Page 1






by Bob Lickteig

On behalf of the EAA Antique/ Classic Division, it is an honor for me to welcome our members and guests to Oshkosh '88. Planning for this year's convention started the day after we closed Oshkosh '87. During these many months, your of­ ficers, directors and advisers have re­ viewed all programs, projects and group events staged last year in an ef­ fort to improve them for Oshkosh '88. Your Antique/Classic Division is proud to represent you and your in­ terest in our era of aviation. We are also proud of the contributions we make collectively to the success of the EAA annual aviation exposition . Serving you properly and fulfilling our commitments to the Convention re­ quires 21 various committees with chairmen, co-chairmen, members and hundreds of volunteers. We do this to assure you an interesting, exciting and safe flying event. Once again while you are at the Con­ vention, I would like to ask that we all become EAA ambassadors of good will. We will have hundreds of thousands of people on the field. All are interested in aviation and many are

2 AUGUST 988

attending for the first time. Those of us who are close to EAA may overlook the magnitude of this event that must completely overwhelm our Convention guests. The first sight our visitors see is the ocean of transient aircraft parked on both sides of our east-west runway. Next the Warbirds area comes into view, and a whole generation is re­ minded our our air triumphs of World ' War II. Where the road turns south, the unique designs and the polished homebuilts stand out like the morning sunrise. By the time our guests catch their breath, the awesome U.S Air Force B-1 bomber and the glamorous Concorde sit poised to penetrate the stratosphere. Their eyesight tour then captures the prestigious antique and classic aircraft bringing back memories of the exciting pioneering days of avi­ ation. As if this were not enough-the buzzing of the ultralights demonstrates this segment of sport aviation. To cap it off, the majestic floating of the EAA balloon memorializes man's first trips into the air. When we think about it, an event of this size must be completely astound­ ing to the majority of our visitors. And it happens only at Oshkosh. The size, the color, the noise and the excitement

only add to the confusion . I ask every member to pledge to look for these concerned guests and offer to help--to answer questions-to ex­ plain-and to point the way. These lit­ tle gestures will make the Convention more informative and enjoyable for our guests and we will have fulfilled our responsibility to ourselves as part of our great EAA Antique/Classic organi­ zation. Our schedule of group events planned for the Convention has been published in our magazine, THE VIN­ TAGE AIRPLANE, plus complete de­ tails are in your Convention program. With the number of group activities, we have something for everyone in­ cluding family members and guests. Please stop in at the Antique/Classic Headquarters as we would like to say hello and welcome. So as the house lights dim and the stage lights come up on the world's greatest aviation exposition, let's all be proud of our participation and commit ourselves to the Antique/ Classic code of good will. I ask every member, guest and visitor to inhale the air of excitement-stand tall and take it all in-it's vibrant, it's exhilarating, it's alive and it's America at its best. This is EAA Oshkosh ' 88. •



Tom Poberezny



Dick Matt


Mark Phelps

AUGUST 1988 • Vol. 16, No.8


Mike Drucks

Copyright " 1988 by the EM Antique/Classic Division, Inc. All rights reserved.


Mary Jones


Norman Petersen

Dick Cavin


George A. Hardie, Jr.

Dennis Parks


Carol Krone


Jim Koepnick

Carl Schuppel

Jeff Isom




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

Vice President M.C. "Kelly" Viets R1. 2, Box 128 Lyndon , KS 66451


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

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

DIRECTORS John S. Copeland 9 Joanne Drive Westborough, MA 01581 6171366-7245

Philip Couison 28415 Springbrook Dr. Lawton, M149065 616/624-6490

William A. Eickhoff 41515th Ave., N.E. St. Petersburg, FL 33704 813/823-2339

Stan Gomoll 1042 90th Lane, NE

Minneapolis, MN 55434

6121784-11 72

Dale A. Gustafson n24 Shady Hill Drive Indianapolis, IN 46278 317/293-4430

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

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 Beme Circle W. Minneapolis, MN 55421 612157Hl893

