalb­ Taylor Municipal Airport. Contact: Jerry Thorn­ hill, 3121683-2781. JUNE 12-14 - DENTON, TEXAS - 25th Annual Texas Chapter AAA Fly-In, Denton Municipal Airport. Contact: Jack Winthrop, Rt. 1, Box 111 , Allen, TX 75002, 214/727-5649. JUNE 12-14- TAHLEQUAH, OKLAHOMA-Na­ tional Ercoupe Fly-In. Contact: Skip Carden, P. O. Box 15058, Durham, NC 27704. JUNE 14 - AURORA, ILLINOIS - EAA Chapter 579 Fly-in/drive-in breakfast and airport/FBO open house at Aurora Municipal Airport. 7:00 a.m. to noon. (Rain date, June 21 .) Contact: Alan Shackleton, 3121466-4193 or Bob Rieser, Airport Manager, 3121466-7000. JUNE 14 - ANDERSON INDIANA - EAA Chap­ ter 226 Fly-lnIBreakfast. Anderson Municipal Airport. Contact: Chuck Stottlemyer, 317/643­ 5225. JUNE 20 - MENOMINEE, MICHIGAN - Aviation Display and Fly-In at Twin County Airport. Mil­ itary aircraft on static display as well as fly-bys. Contact: I. W. Stephenson, Box 202, Menominee, MI, phone 906/863-8291. JUNE 20-21 - MORRIS, ILLINOIS - Intema­ tional Bellanca Club Midwest Region Fly-In at Morris Municipal Airport. For high and low wing Bellancas. Contact: Warren Heitsley, 414/637­ 5809. JUNE 21 - ADAMS, WISCONSIN - 7th Annual Father's Day Fly-In Breakfast sponsored by Adams County Aviation Association . Serving 0700 'til ?? Pancake breakfast 'til 12 noon by area Jaycees. StatiC Displays, crafts, antiques, etc. AlC camping available. Contact: R. F.

Davenport, b08/339-6810 or Adolf Pavelec, 6081339-3388. JUNE 21 - MARSHALL, MISSOURI - Fly-In breakfast and air show at Marshall Municipal Airport. Free breakfast to all flying arrivals. Air­ show 1:00 - 3:00. All sport aviation types wel­ come. Contact: Tim Reeder, 7 E. Eastwood , Marshall, MO 65340. Phone 8161886-2264 or 886-8235. JUNE 25-28 - HAMILTON, OHIO - 28th Annual National Waco Reunion . Contact: National Waco Club, 700 Hill Ave., Hamilton, OH 45015. JUNE 26-28 - DAYTON , OHIO - Luscombe As­ sociation National Fly-in at Moraine Airpark. Contact: Ralph Orndorf, 1749 W. Stroop Road, Kettering, OH 45439, or The Luscombe Associ­ ation , 6438 W. MillbroOk Road, Remus, MI 49340, 517/561-2393. JUNE 27-28 - INDIANAPOLIS, INDIANA - In­ diana International Airshow and Trade Expo '87 at Indianapolis Mount Comfort Airport. Con­ tact: Confederate Air Force, P. O. Box 41190, Indianapolis, IN, 317/243-6587. JUNE 28 - BARRINGTON, ILLINOIS - 1987 Mill Rose Farm Breakfast Fly-In . Rain date, Sun­ day, July 5th. Contact: Bill Rose, 65 S. Bar­ rington Road, Barrington , IL 60010. JULY 3-5 - ALLIANCE , OHIO - Annual Taylor­ craft Fly-In Reunion with food, fly-bys, forums, fellowship and possibly a tour of the original Taylorcraft factory exterior including the old runway, buildings and final assembly hangar. Contact: Bruce Bixler, 12809 Greenbower N.E. , Alliance, OH 44601 , 216/823-9748. JULY 3-5 - BLAKESBURG, IOWA - Aeronca Fly-In at Antique Airfield . Open to all . Fly-out, forums, awards. Contact: AAA, Rt. 2, Box 172, Ottumwa, IA 52501 , 515/938-2773. JULY 5-9 - MONTICELLO, NEW YORK - 6th Annual Short Wing Piper Club Convention at Sullivan County Airport. Convention headquar­ ters at Stevensville Country Club, 4 miles away in Swan Lake, NY. Contact: Kurt J. Schneider, Easton Road, Box 679, Revere, PA 18953. 215/847-2501. JULY 10-19 - LOCK HAVEN, PENNSYLVANIA - Sentimental Journey To Cub Haven Fly-In to celebrate "Fifty Years of Aviation History," paying tribute to William T. Piper's contribution to aviation history. Contact: Irving L. Perry, P. O. Box J-3, Lock Haven, PA 17745. Phone (days) 717/893-4201 . JULY 10-12 - MINDEN, NEBRASKA- National Stinson Club Fly-In. Contact George and Linda Leamy, 117 Lanford Road, Spartanburg, SC 29301 , 803/576-9698. JULY 11-12 - MANKATO, MINNESOTA - EAA Chapter 642 Annual Aviaton Swap Meet at Mankato Airport, 8 a.m. to 5 p.m . Annual Fly-In Breakfast Sunday, 7 a.m. to noon. Contact: Bob Holtorf, 208 Capri Drive, Mankato, MN 56001,507/625-4476 or Walt Groskurth, 5071 388-5926. JULY 11-12 - CELINA, OHIO - 3rd Annual Northwestern Ohio Stearman Fly-In and Lakefield Jamboree at Lakefield Airport. Pig Roast - Saturday, breakfast - Sunday. Contact: 419/268-2565. JULY 17-19 - ARLINGTON , WASHINGTON ­ 18th Annual Northwest EAA Fly-In and Sport Aviation Convention at Arlington Airport. Forums, workshops, commercial exhibits, fly market, judging and award programs. Contact:

AI Burgemeister, Director of Services, 17507 SE 293rd Place, Kent, Washington, 2061631­ 9194 . JULY 19-24 - SAN DIEGO, CALIFORNIA - 19th Annual Convention of the International Cessna 170 Association at Montgomery Field. Primary motel is the new Holiday Inn on the airport. Contact: Duane or Prieta Shockey, 619/278­ 9676 or Association Headquarters, 4171741­ 6557. JULY 23-26 - SUN RIVER, OREGON - Interna­ tiona I 180/185 Club National Convention . Con· tact: Joe Stancil, 3119 Lo-Hi Court, Placerville, CA 95667 or phone 916/622-6232 , days. JULY 24-26 - COFFEYVILLE, KANSAS - Funk Aircraft Owners Association Annual Fly-In . Games, judging, trophies, Saturday night ban­ quet. Contact: Ray Pahls, 454 South Summit­ lawn, Wichita , KS 67209, 316/943-6920. JULY 31-AUGUST 7 - OSHKOSH, WISCONSIN - World's Greatest Aviation Event. Experi­ mental Aircraft Association International Fly-In and Sport Aviation Exhibition . Contact : John Burton , EAA Headquarters, Wittman Airfield, Oshkosh , WI 54903-3086, 414/426-4800 . AUGUST 10-14 - FOND DU LAC, WISCONSIN - Annual lAC Championships. Contact: Sha­ ron Heuer, 758 Grovewood Drive, Cordova, TN 38018, phone 901 /756-7800. AUGUST 14-16 - BLAKESBURG , IOWA - An­ nual AAA Reunion for members only. Antique Airfield . Contact : AAA, Rt. 2, Box 172, Ot­ tumwa, IA 52501 , phone 5151938-2773. AUGUST 28-30 - SUSSEX, NEW JERSEY Sussex Air Show '87 at Sussex Airport. Con­ tact: Paul G. Styger, 201 /875-7337 or 875­ 9919. AUGUST 29-30 - SCHENECTADY, NEW YORK - Flight '87 Airshow sponsored by American Red Cross and Empire State Aerosciences Museum at Schenectady County Airport featur­ ing Concorde, USAF Thunderbirds, Golden Knight Parachute Team, military and civilian ground displays and demonstrations. Contact: Frank Goodway, Director, Flight '87, 419 Mohawk Mall, Schenectady, NY 12304, 5181 382-0041 . SEPTEMBER 6 - WISCONSIN RAPIDS, WIS­ CONSIN - 7th Annual Antique Transportation Show and Fly-In. 10 a.m. to 4 p.m .. Sponsored by EAA Chapter 706 and Central Wisconsin Model T Club. Contact: Bob Affeldt, 715/325­ 2470 or Joe Norris, 715/886-3261 . SEPTEMBER 9-13 - GALESBURG, ILLINOIS­ Annual Stearman Fly-In. Massive surplus parts sale, camping, etc. Contact: Tom Lowe, 823 Kingston Lane, Crystal Lake, IL 60014. SEPTEMBER 11-13 - SANTA YNEZ, CALIFOR­ NIA - West Coast Cessna 120/ 140 Club An­ nual Fall Fly-In and Membership Meeting. Con­ tact: Lloyd Sorensen , 805/688-3169 or Lou AI· laire, 408/659-2752. SEPTEMBER 17-20 - RENO, NEVADA - 1987 Reno Air Races at Stead Airfield. Contact: Reno Air Races, P. O. Box 1429, Reno, NV 89505. SEPTEMBER 18-20 JACKSONVILLE, IL­ LINOIS - 3rd Annual Stinson Fly-In and Reun­ ion. Seminars on Franklins, re-covering and modifications. Banquet on Saturday night. Fly­ outs, contests, fly market, camping at field. Contact: Loran Nordgren, 815/469-9100 or write 4 West Nebraska, Frankfort, IL 60423. OCTOBER 1-4 - GARDNER, KANSAS - 12th Annual International Cessna 12011 40 Assn. Convention at Gardner Municipal Airport. Con­ tact: Ralph Campbell, 913/236-8613. OCTOBER 9-11 - TAHLEQUAH, OKLAHOMA­ 30th Annual Tulsa Fly-In at Tahlequah Munici­ pal Airport. Contact: Charles W. Harris, 119 =ast 4th Street, Tulsa, OK 74103 , phone 9181 585-1591 . OCTOBER 9-11 - TAHLEQUAH, OKLAHOMA­ 7th Anual National Bucker Fly-In held in con­ junction with Tulsa Fly-In at Tahlequah Munic­ ipal Airport. Contact: Frank Price, Route 1, Box 419, Moody, TX 76557, 817/853-2008 . •

VINTAGE AIRPLANE 5

JOHNNY

BOUTELLER

AND HIS

N3N-3

Johnny Bouteller proudly poses with his N3N-3.

by Mary Jones (EAA 203857, AlC 9002) 223 West 114th Court Jenks, OK 74037 (Photos by the author, except as noted) It started 12 years ago in Mesa, Arizona at Falcon Field. Johnny Boutel­ ler, then Chief Pilot for Frates Proper­ ties Co. of Tulsa, Oklahoma was follow­ ing up leads on biplanes for sale. This was the way he usually spent his time in between flights. He was looking for an open cockpit Waco. During World War II as a flight instructor at Wiley Post

Airport in Oklahoma City, he flew over 1200 hours giving dual instruction in the Civilian Pilot Training (CPT) program in Waco F-2s and UPF-7s. He developed a strong attachment to Wacos and vowed someday he would own one. On this particular day in 1975, how­ ever, he saw a sight that changed his mind completely about the kind he would buy. He saw the inside of a Navy N3N-3. "I couldn't believe my eyes," Johnny said. "The N3N-3 was built like a bridge." Most biplanes at that time were of tube and fabric construction with wood wings. Here was a pre-WW II bip­

Bouteller's 1940 N3N-3 is SIN 1974 with FAA registry, N3NZ. 6 JUNE 1987

lane made of extruded aluminum, with riveted metal gussets and metal wings. It didn't take Johnny long to decide he'd rather have a biplane constructed in that manner. He later learned more about the history of this airplane. The N3N-3 was designed and de­ veloped by the U.S. Navy in the late 1930s at the Naval Aircraft Factory in Philadelphia, Pennsylvania. It was used for both seaplane and landplane train­ ing. Some of the first production models on floats were delivered to NAS Pen­ sacola, Florida. In its seaplane config­ uration, it was assigned to the Naval Academy where flight instructors and

This is how N3N-3, SIN 1974 looked when Bouteller acquired it in Calpatria, CA.