Ray Olcott

104 Bainbridge

Nokomis, FL 34275


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

Contents 2

Straight and Level/by Bob Lickteig


AlC News/by Mark Phelps


Vintage Literature/by Dennis Parks


People and Airplanes/by Pamela Foard




Mystery Plane


Welcome New Members


Members' Projectslby Norm Petersen


Vintage Seaplaneslby Norm Petersen


Across Europe by S.56lby Norm Petersen


Flight of a Ryan/by Steve Pitcairn


Pass It To Buck/by Buck Hilbert


Eyewitness/by Bob and Emalou Laible


Volunteers, a Book of Heroes/ by Art Morgan and Bob Brauer


Vintage Trader

Page 12

Page 24 FRONT COVER . .. Safe and sound in New Jersey, Steve Pitcaim's Ryan STA rests after its cross-country trip from Califomia. See Steve's story and photos on page 16. BACK COVER . . . Grahame-White Type 10 Char-A-Banc. this machine set a world's record on October 2, 1913 for weight lifting having flown for 19 minutes at Hendon Field England carrying nine passengers. The plane had a span of 60 feet and was powered by a 120 hp. Austro-Daimler engine. The plane was designed to be used for joy riding at Hendon. Photo from Grahame-White, THE AERO­ PLANE , 1914.


The words EM, ULTRALIGHT, FLY WITH THE FIRST TEAM , SPORT AVIATION, and the logos of EXPERIMENTAL AIRCRAFT ASSOCIATION INC., EM INTERNATIONAL CONVENTION, EM 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 EM ULTRALIGHT CONVENTION are trademarks of the above associations and their use by any person other than the above associations is strictly prohibited.

S.J. Wittman

7200 S.E. 85th Lane

Ocala, FL 32672


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: Editor, The VINTAGE AIRPLANE, Wittman Airfield , Oshkosh , WI 54903-3086. Phone: 414/426-4800.

ADVISORS Robert C. " Bob" Brauer 9345 S. Hoyne Chicago, IL 60620 3121n9-2105 Robert D. "Bob" Lumley N104W20387 Willow Creek Road Colgate, Wi 53017 414/255-6832

John A. Fogerty RR2,Box70 Roberts, WI 54023 715/425-2455 Steven C. Nesse 2009 Highland Ave. Albert Lea, MN 56007 507/373-1674

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 Willman 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 $12.00 is for the publication of The VINTAGE AIRPLANE. Membership is open to all who are interested in aviation. 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 Mark Phelps NATIONAL AERONCA ASSOCIA TION The National Aeronca Association, Inc. has been formed to meet the needs of Aeronca enthusiasts. This organiza­ tion is governed by a central board of directors that oversees the biennial convention on even years at the Aeronca factory in Middletown, Ohio. Regional Aeronca events will be pro­ moted on the odd years . The National Aeronca Association Magazine will be published six times a year, starting in September 1988. A series of technical advisers has been appointed to cover the whole spectrum of aircraft built by Aeronca. A major goal of the N.A.A . is the establishment of an Aeronca museum adjacent to the Aeronca fac­ tory. Since leaving the field of light airplane manufacturing in the early 1950s, Aeronca had become a major aerospace contractor. This year' s con­ vention at the factory included a tour of the facility supplemented with photographs showing comparable views during the era of airplane man­ ufacturing at Aeronca. At the banquet on Saturday evening the speakers were mostly Aeronca veterans who talked about various aspects of airplane man­ ufacturing at Aeronca during the 1930s and 1940s. Awards in several categories were also given for restored as well as custom Aeroncas . Special awards were given to Aeronca-built PT-19s and PT-23s that were produced during World War II. Two categories of membership are available in the N.A.A. Charter mem­ bership is $40.00 for the first year and . is limited to the first 1,000. Charter members receive six issues of the magazine, membership certificate, special association patch, membership card and recognition in the member­ ship roster. Regular membership is $20 per year and includes six issues of the magazine, association patch and mem­ bership card. All Aeronca enthusiasts are invited to join. Aeronca ownership is not a requirement. Applications are available at: National Aeronca Associ4 AUGUST 1988

Aeronca enthusiasts can now join forces with the National Aeronca Association.

ation, 266 Lamp and Lantern Village, Chesterfield (St. Louis), Missouri 63017 telephone 314/391-8999.

NORTHERN NEIGHBOR WANTS EAA Chapter 85 in Surrey, British Columbia, Canada needs the follow­ ing: Aeronca C-3---cowIi ng, gear parts and front end Buhl Pup-Szekely engine and gear parts

Waco IV-radiator and fuel tank American Eagle -wings or wing in­ formation Contact Grant Thoreelsson, 11067­ 146th Street, Surrey, B.C. Canada V3R 3V3 telephone 604/588-1196.

TIM TALEN-RESTORER Aviation has a tough time getting positive press, but EAA Antique/ Classic member Tim Talen (EAA 8615, AlC 1616) is doing his part. He was featured in a recent article entitled "Craftsman takes planes under his wing" and featured in the Eugene, Ore­ gon Register-Guard . The article is complete with color photography and tells Tim's story. Years ago Tim and his father built an airplane in Tacoma, Washington. After a stint in college, Tim lost some years to the Vietnam war before earn­ ing his pilot license under the GI bill. Working at the airport, Tim earned his A&P ticket in 1975. After teaching college for a couple of years, he de­ veloped a clientele in the aircraft re­ building business. In 1980, he and two friends bought 63 acres on a high ridge in Springfield, Oregon and built an airstrip with three homes adjacent to it. The view of the valley below is

spectacular. The place began to look like a real airport when Tim dismantled a huge 4,800-square-foot hangar at an old air­ port and reassembled it on his airstrip . With plenty of work space below and living quarters for his family above, Tim has things humming his way! Recently he added two helpers in the business to try to keep up with the huge amount of restoration work that finds its way to his door. Tim admits that he's a happy man, doing what he really enjoys . And besides, he gets to do all the test-flying!-Norm Petersen

OREGON A VIATION MUSEUM GETS ANZANI LONGSTER Les Long, of Cornelius, Oregon was an enterprising innovator who, with his brother owned a radio shop in the late 1920s. Les got interested in aviation and went on to become nationally fa­ mous as a designer. Although early ef­ forts were less than successful, his "Longster" powered by a three-cylin­ der, 35-hp Anzani engine was a hit. Plans were published in the 1930 FLY­ 1NG AND GLIDER MANUAL and Les went on to design a series of airplanes, bringing glory to his home state as a hotbed of amateur aviation design. The Oregon Aviation Museum re­ cently received a replica of an Anzani Longster that museum officials believe includes the same engine used in the original prototype. The engine had been in the Lane Community College collection for over 45 years when the replica Longster was completed in 1984 as a class project and displayed at fly-ins and airshows in the area. The airplane is now available for viewing and the museum's newsletter says that it hopes the airplane will someday be displayed permanently in the new museum building.

VI~TA(3~ LIT~l2ATUl2~

by Dennis Parks Library Archives Director August Vintage Airplane

Claude Graham-White: Aerial Bus

and his

On the back cover of this issue is a picture of the Graham-White Type 10 Aerial Bus , one of the largest and most remarkable planes of its era. One of the first airplanes designed for passen­ ger carrying, it came about because of operations at the Hendon flying field outside of London . Hendon Aerodrome opened to the public in 1910 and the demand for passenger flights increased so rapidly that two-seat airplanes quickly were ren­ dered inadequate. The Graham-White company decided in 1913 that a plane capable of carrying several passengers for normal operations, not just as a stunt, would help unplug the backlog. As reported in the October 11, 1913 issue of FLIGHT: "So popular have the passenger flights at Hendon proved, that, al­ though the Graham- White Aviation Co's 'stables' include about half a dozen passenger-carrying machines, these have been found inadequate to cope with the ever-increasing demand, especially at week-ends, for trips round the aerodrome. In order to meet this contingency, a new machine, cap­ able of carrying four passengers in ad­ dition to the pilot has been constructed, and it has already become very popular amongst the spectators, who have nicknamed it the char-a-bancs. '" Designed by J.D. North, the plane was completed in the summer of 1913 and test flown by Louis Noel, the chief pilot for the Graham-White company. The plane proved very successful for its purpose and gained fame by setting world records for passenger flights . On September 22, 1913 Noel took off with seven passengers and stayed aloft for over 17 minutes . The follow­ ing week, on October 2, the pilot bet­ tered his record by cramming nine pas­ sengers into the fuselage and staying airborne for over 19 minutes. A 120-hp Austro-Daimler engine, built in Austria was used for passenger­ carrying because of its weight lifting power. In an attempt to win the 1913 Michelin Cup (awarded for a 300-mile 6 AUGUST 1988