The structure of the N3N is all metal including the wing spars and ribs.

Bouteller and Bill Reif install the instruments.

Elmo Mauer "tapes" a wing panel. The covering process is Stits.

students christened it the "Yellow Peril" because of its canary yellow color. Between April, 1940 and January 1942, 816 N3N-3s were produced and delivered. After that time, the Navy stopped producing them and brought the Stearman, N2S, into service. The N3N-3, sometimes mistaken for the Stearman, has the distinction of being the last biplane to serve in the military. In the 1950s, those at the Naval Academy were retired from service and disposed of as surplus. Because of their rugged construction , many N's were put into service as crop dusters. Yes, Johnny bought the N3N-3, N2860, that day in Mesa. After getting it back home in Tulsa, he flew it every chance he could get, in between his corporate flights. "I loved that airplane," Johnny said. When asked why he sold it in 1984, Johnny remarked, "I knew I'd be retiring someday and I had decided my first re­ tirement project would be putting to­ gether an N3N-3. I knew if I had a fly­ able 'N', I would never get to the resto­ ration project. So, I sold N2860 after I retired." Five years before, Johnny.. had started collecting N3N parts. "I'd make the rounds of all the airplane junk yards on my time off between flights," Johnny said. He claims he knows every airplane graveyard in the states of California and Arizona. He finally found his basket case in Calpatria, California in 1983. It was an N3N-3 fuselage. He also negotiated there for the lower wings. The fuselage looked more like the carcass of a picked-over steer. From then on, his search for parts be­ came an intriguing scavenger hunt, which took him all over the country. "I remember the day I found the center section in Madera, California and brought it back to Tulsa in the baggage compartment of the Lear I was flying. No one knew it was on board.. . . I found the Wright Whirlwind R-760-8 in Mesa, Arizona and the top wing in Chandler, Arizona," added Johnny. He discovered the oil tank in an abandoned field at Vero Beach, Florida. Someone had cut a gew gashes in it. Undaunted he had it repaired and installed it in the airplane. . The motor mount and gas tank came from Strongsville, Ohio, just outside of Cleveland. A Tempe, Arizona junk pile relinquished the wind screens and the carburetor air box. The rudder pedals were found in EI Cajon, California. The flying wires, landing wires, aileron con­ trol rods, as well as other miscellaneous parts came from Madera, California. "I had a difficult time locating a nose bowl, but I finally located one in Vacaville, California," he added. The restoration project, started in' De­ cember, 1983, picked up speed when the Navy extended an invitation to Johnny and five other Tulsa biplane VINTAGE AIRPLANE 7

Bouteller spraying silver on the right lower wing panel outside his hangar at Tulsa's Jones-Riverside Airport.

owners to participate in the 75th An­ niversary of Naval Aviation Celebration at NAS Pensacola the first week in May, 1986. Johnny worked 10 to 14 hours per day, seven days per week to finish his airplane in time to go on the "Pensacola Adventure ." "I really put in the hours," said Johnny. The 1200 mile roundtrip to Pensacola was the plane's first cross-country after restoration. "I had lots of help," Johnny said , "An old-timer friend of mine, Elmo Mauer, did the covering and helped with the sanding. He also taught my friend , Mary Jones, how to do the rib stitching. She made the baggage compartment which she copied from an original I had bor­ rowed from Woodland , California," he said. Bill Reif, then Chief Pilot for the Wil­ liams Company in Tulsa, spent some Saturdays helping me install instru­ ments and do other chores which were more easily done with two people." The hanging of the engine was like a stage production with at least a half dozen friendly experts helping, under the gui­ dance of engine mechanic Marvin Sul­

lenger, Jr. Two years previously, Sul­ lenger had overhauled the engine. "I was very lucky to have another N3N-3 at the airport to use as a pattern," smiled Johnny. "N45254, owned by my rib-stitcher, Mary Jones, was close by and I could always double check things on it. In fact, when I couldn 't locate a brake bracket, I ended up removing one from Mary's airplane and using it for a pattern to have one custom made," said Johnny. "It was a big day when I fired up the engine for the first time," Johnny said. "I was so eager to fire it up, I didn 't wait to put on the wings. She purred like a kitten ." "It wasn 't long after that, when friends Gene O'Brien and Doug Philpot helped me to install the wings. I followed the book to do the rigging and did it right the first time. It came out great," Johnny said. The plane, painted in Coast Guard colors, had its first flight on April 13, 1986, a Saturday morning when the gal­ lery present would have made the Wright brothers envious. "I've been fly­ ing it ever since," said Johnny. "It's a

First engine run. Aircraft is chocked and secured to the vehicle. Note fire extinguisher nearby. 8 JUNE 1987

As is usually the case, many friends helped with this restoration. Here Doug Philpot (L) and Marv Sullinger mount the Wright R-760.

dream to fly." With his conversion to the N3N-3, Bouteller has since become known as the N3N-3 expert in his part of the coun­ try. He frequently receives telephone calls for help from other would-be "N" restorers and is always very respon­ sive. His only prior experience in restor­ ing an airplane was a 1935 Wiley Post Model A biplane (see THE VINTAGE AIRPLANE, March, 1973). Johnny learned to fly in a Wiley Post. The one he restored , NC13961 , SIN 12, is now in the Oklahoma City Air Space Museum. John Bouteller has been flying since he was 17 years old, when he won the Wiley Post biplane in a scholastic com­ petition. "I've never done any1hing else but fly for a living," said John. "I've been very lucky." During his 40-plus years of flying , he has accumulated 23,000 hours. He retired as Chief Pilot for Vik­ ing Petroleum in 1984. He has an ATP license, rated in DC-3, B-25, Sabreliner, Lear Jet, Falcon, Lodestar, B-26, B-34. He's also a Pilot Proficiency Examiner (PPE) for the Lear . •

As seen through the wires of a Stearman, Bouteller gives a friend a ride over the hills and lakes of northeast Oklahoma.

NOTICE OF ANNUAL

BUSINESS MEETING

Notice is hereby given that an annual business meeting of the members of the EM Antique/ Classic Division will be held on Friday, August 7, 1987 at 10:00 a.m. (Central Daylight Time) at the 35th Annual Convention of the Experimental Aircraft Associ­ ation, Inc., Wittman Field, Osh­ kosh, Wisconsin. Notice is hereby further given that the annual election of officers and directors of the EM Antique/ Classic Division will be conducted by ballot distributed to the mem­ bers along with this June issue of THE VINTAGE AIRPLANE. Said ballot must be retumed properly marked to the Ballot Tally Com­ mittee, EM Antique/Classic Divi­ sion, Wittman Airfield, Oshkosh, WI 54903-3086, and received no later than July 30, 1987. The Nominating Committee submits the following list of candi­ dates. Kelly Viets, Vice-President

E. E. "Buck" Hilbert, Trea­ surer John S. Copeland, Director Stan Gomoll, Director Dale A. Gustafson, Director Daniel F. Neuman, Director Philip Coulson, Director William A. (Bill) Eickhoff, In­ terim Director

In 1985 Kelly was elected to a two-year term as Vice-President of the Antique/ Classic Division. Kelly and Edna have 3 children and live on the Pomona Lake Airport in the "Flying R" subdivision.

M. C. " KELLY" VIETS

Lyndon, Kansas

A native of Kansas, Kelly entered the consulting engineering field in 1938 and spent World War II designing airports and base facilities for the U. S. govem­ ment. He started his own engineering firm, Viets Consulting Engineers, in 1954 which he has now tumed over to his eldest son. Kelly spent a lot of his younger days around Kansas City Municipal and Fair­ fax Airports where he witnessed Benny Howard's "Ike" make its first flights and the Travel Air Mystery Ship on the way to Cleveland. He soloed in a 7AC Champ in 1946 and has owned an Er­ coupe since 1966. He has restored a 194014-12 Bellanca and a 1947108-2 Stinson Station Wagon . He and his wife Edna started the In­ temational Ercoupe Association in 1972 and put out a monthly newsletter for seven years to Ercoupe lovers world wide. He served on the EM Aviation Foun­ dation Board from 1974 to 1983. He served as a Director on the AlC Board from 1972 and became Secretary of the AlC Division in 1980. He resigned from both positions when he retired in 1983.

E. E. "BUCK" HILBERT Union, Illinois "Buck" is a native of Chicago and a graduate of Lewis College. He began leaming the "pilot's point of view" while working as a line boy at the old Elmhurst Airport near Chicago in 1938. The pay wasn't much, but it was "flying" time and he soloed an Aeronca 65LA Chief in October, 1941 . He enlisted in the Air Force shortly thereafter, into the Training Command, where he flew and instructed in many of the training aircraft of that era. He flew gunnery training at Las Vegas Army Air Field in 8-17s and finished up teaching Chinese Nationalist Pilots twin engine transition. Recalled for the Korean war, "Buck" qualified as an Army Aviator and flew with the HQ. Company Air Section of VINTAGE AIRPLANE 9

II

NOTICE OF ANNUAL BUSINESS MEETING the 24th Infantry Division. "A most re­ warding and memorable experience," he reports. "Buck" and Dorothy and their four children are at home at "Hilbert's Funny Farm" where he has an airstrip and keeps a stable of interesting and flyable "old" airplanes. Buck is a retired United Airlines captain . Buck is no stranger to the Antique/ Classic Division. He is past president, having served from 1971 through 1975. He currently is Treasurer of the Division and is also a member of the EAA Avia­ tion Foundation Board of Trustees.