fore World War I. The biplane pusher had the pilot's and passengers' seats placed well in front of the wings in a nacelle built of four ash longerons . The pusher engine in the rear nacelle swung a nine-foot, three-inch propeller.

round-trip flight between Brookland and Hendon), however, the Austro­ Daimler was replaced with a 100-hp Green engine to make the attempt an all-British one. The modification did the job, as on November 6 pilot R.H. Carr won the cup and a 500 pound-sterling prize. Six months later, over Hendon, W. Newell made Great Britain's first parachute jump from the airplane . With its span of 62 feet, six inches and a maximum gross weight of over 3,000 pounds, the char-a-banc was one of the largest British airplanes built be­

SPECIFICATIONS Type: five-seat pusher biplane, wood structure fabric-covered . Dimensions: span-62'6", 37'6", wing area-790 sq. ft.

Weights: empty-2,OOO Ibs., max gross­ 3,100 Ibs., record weight 3,550 Ibs.


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[----Planes & People J Mike Adelman -

SWift GC-1BIN2432B

by Pamela Foard

Mike Adelman began flying when he was 16, and between then and now he's owned a Cessna 170B, a Cessna 172, a Grumman Trainer - TR2, and a Cessna 337. His most recent acquisi­ tion (1986) was a white Swift, with blue, red and yellow accent colors. Mike bought the Swift through Trade-a-Plane, and says that many owners will now send video tapes of

their planes to potential buyers! (For those of us who have bought our airplanes sight unseen, this is a highly desirable development.) He will even­ tually put in an 10360 Continental en­ gine to replace the Continental 0300­ D. Although he misses his Cessna 170B, Mike says he enjoys the Swift for its sturdy and light characteristics.

He belongs to the Swift International Association, which he finds very help­ ful, (they own the type certifiate) . Be­ sides holding a five-day fly-in every Memorial Day, the Association flies from Oshkosh to Lake Elmo, Min­ nesota on the first Saturday of the EAA convention for an overnight fish fry . The next day, they fly back to Oshkosh in Swift formation!

by George Hardie, Jr. Floatplanes (or seaplanes) have been around since the earliest days of flying. This one was built by an early American company and resembles another of the period built by another company. The photo, date and location unknown, was submitted by Owen Billman of Mayfield, New York. Answers will be published in the November issue of THE VINTAGE AIRPLANE. Deadline for that issue is September 10, 1988. The Mystery Plane in the May 1988

issue is a Collier Ambassador. George Goodhead of Tulsa , Oklahoma who submitted the photo writes: "I have been trying for many years to find out what happened to William S. 'Bill' Collier or the airplane. I re­ ceived my first three hours of flying instruction in this airplane from Bill Collier in exchange for photographs and drafting back in 1938 . "Bill, in 1940, moved to Wichita and took over the old Swallow factory. I visited him twice while he was there. He had a model I had made of the ship