II

Classic Board of Directors in 1979 and served in that capacity until 1984 when he was elected to a Directorship. Jack earns his living as a professional engineer and in addition to his EAA in­ volvement is active as a Captain on the Massachusetts Wing Staff of the Civil Air Patrol.

DALE A. GUSTAFSON Indianapolis, Indiana

STAN GOMOLL Blaine, Minnesota JOHN S. "JACK" COPELAND Westborough, Massachusetts

Jack received a degree in mechanical engineering from Illinois Institute of Technology in 1954. He served as an Aircraft Maintenance Officer on active duty in the U. S. Air Force from 1955-58, attaining the rank of captain in the USAF reserve. Jack holds a commercial pilot license with a flight instructor rating . He joined EAA in 1971 and the Antique/Classic Division in 1975 shortly after purchasing his first aircraft, a 1948 Cessna 140. At that time Jack lived in the Chicago area and participated in pre-Convention weekend work parties. He has been an active volunteer at the last ten annual Conventions serving at various times as Classic Parking Co­ Chairman, Manpower Co-Chairman, and Manpower Chairman. He was named an advisor to the Antique/ 10 JUNE 1987

Stan soloed a J-3 Cub on his 16th birthday on 11-30-42. In 1945 he served in the U.S. Air Force as a ground crew­ man on B-29s based at Guam. Stan re­ ceived his A&E license in 1949 at Spar­ tan School of Aeronautics, then re­ turned home to Minneapolis where he worked at a small airport. In 1951 he was hired by Northwest Airlines as a mechaniC, progressing to Flight Engineer, Co-pilot and he cur­ rently flies as Second Officer on Boeing 747s. Stan's first airplane was a 193940 hp Taylorcraft. Currently he owns and flies a 1936 Waco Cabin and a 1946 J-3 CUb. Over the years he has restored many airplanes. Stan has been active in EAA working on various committees at the Annual Convention. In 1976 he was named Ad­ visor and elected to the Board of Direc­ tors in 1984. He is currently President of Antique/Classic Chapter 4 in the Min­ neapolis area.

Dale has been interested in airplanes since he was a small child and took his first plane ride in 1939 at the age of 10. He started taking flying lessons in 1945 and soloed at 16. After high school , he worked at the airport in South Bend, In­ diana servicing airliners, handling cargo and doing field maintenance. Dale attended Spartan School of Aeronautics in 1948 and 1949 to obtain additional pilot ratings. After this he freelanced as a flight instructor and ran a small FBO at South Bend until he was hired as a co-pilot on Turner Airlines in Indianapolis in 1950. Through name changes and mergers, the airline is now USAIR. He had been with the airline for more than 35 years when he retired. His plans now are to spend his time be­ tween Indiana and Florida, where he has property adjoining a private airstrip. Through the years, Dale has owned various aircraft including a Stinson V­ 77, Piper Colt, Fairchild 24, Cessna 150 and several modern airplanes. He cur­ rently owns a Cessna 195 plus a Stear­ man PT-17 and Piper J-4 which are being restored . Recently Dale and his wife operated a small airport northwest of Indianapolis. He is a member of sev­ eral organizations interested in antique, classic and homebuilt aircraft. He has been a member of EAA since 1960 and the Antique/Classic Division since it was organized. He has served as an Advisor to the Division and currently is serving as a Director. For several years, Dale has judged antiques at Oshkosh and served as Program Chairman for the Antique/Classic Division awards.

DANIEL F. NEUMAN Minneapolis, Minnesota

PHILIP COULSON Lawton, Michigan

WILLIAM A. (BILL) EICKHOFF St. Petersburg, Florida

Dan soloed a Fairchild KR-31 in 1935 and obtained his A&P license while still in high school in Detroit, Michigan. His first job was in final assembly at Stinson Aircraft Corporation in 1938. Later he was employed by Warner Aircraft Corp. in the engine testing department. Prior to WW II he was chief pilot for an F.B.O. at Detroit City Airport flying Stinson Model "un Trimotors, Sikorsky S-38 amphibians, Wacos, Stinsons, etc. Dan was also a flight instructor in the C. P. T. program. In 1942 he was hired by Northwest Orient Airlines and flew as captain from 1943 until retirement in 1978. He has been actively interested in vintage aircraft since 1947 owning and restoring various types including a Beech Staggerwing, Spartan Execu­ tive, Stinson Reliant, MQnocoupe, Waco, etc. In 1968 he won the AM Grand Champion Award with his Curtiss JN4-D and the EM Grand Champion Award in 1982 with his Buhl LA-1 Pup. Dan owns and operates Midland Avi­ ation Co., an F. B.D . in Minneapolis. He was named an Advisor in 1982 and elected to the Antique/Classic Board of Directors in January 1985.

Phil was born on a farm in southwest­ ern Michigan. His first ride in an airplane was at the age of 16 in a Fairchild PT­ 23, owned and flown by Horace Sac­ kett, a local pilot and A&P. Twenty­ years later Horace would be Phil's guid­ ing light in restoring his 1930 Waco INF. Phil learned to fly off a grass strip in Lawton, Michigan in 1962. His original dual instruction and solo flying was in a Piper J-5. Throughout the years he has owned several aircraft, including a J-3 Cub, Taylorcraft, Tri-Pacer and Cessna 190. He and his wife, Ruthie, are lovers of Wacos and greatly enjoy flying their Kinner-powered 1930 · INF. They also own a Model G Bonanza. Phil's military career consisted of four years in the U.S. Air Force during the Korean War. Phil is a lifetime EAA member and began attending EAA Conventions in Rockford , Illinois. He is a charter member of Antique/Classic Chapter 8 and also a past president. Phil has been chairman of the annual Parade of Flight at Oshkosh for the past seven years. He was appointed advisor to the An­ tique/Classic Board in 1985. The Coul­ sons live in Lawton, Michigan.

Bill's interest in aviation started in the late 60's when he had his first flight in a J-3 Cub with Freddie Quinn, his father-in-law. He later obtained his pri­ vate pilot's license. His dedication to fly­ ing, building and restoring aircraft led to his involvement with the Sun 'n Fun EM Fly-Inn , some 13 years ago. Bill has been a member of EAA since 1972 and participates through Chapter 47 in St. Petersburg. Bill has served as Pres­ ident of the Sun 'n Fun EM Fly-In for the last four years. He is also a member of the Florida Sport Aviation Antique & Classic Association. Bill is a principal of Eickhoff & Pieper, Inc., an independent registered invest­ ment management company. Bill, his wife Suzy, and their son Jus­ tin live in S1. Petersburg, Florida.

VINTAGE

SEAPLANES

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Floating quietly at the Brennand Sea­ plane Base during Oshkosh '85 is Piper Tri-Pacer N8872D, SIN 22-6046, mounted on Edo 89-2000 floats and flown by Joe Devorak of Route 4, Fergus Falls, MN 56537. The pretty blue & white seaplane features drooped wingtips and stall fences for improved performance. VINTAGE AIRPLANE 11

Interesting

Members

by S. H. " Wes" Schmid (EAA 3113, AlC 6688) 2359 Lefeber Avenue Wauwatosa, WI 53213 (Photos from T. C. Weaver Collection)

Truman C. "Pappy" Weaver It was exciting, this first air show he ever attended . And little wonder, with stars such as Johnny Livingston, Art Davis, Florence Klingensmith , even Travel Air test pilot Clarence Clark dem­ onstrating the fabulous "Mystery Ship" which Doug Davis had earlier that month won the Thompson Cup race at Cleveland. The occasion was the Sioux Falls, South Dakota Air Fair/Air Races, Sep­

tember 16-21 , 1929. The townspeople had never seen flying like this before ­ the tight military formations, the precise loops, incredibly fast snap rolls in the nimble new Waco Taperwings, breath­ taking spins that continued almost to the ground, the throaty bellow of big en­ gines as brightly colored aircraft per­ formed unbelievable stunts. A far cry from the occasional barnstormer who passed through the area with a battered old Jenny. But to 12-year-old Truman Weaver, the most impressive part of the show was the excitement generated as pilots chased one another around the race course. They flew so low their props ac­ tually stirred up dust as they skimmed the ground fighting for position. Round­ ing pylons their wing tips appeared to scrape the grass. These pilots were special. Biggest winner, and the pilot

Pappy during a Stan-Eval flight in a B-25 in 1956 at Wright-Patterson AFB, Ohio. 12 JUNE 1987

Pappy and Rita Weaver.

Weaver most admired, was Johnny Livingston. (Little did Weaver realize that one day he would not only meet the great Livingston, but would also develop a close friendship with him in later years.) From that first air show, Weaver's life would never be the same. The aviation bug had bitten. Hard! Fortunately, the city fathers of Sioux Falls followed up their 1929 success by scheduling Air Fair/Air Race events again in 1930 and 1931 . These were magic for Weaver as he saw many fa­ mous pilots compete - the likes of Steve Wittman, Harold Neuman, Jim Haizlip, Frank Hawks, Art Chester and scores of others. Their exploits on the race course only increased his admira­ tion for these heros of the pylons. Like many boys of that era, Weaver read ev­ erything he could find on aviaton. He went further by clipping newspaper arti­ cles, collecting photos, gathering every scrap of information he could find and keeping detailed files on pilots, aircraft and the various race events around the country. Already, at this early stage, he concentrated on air race subjects. This was the beginning of what has grown today into one of the world's most com­ plete files of information on air racing during the golden age - 1929 through 1939. It has almost made Truman "Pappy" Weaver one of the world's most knowledgeable experts of that period. Weaver was born in Donnellson, Iowa in 1917, but the family moved to South Dakota when he was very young. He graduated from Sioux Falls high school in 1934 and like practically everyone from that depression period, found work was scarce. He held a vari­ ety of temporary jobs including a stint in the Civilian Conservation Corps (CCG) program. When the European war started he tried to enlist in the Royal Canadian Air Force. It was not to be. He did, however, get in the Civilian Pilot Training Program (CPTP) at Sioux Falls

Jim Clevenger leaves the cockpit of the beautiful full-scale replica he built of the Wedell-Williams Racer No. 44 on the ramp at Patterson, LA as Pappy Weaver looks on.