JULY 29-AUGUST 5 - OSHKOSH, WISCONSIN - 36th annual International EAA Convention and Sport Aviation Exhibition at Wittman Field. Contact: John Burton, EAA Headquarters, Wittman Airfield , Oshkosh, WI 54903-3086. AUGUST 7 - BELOIT, WISCONSIN - Fly-In breakfast at Beloit Airport, sponsored by Stateline Flying Club and the Beloit Airport. Ca­ tered by International House of Pancakes. AUGUST 20 - WINTER HAVEN, FLORIDA ­ Florida Sport Aviation Antique and Classic As­ sociation, EAA AlC Chapter 1 Fly-In at Gilbert Field Municipal. Contact: Rod Spanier, 502 Jamestown Avenue, Lakeland, FL 33801,8131 665-5572. AUGUST 21 - BROOKFIELD, WISCONSIN ­ EAA AlC Chapter 11 Ice Cream Social and Air­ craft Display at Capitol Airport, noon to 5:00 p.m . Contact : George Meade, 414/962-2428. AUGUST 21 MANKATO, MINNESOTA ­ Chapter 642 Fly-In Breakfast and Swap Meet at Mankato Municipal Airort. Contact: Ken, 507/ 387-2582. AUGUST 26-28 - SUSSEX, NEW JERSEY Sussex Air Show '88. Contact: Paul G. Styger, Airport Manager, P.O. Box 311 , Sussex, New Jersey 07461,201 /875-9919. AUGUST 27-28 - WATKINS, COLORADO BalioonfestlEAA Chapter 660 Air Show. Con­ tact: 303n51-1981. 8 AUGUST 1988

SEPTEMBER 3-4 - GEORGETOWN, CALIFOR­ NIA Gathering of Taildraggers at Georgetown Municipal Airport. Contact: P. O. Box 1438, Georgetown, California, call (days) 916/6n-go09, (eves) 916/333-1343. SEPTEMBER 9-11 - DENVER, COLORADO­ Twin Beech Association 1st Annual fly-in meet­ ing at Centennial Airport. Contact: Twin Beech Association, P. O. Box 8186, Fountain Valley, CA 92728-8186. SEPTEMBER 10 - JENNINGS, LOUISIANA­ Southwest Louisiana Fly-In, Sponsored by EAA Chatpers 529 and 541 . Trophies. Louisiana Championship Fly-in Series Event NO.3. Contact: Bill Anderson, 211 Bruce Street, Lafayette, LA 70533, 318/984-9746 . . SEPTEMBER 1D-11 - MARION, OHIO - 23rd Annual MERFI EAA Fly-In. Camping on airport grounds. Contact: Lou Lindeman, 3840 CLov­ erdal Road, Medway, OH 45341 ., 513/849­ 9455. SEPTEMBER 1D-11 - GREELEY, COLORADO - Rocky Mountain Regional Fly-In. Sponsored by Colorado State EAA Chapter. Contact: 303/ 798-6086 or 303n5H981. SEPTEMBER 16-18 JACKSONVILLE, IL­ LINOIS - 4th Annual Byron Smith Memorial Stinson Fly-In and Reunion at Jacksonville Air­ port. Seminars, fly-outs, contests. Camping at field . Contact: Loran Nordgren, 815/469-9100, 4 West Nebraska, Frankfort, IL 60423.

with a Warner engine hanging above his desk at that time. He planned to build another ship with the Warner en­ gine . "I am enclosing the first and last page of the FAA forms I received from Oklahoma City. As you will note, Bill applied for a ferry permit to ferry the ship to Danville, Illinois . Gene Chase checked with several around Danville, but no one had ever heard of the ship. I have the N number reserved in case I should find it. If not, I'd like to build a replica. If you receive any informa­ tion as to what happened to it, I would really appreciate hearing from you. " Answers were received from Will­ iam S. Collier (another William S. Col­ lier-Ed.) of Allentown, New Jersey ; Frank Pavliga, Cuyahoga Falls, Ohio; Leonard Opdycke, Poughkeepsie, New York; Glenn Buffington , El­ dorado, Arkansas; and Charley Hayes , Park Forest, Illinois . •

SEPTEMBER 17-18 - MERCEDES, BUENOS AIRES, ARGENTINA - EAA AlC Chapter 12 aerial spring picnic. Contact: Abel Debock, C.C. 275, 2930 San Pedro, Argentina, phone 0329-24307. SEPTEMBER 3D-OCTOBER 1 CAMDEN , SOUTH CAROLINA - Annual EAA AlC Chap­ ter 3 Fall Fly-in for antique and classic aerop­ lanes. Trophies, major speaker, vintage airplane films. At Woodward Field. HQ Holiday Inn, Lugoff, SC. Contact: R. Bottom, Jr., 103 Powhatan Pkwy., Hampton, VA 23661 . OCTOBER 1-2 - PINEVILLE, LOUISIANA - 3rd Annual Louisiana EAA Convention, sponsored by EAA Chapters 614 and 836. Trophies, ban­ quet, camping . Final Louisiana Championship Series Event. Contact: Jim Alexander, 2950 Highway 28W, Boyce, LA 71409, 318n 93­ 4245. OCTOBER 6-9 - CELINA, OHIO - 13th Annual International Cessna 120/140 Association Convention Fly-In at Lakefield Airport. Contact: Terry Zimmerman, 419/268-2565. OCTOBER 7-9 - THOMASVILLE, GEORGIA ­ Florida Sport Aviation Antique and Classic As­ sociation, EAA AlC Chapter 1 Fly-In at Thomasville Municipal Airport. Contact: Rod Spanier, 502 Jamestown Avenue, Lakeland, FL 33801 , 813/665-5572. OCTOBER 7-9 - TAHLEQUAH , OKLAHOMA - 31st Annual Tulsa Fly-In. Contact: Charlie Harris, 3933 S. Peoria, Tulsa, OK 74105, 918/ 742-7311 . OCTOBER 7-9 - TAHLEQUAH , OKLAHOMA ­ 8th Annual National Bucker Fly-In. Contact: Frank Price, Route 1, Box 419, Moody, TX 76557,817/853-2008. •


The folowing is a listing of new members who have joined the EAA Antique/Classic Division (through July 20, 1988). We are honored to welcome them into the organization whose members' common interest is vintage aircraft. Succeeding issues of THE VINTAGE AIRPLANE will contain additional listings of new members.

Anders, Jeff P.

Jacksonville, Florida

Dietrich, Tom Kitchener, Ontario, Canada

Lucas, Donald Ray

Brazil, Indiana

PrIce Jr., Jack H.

St. Cloud, Florida

Anscombe, C.A.

Blenheim, New Zealand

Drake, Alan L. Anderson, Califomia

Lutton, W.C.

Columbus, Ohio

Pundzak, Joe S.

Des Moines, Iowa

Bailey, Miles H.

Hills, Iowa

Drane, Paul L. Stockton, Illinois

Maddux, Richard G.

Milton, Florida

Rauam, Nalma

Valley Stream, New York

Baker, Duke I.

Nolensville, Tennessee

Dudgeon, Edward A. East Lansing, Michigan

Magill, J.K.

Nashua, New Hampshire

Regester, Robert H.

Indianapolis, Indiana

Bstes, David

Faribault, Minnesota

Dunkle, Jack Medina, Ohio

Marlowe, Gayle M.

Holly, Michigan

Rich, John E.

Columbus, Georgia

Beaugrand, George

Lucerne Valley, California

Engels, Bob Ronan, Montana

May, Edward R.

Fox River Grove, Illinois

Schoen, Dick

Comfort, Texas

Bernie, Schaub

Fenwick, Ontario, Canada

Fessler, Jean Marc Belefaux, Switzerland

McDougall, J. C.

St. Lazare, Quebec, Canada

Selway, Jamas E.

St. Paul, Minnesota

Best, Bruce L.

Mississauga, Ontario, Canada

Fox, R.K. Fullerton, California

McGowan, Jon G.

Northfield, Massachusetts

Semadenl, Tom

Sudbury, Ontario, Canada

Bloomquist, Ronald

Mooresburg, Tennessee

Glancy, Jack Carthage, Mississippi

McPherson, Allen

Edmonds, Washington

Sheldon, Patrick J.

Cheboygan, Michigan

Bottorff, Marshall

Ardmore, Oklahoma

Graves, Larry E. Bartlett, Tennessee

Morrison, John B.

Blytheville, Arizona

Smith, Dana L.

Umerick, Maine

Browning, Don

Longwood, Florida

Hall, MIHord H. Concord, North Carolina

Morse, David A.

Anchorage, Alaska

Smith, Ronald M.

Natchitoches, Louisiana

Bunch, Marion C.

Lake City, Arizona

Hardcopf, Robert Owatonna, Minnesota

Morsell, A.L.

Del Mar, California

Summers III, Grover H.