where flying time was logged in Porter­ fields and Waco UPF-7s. In October 1942, he joined the Army Air Force. Later, as a cadet, he took primary train­ ing at Pine Bluff, Arkansas and earned his wings and commission after com­ pleting advanced at Lubbock, Texas in June, 1944. He spent 22 years in ser­ vice, eventually flying 50 different mili­ tary aircraft types - recip and jet ­ while accumulating over 20,000 flying hours. He held command pilot rating, FAA commercial license, mUlti-engine land and sea, instrument and CFII rat­ ings. In 1964 he retired from the Air Force with the rank of Major. During the Ko­ rean conflict he flew 110 combat mis­ sions and earned two DFCs and four Air Medals. Prior to retirement he served as assistant airfield manager of Scott Air Force Base in Illinois. He next spent 12 years with the U.S. Civil Service as operations and airfield manager, spending time among other things flying politicians and officials for the State of Missouri and the University of Missouri. At all times Weaver con­ tinued to add to his bulging air racing files. He was constantly on the lookout for additional material, traveling thousands of miles on occasion to inter­ view partiCipants, collecting pictures, accurately recording race results. There have been many myths and in­ accuracies connected with past races that in time became accepted fact and much of Weaver's research has unco­ vered and corrected many of these er­ rors. He wrote hundreds of articles that have been published in major aviation publications. The Smithsonian Institute, Air Force Museum and many other avi­ ation organizations engaged his ser­ vices for various research projects. Au­ thors in particular beat a path to Weaver's door when preparing manu­ scripts dealing with pre-war air racing. And he is always obliging! He has be­ come recognized as the ultimate au­

thority on the pilots, the racing aircraft and the events in which they flew ­ whether the big ones at Cleveland, Los Angeles, Chicago - or the reg ional or even the smallest local event. In 1958 while still on active duty, Weaver began a monthly series of arti­ cles on air racing for EAA's Sport Avia­ tion. These proved to be one of the most popular series ever presented in the magazine as many of those early EAA members could well remember those glorious days of air racing at Cleveland . Reproduction of this series served as the backbone for the book The Golden Age of Air Racing - Pre 1940, co-au­ thored with S. H. "Wes" Schmid, and published by the EAA Air Museum Foundation in 1963. (In 1982, this pub­ lication was totally revised and ex­ panded into two volumes and is cur­ rently available from EAA Aviation Foundation, Wittman Airfield, Oshkosh, WI 54903-3086 for $14.95 each ­ please add $2.00 postage and handling for each VOlume.) Other books Weaver authored in­ clude : Sixty Rare Racing Aircraft; Roar­ ing Army R's; and Three Fingers of Death. Unfortunately these books are no longer in print. His thoroughly re­ searched articles continue to appear periodically in both Sport Aviation and the EAA Antique/Classic Divisions's The Vintage Airplane. Although all the big race events have been well documented, Weaver has in recent years concentrated research on the smaller regional races - the events nobody but the local paper covered. There were hundreds of these races, some held in very small towns way back in the boonies. Weaver's research has already uncovered interesting aspects connected with these events. For many towns it was the highlight of the year.

Schools and factories actually closed so people could attend the show to be thril­ led by the close military formations and the buzzing of grandstands that would permanently ground a pilot immediately if done today. But in the early '30s - it was part of the show! Oftentimes these small shows offered opportunities to as­ piring race pilots to test the waters ­ to find out if they had what it takes to be a big time race pilot. Additionally, these competitions proved to be good places to shake out the bugs when test­ ing modifications or new race designs. Of equal importance, who is to say what impact these events had on young , im­ preSSionable minds, and what careers may have been formulated because of the antics of a few daredevils of the sky! Following World War II and a renewal of interest in air racing sparked by the newly formed 190 cu. in. class (Goodyear), plus the easily acquired surplus fighter aircraft that were mod­ ified for racing, Weaver now took an ac­ tive part in the race scene. His profes­ sionalism, knowledge and dedication to the sport of air racing was quickly rec­ ognized and it was not long before he became operations director for many of the biggest races scheduled. In addition to his handling events in St. Louis, Fort Lauderdale, Cleveland, Cape May, Miami and other events in Texas and Illinois, he was involved in many of the eastern regional Formula 1, biplane, T­ 6 and unlimited events during the '50s, '60s and 70s. Weaver gained the re­ spect of all ranks within the race com­ munity and was known for his ability to work efficiently with pilots, promoters, officials, publicity groups, ticket takers or timers. Part of the secret involved in these smooth running operations was (Continued on Page 22)

Truman C. "Pappy" Weaver, retired Air Force pilot poses with a Beech Staggerwing at the Wedell-Williams Aviation Museum at Patterson, LA. Pappy was named curator of the museum. VINTAGE AIRPLANE 13

Flying A Classic:

Why Not?

The Schaffner Cessna 195, N4308V, SIN 7215 over Pennsylvania farmland.

by Herbert A. Schaffner (EAA 83258, Ale 10829) 145 Park Avenue Hummelstown, PA 17036 A Cessna 195 that was put together in 1947 carries the designation as a "Classic" by the EAA. Classic may mean, according to Webster's, "of the highest class; most representative of the excellence of its kind ; having recog­ nized worth, famous as traditional or typical. " Whatever definition the classi­ fiers at EAA had in mind, the 195s are , like most airplanes, something special. Their speciality rests on their design criteria, more based in 1930s than in the war years, and their designers' ob­ jectives, providing a business airplane for the post-World War II airplane boom. The boom never amounted to even a puff, yet the airplanes are still around . Of the 1,200 or so made, 550 to 650 will be flying every year. Let's examine the proposition , "Flying a Classic - Why Not?" and see how such a pastime stands with airplane fly­ ing in general. 14 JUNE 1987

Well, for .one thing , you get a lot of nice comments about your airplane and that is, at the very least, gratifying. I mean, let's admit it, a person gets some gratification when someone else says, "Your home is beautiful," or, "Your car is a gem," or "Your wife looks stunning today." It's the same thing with an airplane. The airplane , of course, is only seen around airplane places and looked at by airplane people so when a com­ ment is made, it's likely to be meaning­ ful. Also, with a Classic, you find that airplane people, no matter how old they are, have a sentimental , if not a love, for the planes of the 1930s and '40s. And so airplane watchers, looking at a 195 or a Staggerwing or a Cub, know it is a ship from the golden days of yester­ day even if they are not quite sure what kind it is. It is not unusual, and it's kind of nice, on a cross-country, to hear the ground controller, or even the tower operator say, as you taxi by, "Fine looking airplane ." Sometimes it's even grander than that. For example, picture four air-

Herbert A. Schaffner and his custom Cessna 195.

craft parked on the ramp, three corpo­ rate jets of various sizes and a big old radial engine taildragger. Who was walking around what airplane and look­ ing at every corner of it? Four or five young men in white shirts with epaulets, dark blue ties, pol ished shoes, obvi­ ously belonging to the corporate jets, giving that old taildragger a thorough pre-flight. Can you believe that they would even say to the blushing owner, "Boy, some people really travel in style!"? It happens, so one thing about a Classic is that people say nice things to you . Nice comments are one thing, but for the general aviation recreational flyer, there is one overriding concern these days - COST. Everything about an airplane is expensive, too expensive, and almost everyone who regularly flies his own airplane or a rented one makes a personal sacrifice of one kind or another. A lot of cost items that a pilot meets are constant without regard to what kind of airplane he flies. Hangar rent or tie-down space doesn't vary. Gas costs the same amount if you put it in a 1985 Cessna 172 or a 1952 Tri­ Pacer. The same holds true with a new radio, or annual insurance. So, for routine costs, the classic flyer is not penalized or isn 't any better off than a pilot of a recently put together Piper Saratoga. Two other areas of cost re­ main: acquisition and maintenance. Let's look at acquisition first and com­ pare, for openers, restoring an oldie and buying brand new. We'll equip the airplanes with a transponder, two state­ of-the-art transceivers, and OME. And let's set out some performance data so we get reasonable comparable airplanes. TABLE A

Cessna 195 Saratoga Cessna182

Fuel Useful Consumption Load 14.5 1,OOOlbs. 12 1,OOOlbs. 12 7501bs.

Cruise 145M.P.H. 160M.P.H. 140M.P.H.

A quick examination and comparison of the above statistics reveals that the listed aircraft have similar performance norms. As noted before, it's going to cost the same to hangar one as the other. Too, new radios in an older bird are just as salty as for a new one. What about acquisition costs? Well, first of all, we are not comparing apples with ap­ ples, we're sort of sizing up tangerines with oranges. A c.omparison, for exam­ ple, of the cost of a 1947 Stinson 108 just found in a garage, in pieces without fabric, cannot reasonably be made with a newly manufactured Taylorcraft. So let's narrow the difference in the models compared a little bit. One way to do that is to hang a new engine on our classic, give her, at the same time, a new paint

job, and put in some black boxes. For a 195, the figures could look like this:

TABLE B

New engine, installed New paint job Two new Mark 120's Transponder OME Strobe & rotating beacon

$10,000.00 2,500.00 4,500.00 500.00 2,000.00 500.00 $20,000.00

Looking at Trade-A-Plane, we can acquire an airframe on which to put our new engine for anywhere from $8,000 to $14,000. Accepting $11,000 as an average we can accomplish our acquis­ ition and restoration of a classic 195 for $31 ,000. The last time you could purchase a new Piper Saratoga with the same equipment, the cost was $155,000. The last time you could acquire a new Cessna 182, similarly equipped, the cost would be $105,000. To make sure we have comparable airplanes, we'll even spruce up our classic a little on the inside. We'll put in some rugs, a headliner, reupholster the seats and spray a little paint. Let's spend $250 doing that and then let's rollout on the tarmac and place in a row our three comparable airplanes. - a Cessna 195, a Cessna 182 and a Piper Saratoga. Three beautiful airplanes and the one on the left, the classic, may, depending upon which way your per­ sonal preferences lie, be considered the prettiest of all. But, it has a tremendous advantage, aside from looks. That re­ stored airplane costs $70,000 less than the 182 and $120,000 less than the Piper. The cost figures as set forth above for the classic are about as high as we can reasonably go. If you and the old heads around the airport where you keep your classic paint it yourselves, and do a major overhaul, instead of tak­ ing the aircraft to a commercial shop for painting and buying a new engine, you could probably take $7,000 off the total cost of the airplane, bringing it down from about $35,000 to $28,000. If you only want one radio and no OME, you just saved $4,200.00. Either way, there are a lot of automobiles on the road today that cost as much as the classic we just restored . In reality, though, classic owners are, for the most part, going to do a lot of the necessary work on their airplanes, themselves, spend­ ing hours instead of dollars and so, again the costs estimated here are high. What about maintenance? Well , the classic lover might suffer a little here. Older things are going to wear out, or need attention, sooner than new. (Got to be some argument about that prem­ ise.) But, do we ever have some money

to play with , when you consider the money we saved in acquisition. Overall, even spending more for maintenance, in money spent, we're way ahead. There's another aspect of the mainte­ nance question which thoroughly en­ riches the whole proposition of flying and maintaining a classic. Aircraft parts and aircraft knowledge, with regard to a classic , are not the kind of things that are, always, readily available. In fact, most frequently, access to parts and knowledge about the parts isn 't found a fingertip distance away. But, when either one of those things is needed, the classic flyer makes a tremendous discovery. There exists a legion of people who know about your airplane and who know where parts are scat­ tered , and those fellows are spread from hamlet to hamlet, from city to city, across this country. Most of them are now retired and all of them love flying, love airplanes, love their flying experi­ ences, and if they know a lot about your particular model, love it. Their combined knowledge of old airplanes is priceless, and while their demeaner and language is sometimes rough , their insistence on helping, once you make a contact, is unrelenting. Sometimes they are hard to pay, "What would I do with the . money?" and you better say, "Thank you" and offer a ride and that's about it. That kind of help is a universe away from flying your airplane into a large maintenance facility, dictating a work order and returning in four weeks with your checkbook. It's another thing that makes flying a classic a very special experience. So much for tangible things like costs and maintenance that have to be con­ sidered when you evaluate flying a classic. What about intangible things? That's what makes, finally and abso­ lutely, our case. Every owner of a classic has his own list of intangible de­ lights in flying his own airplane and some of those delights, probably, he never even talks about. The pleasures are there , nevertheless. For a 195er, some intangibles might be: 1. Pride that you can land and fly that particular airplane, with its reputation . 2. Simple affection for taildragger and more simple affection because it's a big taildragger. 3. Joy at hearing the sound of the engine in starting and idling. 4. Good-humored indulgence at the puffs of beautiful blue smoke that so often accompany a start. 5. The stability of its cruising ride. 6. The roominess of its cockpit. Any owner of any classic could make his list go on an on , but having started this one, and having thought about things to add to the list, I'm convinced that flying a classic is the thing to do. As a matter of fact, thinking about the whole proposition has made me a little restless. I think I'll run out to the airport . • VINTAGE AIRPLANE 15

1986 Antic

Photo Con by Jack M. McCarth~ 14132 South Keele The 1986 Antique/Classic Photo ContE the number of entries from the previous Chicago suburb of Cicero on January 31 , . as moderator. The following highly qualified photogra bardi , Lee Fray, Jim Cardis, Eric Lundahl in the Air-to-Air category. For information on the 1987 contest, cc at the above address or phone 312/371-1

1 Ground to Ground - 1st place - Robert Majk. 2 Ground to Ground - 2nd Place - Jimmy Rolli 3 Ground to Ground - 3rd Place - I.W. Stept 4 Ground to Air - 1st Place - Marcia Sullivar 5 Contest Judges (L-R): Bill Lombardi, Ray I Koston (Moderator) and Dan Hans. S Ground to Air - 2nd Place - Audra Powers, 7 7 Ground to Air路 3rd Place - Ken Nisbet, 21 8 Judges Choice - Steve Geeting, 1300 Hlllt, 16 JUNE 1987

e/Classic

est Winners

EAA 87959, AlC 2698) Crestwood , IL 60445 was a great success with more than double . The contest judging was held in the presided over by Ted Koston who served served as judges: Dan Hans, Bill Lom足 Ray Prucha. Again , there were no entries Jack McCarthy, photo contest chairman,

W. Sutherland, Hoffman Estates, IL 60195. Box 370449, Montara, CA 94037-0449. Box 202, Menominee, MI 49858-0202. Crooked Post, Spring, TX n373. Eric Lundahl, Lee Fray, Jim Cardls, Ted Photo by Jack McCarthy

11 st Avenue, N.W., Grand Rapids, MN 55744. Ettels Lane, Apt. 103, Clarksville, IN 47130. ) Drive, Cement City, MI 49233. VINTAGE AIRPLANE 17

OLUtl,.EERS

A Bool< Of Heroes

by Art Morgan and Bob Brauer

The "patch." Now what the heck is he talking about? What in the Sam Hill is the "patch?" Like John W. would say, "Well, let me tell ya, little fella." The patch is the EAA Antique/Classic Divi­ sion Volunteer Patch. Isn't it nice? Sure, but how do you get it? The answer is simple. You have to work 15 hours or more at the EAA Convention at Osh­ kosh. You say that's a lot of hours and you're on vacation and all ... well, you know how it is. No!! I don't know how it is. Let me shoot some numbers at you . In 1986 at our annual cluster of airplane madness, we (the Antique/Classic Division) had a total of 142 volunteers. Of that number, 88 - yes, 88 - worked 15 hours or more. That, my dear EAAer, is 62%. That's an impressive number and, I would say, the highest, Convention­ wide. Now why do you think that was? It certainly wasn't because the weather was perfect. No matter how hard P. H. P. tried, we still had some "crud." Was it the high pay? No . . . although the benefits are great. It was because of the friends you meet, re-meet and make. Also, the fun, the boisterous laughs, the hard work, the long hours, the feeling of belonging, the rain down your neck, and, the "patch." To wear the patch with the annual chevrons sets you, the 15-hour volun­ teer, apart. It's not something the major­ ity of attendees have done, but the majority of those who work with us have achieved. Last year's Convention was the most successful ever, thanks in great part to the dedicated men and women who vol­ unteered their time and talents. We could not have done it without those "people lovers." Only people lovers would express sentiments like: "Volunteering makes my Convention complete." "It's great working here, especially meeting people and making new friends." "What a great feeling it is to be back working this year with other volunteers." Many of our workers donate their time

18 JUNE 1987

and services year after year under the scorching sun, in torrential rains and frequently in fine weather, but they all agree they have fun. How much time is enough? That is difficult to say, but one thing is certain; their time spent working with us is the stuff of a "great Convention." In recognition of the dedicated work done by our volunteers, we call atten­ tion to the following men and women who have earned the "Round engine" patch award for serving the Division for 15 or more hours at Oshkosh '86.

Name -

Hours Worked

William (Bill) Mitchell -36 Brett Howard - 84 James (Jim) Mahoney - 88 Dick Doughty - 61 .5 Jerry Hanson - 36 Rebecca Steuer - 56 Larry Agathen - 70 Gloria Beecroft - many* Paul Beecroft - many* Don Morrissette - 47 Geof L. Robison - 38 Dani Sandlin - many* Geoffrey Foote - 47.5 Barbara Miles - 44 Ann Howard - 40.5 Brad Payne - 37 Steve Payne - 40 Glenn A. Loy - many· Lee Mahoney - 48

Sue Tupper - 50 Don Tupper - 50 Mike Doyle - many* Kirk Telhelm - 35.5 Dan Betzoldt - 21 .5 Tim Francke - 25.5 Ben Olcot - 35 Bill Olcot - 20 Jim Thomas - 15 Bobby Johnson - 17 Greg A. Beyer - 25.5 Konrad Schoen - 21 .5 John Spencer - 21 Ted Peterson - 24 Vic O'Neill - 26.5 Earl Nicholas - 22.5 Art Maynard - 16 Howard Nelson - 24 Bob Mason - 28 James Coleman - 16 Robert Fowler - 18 John G. Finiello - 29.5 Kenneth Gamble - 16 Dwayne Green - 19 Michael Hewett - 33 Carrie Green - 15 Ron Johnson - 18 Scott Landschoot - 15 Brian Marquis - 23 Don Nash - 21 Anna Osborn - 16.5 Ken A. Otte - 15 O'neil Gederos 33 Keith Swalheim - 33 Dave Yeoman - 19 Ray A. Hinklin - 20.5 Selene Bloedorn - 37 Eugene F. Dencock - 56 R. Kuntz - 31 .5 Stan Gomoll - many· George Siavicek - 20 Kathleen Siavicek - 22 Richard Swalheim - 17.5 Dova Payne - 27 Jeff Hinklin - 29.5 Susan Peckham - 16 Robert E. Johnson - 18.5 Joseph (Joe) Gula - 17 Karl F. Ellshoff - 16 Marilyn Loy - 20 Jim Pedeareux - 28

(Continued on Page 26)

by Dennis Parks

1910 -

A NOVEL YEAR

American aviation in 1908-09 began to have an impact on the public consci­ ence. Tens of thousands of people saw the Wrights fly at Ft. Myer in 1908 and 1909. In February 1909, Congress rec­ ognized the Wright's work and in July Curtiss won the Scientific American Trophy. In September of 1909 thousands of New Yorkers saw Wilbur Wright fly from Governors Island, around the Statue of Liberty and up the Hudson River, past Grant's Tomb. During 1910 both the Wrights and Curtiss opened flying schools and or­ ganized aerial exhibition teams. Across the country the public was given a chance at county fairs, circuses, and at organized flying meets to witness first hand the new technical wonder. These exhibitions and meets were extremely popular and they exposed the public all across the land to flying . One sign of the public response and growing interest in aviation could be seen in its appearance as a topic in popular culture . Songs, books and films started appearing with aeronautica themes. The very popular song, "Come Josephine in My Flying Machine" ap­ peared in 1910. Juvenile novels with an aviation theme began in 1908 with such series as the "Boy Aviators" by Captain Wilbur Lawton ; the "Girl Aviators" (advertised as 'Clean aviation stories) by Margaret Burnham ; the "Bird Boys" by Langwor­

thy and the "Aeroplane Boys" by Ashton Lamar. Existing juvenile characters such as Tom Swift, the Motor Boys, the Rover Boys and Ben Hardy also discovered the flying machine and took to the air. Titles in 1910 were not too imagina­ tive with phrases such as "in the sky," "in the clouds," "among the clouds ," and "in the air" appearing regularly. Though flying machines were not at many locations in the real world in 1910, they were scattered far and wide in the

world of fiction with such places as ''to the North Pole"; "in Nicaragua"; "in the Antarctic"; and "in the Tropics" as locales for the stories. By 1910 over twenty of these novels had been published. The Aeroplane Boys Series included: "In the Clouds for Uncle Sam"; "The Stolen Airplane"; "The Aeroplane Express" and "The Boy Aeronautics Club." The publisher of the series, Reilley & Britton of Chicago, promised "These stories are the newest and most up-to-date. All aeroplane de­ tails are correct." The aeroplane as described in the Aeroplane Boys Series titled "The Aeroplane Express" was described as follows: "The flying machine had used two plane surfaces, but instead of being superimposed, one was behind the other. And , instead of being practically flat surfaces, his two planes were curved . . . . The frame is of Oregon spruce and bamboo - the planes of rubberized silk balloon cloth . The power plant is a four-cylinder, gasoline, water­ cooled motorcycle engine, 25 hp." The Wrights' patent infringement law­ suit of 1909 seems to have impacted on the novel as the fictional manufacturer of the flying machine stated to a poten­ tial customer, "We have purchased every patent that we believe is needed in making a high-class aeroplane." It is interesting to see the notion of a "plane in every garage" mentioned in such an early flying story. The factory owner again said , "... with our facilities we mean to popularize aeroplanes until they become as common as au­ tomobiles. " Later in the story after the passenger said he thought that flying looked easy the pilot (the 17-year-old hero) remarks

"Everyone'li do it in a few years. I guess I won't have my job very long ." This novel also gives an indication of a possible commercial use of the airplane. The purchaser of the plane ran a mining company in Utah and he thought the craft would be a good way to keep in communication with his pros­ pecting parties in the desert. "We've got from four to eight prospec­ tin' parties out on them deserts all the time. For weeks and months we don't hear from them . . . It would be a big help if we could keep in touch with them . . . . They sayan aeroplane can travel forty-five miles an hour. Why can't I use it to keep track of our prospectors?" The airplane builder said there would be no trouble providing a machine to do the job, but finding the pilot would be difficult. "That's the one trouble that confronts us, . . . we have as yet de­ veloped no training-schools for av­ iators, as we have schools for chauf­ feurs. " These novels, fairly well written and with a decent vocabulary, aimed at high school boys give a good indication of some of the attitudes in society as to the public response to the flying machine and some views as to its pros­ pects. As juvenile aviation magazines such as Air Trails or Model Airplane News did not exist in the 1930s, these novels were probably one of the few places for the youth of the time to learn about avi­ ation . Thanks to Mr. Jim Gorman, our Li­ brary has a collection of over 200 of these novels from 1910 to the 1930s.•

tHE AEROPLANE BOYS SERIES

THE AEROPLANE

EXPRESS

ASHTON LAMAR.

VINTAGE AIRPLANE 19

PASS IT TO

--1]

by E. E. "Buck" Hilbert (EAA 21, A/e 5) P. O. Box 145 Union, IL 60180 (815) 923-4591

An information exchange column with input from readers.

Aeronca C-2/C-3 Ailerons This month's contribution is from Dale Wolford, (EAA 10957, 443 TR 1500, R. 2, Ashland, OH 44805.

Dear Buck: I once owned an Aeronca C-3 and it didn't take long to realize the most sen­ sitive parts on the airplane were the paper thin ailerons. I worried all the time I had it that somehow the ailerons would get damaged and the airplane would be rendered unairworthy. We are restoring an Aeronca C-2. Its original registration number, NC10300 had lapsed, but we were able to get NC10304 which is an authentic C-2 number. The story of the rebuild has been one that only another restorer can appreciate. In addition to five engines, all different versions of E-107s and E­ 113s, we got a fuselage, tail feathers and a crushed wing for a C-3 Master. Literally nothing else! There have been numerous hurdles, all surmounted. The last, the ailerons, appeared more like a high jump. We located an old pair of ailerons which were originally on John Kuranz's C-3. They were restorable but had years of pop-riveted patches. The hinge pins on one aileron were 1-1 /2" out of line. Time permitting I elected to fabri­ cate a new set. If the airplane was ready to fly first, we would go with the re­ worked originals and replace them later. Over the years I have observed a number of solutions to the aileron prob­ lem. I heard that C-3s built under license in England had wood/fabric ai­ lerons, but I've never been able to learn how they were constructed. A beautiful set on Dr. Harwell's NC14556 have ex­ ternally corrugated skins similar to those on Luscombes and Cessna 120/ 140s. This approach would probably be the most functional and practical, and only an Aeronca purist would notice the difference. Three C-3 restorations to my knowledge have internally corrugated new skins as per original. These are: The EAA Air Museums NC16291 re­ stored by EAA Chapter 304 in Jackson, Michigan; Emerson Mehlhose's C-3 re­ 20 JUNE 1987

Ale 836),

storation and John Kuranz's NC13557. The first problem in making new ailer­ ons is obtaining the material. The Aeronca factory used .010 aluminum.

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damage. I have satisfactorily formed skins from both materials. With the sof­ ter flashing, one has to be careful to not tear the material when bulbing the end of the corrugation. The harder T-3 ma­ terial will crack when forming the folded end if the fold is too severe. However, with care it makes a beautiful skin. I made up a 14" wide corrugation forming die. This die sets in a small 12 ton hydraulic press purchased from Harbor Master Surplus Sales. The die

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is spring loaded to open. With the skins cut to size, I can corrugate the (4) skins for an aileron in half an hour. This is the easy part. The fun comes in forming and folding the corrugation ends. The following description is intended to assist any future C-2/C-3 restorers in reducing the frustration factor. Unlike J­ 3s and Champs which were produced in large numbers, there is not enough market demand to justify anyone mar­ keting C-2/C-3 prefabricated skins and

ailerons. If anyone has need for a set, I can arrange to have skins corrugated by a friend who would use my tooling and templates. The cost would be on a time-material basis arranged between yourself and this third party. Skins, cor­ rugated only, can be supplied at mini­ mal cost along with some practice ma­ terial. Completed skins would cost con­ siderably more due to the labor in­ volved . •

have access to complete files on these men was a dream come true. With his usual vigor, Weaver soon distinguished himself at the Museum with his innova­ tive programs. His friendly manner, out­ standing knowledge and objectivity in accomplishing a variety of projects en­ deared himself to the entire community. He thrived working in this new venture, but unfortunately ill health forced him to resign in August 1984. He returned to his home in New Baden, Illinois and once again immersed himself in air race research . A few years later he was coaxed back to Patterson and the Museum, but again his health de­ manded a less vigorous daily schedule and he had to resign . Weaver is a virtual encyclopedia of knowledge when it comes to air racing . His files, including photos and nega­ tives on race pilots, racing aircraft and the many race events around the coun­

try during the '30s is perhaps the most complete anywhere in the world . Re­ markably he willingly and promptly shares this knowledge with everyone. Although ill health has curbed his ac­ tivities, "Pappy" Weaver remains active in aviation. He enjoys attending fly-ins and actively partiCipates in many sym­ posiums on air race history. He is a fre­ quent speaker before aviation groups. At the 1987 EM Oshkosh Convention, Weaver will participate in the forum "40 years of Formula 1" scheduled for Tues­ day, August 4, Tent no. 5, 2:45 to 4:00 p.m. Weaver is a member of many Air Force and aviation organizations, in­ cluding membership in EM and the EAA Antique/Classic Division. He holds EM no. 151476 and AlC no. 7699. "Pappy" Weaver lives at 109 W. Birch Street, New Baden, IL 62265 with his wife, Rita. •

INTERESTING MEMBERS . .. (Continued from Page 13)

that Weaver was ably assisted by his talented wife, Rita, and a hand-picked crew with the experience to carry out assignments quickly and efficiently. "Pappy" Weaver and his team became known as one of the best - and races run by his crew the most successful. The Professional Race Pilots Associa­ tion recognized his performance by naming him general manager in 1971 / 72 where his involvement took him to Reno. A particularly satisfying appointment for Weaver occurred in 1981 when the state of Louisiana named him curator of the Wedell-Williams Aviation Museum in Patterson. Both Jimmy Wedell and Harry Williams were long time favorites of Weaver, and now the opportunity to work in the museum's environment and 22 JUNE 1987

p

I ~ype ClubActivities

Compiled by Gene Chase

SENTIMENTAL HAVEN

JOURNEY

TO

CUB

All friends of aviation are invited to attend "Sentimental Journey '87," a celebration of fifty years of aviation history to pay tribute to William T. Piper's vision and contributions to aviation from the humble beginnings of the legendary Cub through the Cheyenne 400LS. This historic family reunion at the "home" of the Cubs will take place at Lock Haven , Pennsylvania, July 10-19. A full slate of ac­ tivities is planned, including evening corn roasts , melodramas, famous Pennsylvania cooking, flight contests, displays, pilot semi­ nars, flea market, poker runs, judges' awards for restored classic show planes from the E-2 through the Colt, daily tours of Avco­ Lycoming, sea plane parade, etc. Camping (tent and under-the-wing) and RV parking will be available as well as provi­ sions for float planes. Those who can 't fly in are welcome to drive. Several motels, hotels, rooming houses, and college residence hall facilities are avail­ able. The folks in Lock Haven are going all out to make this event the best possible, so whether your airplane is in a basket, on wheels or floats, old, or not-so-old, classic or state-of-the-art, they would love to see you. For information, contact Irving L. Perry, president, A Sentimental Journey to Cub Haven, Inc., P. O. Box J-3, Lock Haven, PA 17745. Phone (days) 717/893-4201 .

The American Air Racing Society was es­ tablished in 1969 and is dedicated to the research and preservation of the true histor­ ical facts and figures of the "Golden Age of

Air Racing , 1929-1939." The group's quar­ terly newsletters contain several pages of accurate accounts of races , pilots and air­ craft of the period. Another service provided by the Society is the availability of photos and plans. Currently 47 plan sets are available, most at 3/4" scale. The plans are beautifully done, extremely reasonable price-wise and in many in­ stances include various configurations of the same racer . Scale modelers in particular who are interested in the "golden age" racers will find this plans source to be a newly-found treasure. The newest addition to the plans service is a three-sheet set in 3/4" scale of the 1934 through 1939 versions of the Wedell-Wil­ liams Model 44 for only $11 .00. The Society claims their plans are the most accurate av­ ailable in the world. For information on the American Air Rac­ ing Society, contact Rudy Profant, President, 4060 West 158th Street, Cleveland , OH 44135.

BELLANCA CLUB

Two Bellanca forums are scheduled dur­ ing the EAA Convention, July 31-August 7, 1987. One forum will take place on Saturday, August 1, 11 :45-1 :00, and the other on Wed­ nesday, August 5, 11 :45-1 :00. Tentative ar­ rangements have been made for a Bellanca Technical Representative to be at one or both . forums. The two forums were scheduled to accommodate both early and late Convention attendees and as a result of requests made by several club members. A Northeast Regional Bellanca Fly-In will be held at Brookhaven , Long Island, New York, September 19-20, 1987 in conjunction with and through the invitation of the Greater New York Antique Airplane Association. The Association will be celebrating its 25th an- . niversary at this event. For information on the Bellanca Fly-In, contact William A. Fen­ nelly, P. O. Box 13, Oceanport, NJ 07757. Phone 201 /222-1116 . For information on the Bellanca Club, con­ tact Larry D'Attilio and Pamela Foard, 1820 North 166th Street, Brookfield , WI 53005. Phone 4141784-0318 .

The Sixth Annual Short Wing Piper Club Convention promises to be the largest col­ lection of Pacers, Tripacers, Clippers, Vag­ abonds and Colts ever assembled since the factory closed . The dates are July 5-9, 1987 at the Sullivan County Airport, Monticello, New York. The main activity center is the Stevensville Country Club in Swan Lake, New York (800­ 431-3858) located just four miles from the airport. Regular bus service is available for transportation between the two sites. Camp­ ing facilities are available at the airport and a nearby travel park. Activities include seminars, aircraft judg­ ing, air tourlpoker run , business meeting , barbecue picnic, banquet, tours of the area and more. Non-members are invited to the convention and can obtain S. W. P. C. mem­ berships at either the airport or the Country Club. For information on the convention, contact Kurt J. Schneider, Easton Road , Box 679, Revere, PA 18953. Phone 215/847­ 2501 . For information on the Short Wing Piper Club contact the Corresponding Secretaryl Membership Chairman, Larry D. Smith , 2022 Concord Drive , Camden , SC 29020. Phone 803/432-5943 (home after 5 p.m.).

AERONCA

A~:

A"Ylaton Club

The current newsletter of the Aeronca Av­ iator's Club notes that strut prices will go up fast now that no ~teel company in the U.S. makes streamline tubing. It seems the Japanese would be glad to supply the tubing but the Commerc!l Department won 't allow them to import. The last U.S. manufacturer dropped streamline tubing because the small market simply wasn't worth the liability risk . A solution to the slick steps on the Champs is the application of an adhesive-backed non-slip material called "Scotch-Tred ," avail­ able at paint and hardware stores at modest prices. The folks at Aeronca Aviators Club are in dire need of a Champion Model GCHC man­ ual (or copy) for their files . If anyone can help, please get in touch with them. For information on the Aeronca Aviator's Club, contact Joe and Julie Dickey, 511 Ter­ race Lake Road, Columbus, IN 47201. Phone 812/342-6878 . VINTAGE AIRPLANE 23

By volunteers of the Antique/Classic Press Committee Larry 0'Attilio and Pamela Foard, Co­ Chairmen Photographs by George Rodenbeck Gene Fuchs/Stearman N99268, SIN 75-5917

PT-13D,

by Pamela Foard This eyecatching yellow and black Stearman was custom restored by its owner and pilot Gene Fuchs (EM 164857, AlC 6033), R.R. 1, Morgan, MN 56266. Gene, who spends his spare moments away from airplanes as a farmer, bought the 1942 Stearman through Trade-A-P/ane in 1982. It has a Lycoming 225 engine, which he over­ hauled. He covered the Stearman with Stits with the polyurethane finish . Gene says the aircraft did military duty for its first four years, then was re­ tired from active duty in 1946 and stored for some time in Texas. Gene's first plane was a Luscombe, and today he also enjoys ownership of a Cessna 180. He is currently restoring a Waco EGC-8 (1938), and in fact owns another for parts supplies. Barry Mikulski/Cessna 170, N2789C, SIN 26333 by Pamela Foard Barry Mikulski (EM 230641), 12630 25th Avenue No., Plymouth, MN 55441, is the proud owner and pilot of this stun­ ning 1954 Cessna. He bought the air­ craft, which is his first, in 1983, and said it was in bad shape. The engine, a Con­ tinental 145, had already been over­ hauled, but the plane's paint and windshield were in desperate need of care. It was structurally sound, although the upper nose bowl had to be replaced. Barry retained the original interior and trimmed the plane with scarlet Dupont Imron. He claims to have put in 100 hours polishing the surface of the Cessna ­ that's a lot of elbow grease! (He pointed out that Bob Irwin, President of the 170 Club, has a very similar paint scheme.) Other interesting facts: the plane is STC-d for a spray tank, as it was origi­ nally used to spray crops. Barry is an engineer at General Mills in Min­ neapolis, and has a daughter (15 at the time of this interview) who is following in her flying father's footsteps. 24 JUNE 1987

Arnie and Virginia Widmer/Beech Staggerwing, N160, SIN 4836 by Sharron Mitchell Pilots Arnie and Virginia Widmer (EAA 266134, AlC 10597), R. R. 1, Box 95, Oakes, ND 58474, bought a 1943 Staggerwing Beech to rebuild. Buying a Beech Staggerwing in any shape is a big decision. Buying one in a basket may border on being crazy, but what a beautiful way to go. One wing was so badly damaged that all the reuseable parts fit in a small box. The plane had been up on jackstands but it fell off and crunched the wing . The fuselage which was in decent shape was put on a truck and hauled to their home in Oakes, North Dakota. They began working on the bottom left wing. Fortunately a friend had the jigs for the wing ribs and they were able to rebuild the wing in about four months. They replaced the inboard sections on all the wings with new mahogany and spruce. They frequently worked from 10:30 p.m. to 1:00 a.m. Most of the work had to be done in the winter months because they are also crop dusters and they have more time starting in October. The Widmers farmed in North Dakota until 1980. They also did crop dusting (technically known as aerial application) on the side. In 1980 they decided to give up farming and go into the flying business full time. They took over the Fixed Base Operation at the city-owned airport, Oakes Municipal. Their hours are different from most people's because they spray or give fly­ ing instruction as long as there is day­ light. During the spring and summer there is little time for anything· else. In their "spare time" they rebuild Staggerwings and try to keep every­ thing running. They own a Cessna 210, a Cessna 172, five sprayer planes, a SNJ-5 and the Staggerwing Beech. That's a lot to keep running . The Widmers began work on the fu­ selage the following October. They bought new wood from Jerry Johnson inWyoming. After replacing broken and rotted stringers, they were ready to start replacing the hardware. By August they were ready to start recovering . They used Ceconite and dope and much sanding between coats. By February they had it in silver. Deciding on the color was another matter. N160 had originally been blue when it was owned by the Civil Aeronautics Authority (now FAA). Dur­ ing WW II it was used by the Army to haul generals around, and the Widmers have a picture from that time showing the original paint scheme. However, Arnie and Virginia did not like the blue - one liked red, the other liked yellow. They looked at 18 different shades of red and yellow, but finally settled on red when they found that red had been one

of the original colors used by Beech. It took three weeks to paint the plane. A Staggerwing has lots to paint - two top wings and two bottom wings plus a substantial fuselage . They used black trim on the red Imron paint and it is re­ ally outstanding - a photographers' de­ light with the sun creating highlights everywhere. The Widmers redid the interior keep­ ing it as original as possible. The panel is original except for the control wheel. They added a King radio and transpon­ der which are almost a necessity today. They managed to put all the antennas on the inside of the plane except for a small exterior transponder antenna. The color of the interior was changed to match the exterior ' and it is hand­ some. The 450 Pratt and Whitney engine had 400 hours SMOH and uses very little oil. Arnie said at 1950 rpm it burns abut 20 gallons per hour of 100 octane avgas. At 65% power and 7500 feet, it will cruise at 155 mph. The Widmers estimated that they spent 5600 hours restoring their Staggerwing . Since finishing it in May, 1986, Arnie and Virginia have flown it 20 hours. They stole the show at the Fargo and Mino( North Dakota air shows. Virginia said, "It flies so ef­ fortlessly .. . so gracefully ... it's like dancing in the sky." A lot of people at Oshkosh might have missed seeing this beautiful oldie but goodie because it was parked in one of the last rows of the show plane camping area. It was well worth the walk. About 781 Staggerwings were

bu ilt betwen 1932 and 1948. Of these only 200 remain and only 50-60 of these are still flying . Arnie flew N160 in the Staggerwing fly-bys. The distinct shape and sound of these rare birds is unmis­ takable. They really have a way of ste­ aling the show.

Scott Olson/Ercoupe N2701 H, SIN 3326

415C,

SIN

by Sharron Mitchell Have you ever admired a polished metal airplane and wondered how much time it takes to get one ready to show? Scott Olson's 1946 Ercoupe initially took about 200 hours, dozens of diap­ ers, bath towels and pounds of Gold Medal flour to polish it for the first show. (The flour works like a fine polishing rouge absorbing the black oxides and sulfides as they are rubbed from the surface of the plane.) But Scott (EAA 99884, AlC 5650), 214 14th Avenue No. , South St. Paul, MN 55075, claims it gets easier because you learn some tricks. Keeping the plane in a clean, dry hangar helps maintain it in good condi­ tion . He also keeps the wings covered with blankets because dew dulls the finish . He also owns two $300 cyclo­ buffers and has a couple of experienced buffers (young men from a local body shop who do that sort of thing all day long and have arms that don't quit) who help out with the last minute buffing . This Ercoupe receives TLC! Scott bought his first Ercoupe enroute to Daytona Beach, Florida several VINTAGE AIRPLANE 25

years ago. He and a friend found the plane and put up their "Daytona Beach money" to buy it. A year later he bought out his friend 's share. But as luck would have it, the engine quit - crash and burn time - no one got hurt and the damage was repairable. Scott found another Ercoupe

(N2701 H) in Michigan . He said he was partial to Ercoupe's because it was lik­ ing owning a convertible - the girls loved it! He quickly added that as soon as they found out they had to polish to get a ride he learned who his real friends were. When Scott restored N2701 H he put

in a new interior, including a larger bag­ gage compartment so he could take his dog along, a new radio and replaced skins where needed. He discovered that 2701 H had probably been undeF water and that it might have been painted at one time. The log books gave no clues about either. Olson's efforts were rewarded when his plane was judged best Ercoupe at Oshkosh in 1984. Scott's interest in aviation began when he flew radio-controlled model airplanes with his father. His Dad's in­ terests have turned to Bonanzas and Barons while Scott has become in­ terested in vintage airplanes, hang glid­ ers and ultralights. Besides the Er­ coupe , he also owns and flies an Icarus ultralight and a Rogala hang glider. He earned the nickname "Crash Gordon" one day when he promised to fly his hang glider for the local news people. Against his better judgement, he at­ tempted to fly the glider in 25 mph winds but succeeded only in crashing into a corn field before all the local news media and camera crews. He has three films of excellent quality of this event. Scott's dream is to build a replica of the 1909 Wright Military Flyer by the year 2009. But this is more than just a pipe dream. He has begun researching - trying to discover the details - the type of wood, the exact design, the weights and measurements, etc. The Wright unites his love for antiques with his enthUsiasm for flying ultralights. He considers the Wright Flyer the earliest ultralight. Good luck to him in his latest venture . •

VOLUIIWEERS

A Book Of Heroes by Art Morg an and Bob Brauer

(Continued from Page 18)

Jim Colburn - 27.5 Dennis Hoffman - 30 Chris G. Arvanitis - 30 Jim Thompson - 20.5 Dennis Gruizenga - 17.5 Michael O. Blombach - 22 Karl Behory - 25 James W. Fowler - 23 Jim Bueschel - 36.5 Chas. C. Classen - 37 Lorna Harmon - 18 Barbara Harmon - 18 Ken Kuigk - many' Robert P. Lewis - 20 Marcia Sullivan - 16 Robert Majka - 57.5

26 JUNE 1987

•Above and beyond! In compiling the list of "patch" ear­ ners, I discovered that a lot of folks, for one reason or another, did not fill out a card, which would have qualified them for a patch. Let me mention a few; my wife , Kate Morgan , Jeannie Hill, Bob Herman, Ray Olcott, Sally "Camp Mother" Ryan , Larry "The Bellanca Bun­ dle" D'Attilio and Pam "Play It Again, Sam" Foard ... also, the entire slate of EAA Antique/Classic Division officers, directors and advisors. All of these people worked the infamous many hours.

Many of these people listed above worked for us in previous years. We are grateful for their continued response and support of our Division's efforts for a successful Convention. Those who experienced the fun and comradeship of working with us for the first time , we invite to share the experience again in 1987. A salute goes out to ALL those fine men and women who have given their time and talent in response to our re­ quest for volunteers. They are the heroes, whose love of people and airplanes will guarantee future success. See you at Oshkosh .•

George A. Hardie, Jr.

Especially designed for the sportsman pilot, this amphibian was typical of many that appeared in the 1930's. The photo was submitted by Shelby B. Hagberg of Greenfield, Iowa, who said it was taken on the Illinois River near Peoria. Answers will be pub­ lished in the September, 1987 issue of THE VINTAGE AIRPLANE. Deadline for that issue is July 10, 1987. The Mystery Plane in the March, THE VINTAGE 1987 issue of AIRPLANE is the Allied A-2, a four­ place low wing originally powered by a Continental 185 hp \ engine. Doug Rounds of Zebulon , GA had supplied a different photo of the airplane to Walt Boyne, who conducts a "Guess What" column in AIR LINE PILOT magazine. It was published in their December, 1986 issue and the answer appeared in

their March, 1987 issue. This was an unusual coincidence and we hasten to assure our reader that it wasn't planned that way! The Allied A-2 appeared in 1946, de­ signed by J. A. Phillips, president and chief engineer of Allied Aircraft Corpo­ ration , Inc. , of Wichita, KS. Billed as a good, basic, four-place design , neither the cheapest nor the most deluxe, its 35 ft. wing was actually greater than a Bonanza but was smaller and lighter in every other respect. It was pointed out that "although the V-tail was popularized relatively recently, it is an old idea." The retractable landing gear was manually operated, with a spring arrangement which balanced the sys­ tem so that very little effort was required for its operation. Performance charac­ teristics were exceptional and it is rather strange that it did not enjoy more suc­ cess . Evidently lack of funds prevented entering into production. Supposedly five were built, of which this is Serial No. 2. Wayne Van Valkenburgh of Jasper, Georgia says it is now regis­ tered to T. J. Balentine of Copan , Ok­

lahoma as a T J-2 rather than an Allied A-2. It is now powered with a Continen­ tal 210 hp engine. Doug Rounds and Wayne Van Val­ kenburgh , as mentioned before, plus Bob Taylor of Blakesburg, Iowa were the only readers who correctly identified the Allied A-2 . As mentioned in last month's Mystery Plane column , additional information on the February Mystery Plane (Travel Air CW) would be presented in this issue. Because of space limitations this is not possible, but we hope to include it in the July issue . •

VINTAGE AIRPLANE 27

Where The Sellers and Buyers Meet...

25e per word, 20 word minimum. Send your ad to

The Vintage Trader, Willman Airfield

Oshkosh, WI 54903-2591 .

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.

PLANS: 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 V2 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, W153130 . 414/529-2609. 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 Cor­ ners, WI 53130. 414/529-2609. ACRO II - The new 2-place aerobatic trainer and sport biplane. 20 pages of easy to follow, detailed

MISCELLANEOUS: BACK ISSUES ... Back issues of THE VINTAGE AIRPLANE (and other 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 . Identify yourself memo pads with packet is yours Memos, P.O. Box

with a flying memo. Aviation 8 exciting designs. A sample for the asking. Wri te: Flying 606, Simi Valley, CA 93062. (7­

6)

Jones-Motorola Tachometer, 300 to 3600 RPM range, 3 Va" case, beveled glass face with brass bezel. No cable, UGC, $200.00 Alpha/200B, Serial No. 148-34, Nav-Com . Like new, $300.00. Theo­

dore C. Travis, 432 Sunnyside Drive, Flushing, MI , 313/659·8586 . (6-1) STINSON RELIANT OWNERS - Have cap strip for Gull Wings (5/'6 x 5/'6 square 6061-T-6) tube. Also aileron for JN4 Jenny, some Stearman parts. NEED : Accessory, cowl and Stearman windshield . Stinson Reliant SR7 (Gull Wing) 1937 wings , seats, wheel pants and fai rings, bump cowl and dual out­ let exhaust for 300 Lyc. Tim Liewer, 312 Sky View, Hershey, NE 69143. (7-2) GAAR-LAMB AERO, LTD. - Call us for discounts on : Ceconite 7600, Aircraft Recovering, CUSTOM MODI FICATIONS , Prop Flange Magnafluxing, SIGNATU RE DYNAM IC PROP BALANCING AND COM PONENT ANALYSIS , (we are equipped to balance at your location for no additional charge.) GAAR-LAMB AERO LTD. , 1602 W. 4th Avenue, Box 105, Brodhead , WI 608/897-8014 or 897-8459. (8-3) SHADES OF WORLD WAR 11- Lots of PT-19/26 restorables. Pick the best one - $1 0,000 or trade. Air Salvage of Arkansas. 501 /394-1022 or 50 11 394-2342. (6-1)

VINTAGE TRADER AD fORM

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

Total Words ____Number of Issues to Run _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __

Total $,_ _ _ _ Signature _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __

Address _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ ____

28 JUNE 1987

A GIGANTIC

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Fly high with a

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AUCTION

The World's Largest Vintage and Sport Aircraft Auction "CONSIGNMENTS ACCEPTED"

A(]G(]ST 8, 1987 at 10 AM

Wittman Field Airport

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Complete interior assemblies for do·it·yourself installation.

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• Cushion upholstery sets • Wall panel sets • Headliners • Carpet sets • Baggage compartment sets • Firewall covers • Seat slings • Recover envelopes and dopes ' Free catalog of complete product line. Fabric Selection Guide showing actual sample colors and styles of materials: $3.00.

Auction held at the' conclusion

of the World Famous EAA Convention

.

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Fallsington , PA 19054 (215) 295-4115

1937 CUB J-2

ENTER YOUR AIRCRAFT TODAY Entries can be at No Reserve or with Reserve. AUCTION SPONSOR: David D. Jameson Oshkosh, Wisconsin

Entry Fee Per Plane: $200 (Non-Refundable) PRESENTED BY:

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VINTAGE AIRPLANE 29

MEMBERSHIP

INFORMATION

EAA Membership in the Experimental Aircraft Association, Inc. is $30.00 for one year, including 12 issues of Sport Aviation. Junior Membership (under 19 years of age) is available at $18.00 annually. Family Member­ ship is available for an additional If you $10.00 annually.

ATTENTION

AIRCRAFT OWNERS

SAVE MONEY...FLY AUTOGAS

use 80 octane avgas now, you could

be using less expensive autogas with an

EAA-STC.

ANTIQUE/CLASSICS EAA Member - $18.00. Includes Get your STC from EAA - the organization

one year membership in EAA An­ that pioneered the first FAA approval for

tique-Classic Division, 12 monthly issues of The Vintage Airplane and an alternative to expensive avgas.

membership card. Applicant must be a current EAA member and must CALL TODAY FOR MORE INFORMATION ­ give EAA membership number. IT'S TOLL-FREE 1-800-322-4277

Non-EAA Member - $28.00. In­ (in Wisconsin call 414-426-4800)

cludes one year membership in the EAA Antique-Classic Division, 12 Or write: EAA-STC, Wittman Airfield,

monthly issues of The Vintage Air­ Oshkosh, WI 54903-3065

plane, one year membership in the EAA and separate membership For faster service, have your airplane's UN" number

cards. Sport Aviation not included.

and serial number; your engine's make, model and

serial number; and your credit card number ready.

lAC

Membership in the International

Aerobatic Club, Inc. is $25.00 an­

nually which includes 12 issues of

Sport Aerobatics. All lAC members

are required to be members of EAA.

WARBIRDS Membership in the Warbirds of America, Inc. is $25.00 per year, which includes a subscription to Warblrds. Warbird members are required to be members of EAA.

EAA EXPERIMENTER EAA membership and EAA EXPERI­ MENTER magazine is available for $25.00 per year (Sport Aviation not included). Current EAA members may receive EAA EXPERIMENTER for $15.00 per year.

FOREIGN

MEMBERSHIPS

Please submit your remittance with

a check or draft drawn on a United States bank payable States dollars.

in

United

It's Exciting! It's for Everyone! See this priceless colllection of rare, historically significant aircraft; all imaginatively displayed in the world's largest, most modem 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!

Make checks payable to EAA or the division in which membership is desired. Address all letters to EAA or the particular division at the fol­ lowing address:

WITTMAN AIRFIELD

OSHKOSH, WI 54903-3086

PHONE (414) 426-4800

OFFICE HOURS:

8:15-5:00 MON.-FRI.

30 JUNE 1987

414-426-4800

HOURS

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

Closed Easte~ Thanksgiving. Christmas and New Years Day (Guided group tour arrangements must be made two weeks in advance).

CONVENIENT IDeATION The fAA Aviation Center is located on Wittman Field. Oshl<osll. Wis. -just off Highway 41. Going North Exit Hwy. 26 or 44. Going South Exit Hwy 44 and follow signs. For fly-ins-free bus from Basler Flight Service.

You've borrowed a buddy's air­ plane to fly the family to a re­ mote, grass landing strip for a weekend of camping. The weather is warm and the great outdoors beckons. Life doesn't get much better. But what if your flight doesn't go as planned? AVEMCO wants you to be a protected pilot. Be­ fore you fly a borrowed, rented or flying club airplane, call AVEMCO for the best aviation insurance available. In most cases, the owner's in­ surance protects him, not you. If . you have an accident, it is prob­ able that you will be sued and suffer financial loss (attorney's fees, court costs, judgments and more). AVEMCO, however, can help you protect yourself against potential financial loss. Deal direct with AVEMCO. You'll avoid time and confusion, while taking advantage of rates that are among the most competitive in the indusUy. We can even bind your insurance right over the phone. Be a protected pilot. Call AVEMCO today, toll-free.