Broadbrook, Connecticut

Byars, Edward F.

Clemson, South Carolina

Haslett, Harvey B. Absecon, New Jersey

Murphy, John M.

Columbus, Mississippi

Thompson, William W. Jr.

Doran, Virginia

Cash, Marion A.

McDaniels, Kentucky

Heinz, David C. Streator, Illinois

Myers, Loyd D.

Newbury Park, Califomia

Valentine III, Jack V.

Webster, Texas

Clark, Barrett N.

Lemoyne, Pennsylvania

Hodges, Gary M. Portland, Oregon

Neary, W. M.

York Beach, Maine

Walker, Steven M.

Osawatomie, Kansas

Clayton, Brady

Palastine, Texas

Jarrard, Lee D. Lexington, Kentucky

Novotny, Jerry

Cynthiana, Kentucky

Walton, William G.

Knoxville, Tennessee

Clifford, W. E.

Sidney, British Columbia, Canada

Johnson III, Walter L. Washington, Connecticut

Nunn, Thomas E.

Paso Robles, California

Wardell, Guy H.

Upper Saddle River, New Jersey

Clinton, Peter C.

Erie, Colorado

Johnson, Gerald Winnepeg, Manitoba, Canada

Olleton, Robert P.

Laurel, Maryland

Wawrzyniak, James S.

Landsowne, Pennsytvania

Cohen, Sydney B.

Wausau, Wisconsin

Kantzler, W. P. Amelia, Virginia

Parkinson, Brian

Plains, NSW, Australia

Wickes, Edward B.

Tesque, New Hampshire

Cooper, James Dudley

San Diego, California

Kenny,Dan Sarnia, Ontario, Canada

Posavec, David C.

Harrisburg, Pennsylvania

Willis, Uoyd

Sydney, Australia

Cooper, Robert J. G.

Kingman, Kansas

Kirkendall, Tim North Pole, Alaska

Potter, Richard

Opa Locka, Florida

Yamato, Sawazo

Sakai City, Japan â&#x20AC;˘

Cox, Dennis

Palo Alto, California

Leifheit, Roger Harlingen, Texas

Presson, Russell B.

Jackson, Mississippi




by Norm Petersen

A timely report from James Evans (EAA 298808) reveals excellent progress on the rebuild of his Stinson 108-2. (See VINTAGE, Feb. '88 p. 27) Three old coats of paint were stripped from the metal parts before the dents were removed and repainted with acrylic enamel. Cover is Cooper 7600 process. James hopes to finish the rebuild by August of '88 when we hope to receive a photo of the finished Stinson. James lives at 975 Spriggs, Lander, WY 82520.

Frank Kleckner (EAA 278316, AlC 11658) of 3054 Arcadia, Ave., Allentown, PA 18103 sent in this picture of his 1956 Cessna 170B, N3522D, SIN 27065. Built near the end of the 170B production, N3522D has about 2200 hours total and stili has the original Continental 0-300 engine. Modern avionics, strobes and an autogas STC have been added plus after-market wheel pants. This 170B Is one of 1583 remaining on the FAA Register.

"This was my 1987 Christmas present!" reports Robert "Bob" Engels (EAA 278307), Box 548, Ronan, MT 59864 who after looking for a rebuild project for two years, had this 1940 Aeronca Chief 65C, SIN 8270, N26365, show up just 13 miles from home! It was last flown in 1962 and the logs show 2346:25 hours with 61 hours on the engine since major. The Chief was grounded In '62 as the wing ribs were becoming unalrworthy. It also has a Beech adjustable propeller which was not approved for this airplane. Bob is anxious to jump Into the project this fall & winter. 10 AUGUST 1988


by Norm Petersen

Photo from about 1936, complete with water spots, on

early "24" used the Ranger 6-390-03 engine of 150 hp and carried three people, two in front and one (crossways) in the rear seat.

Note two steps on strut for entering cabin. Background has Curtiss Wright 15 Sedan.

Beautiful photo by noted photographer, Howard Levy, of a 1948 Luscombe 8F Special mounted on Edo 92-1400 floats. Note auxiliary seaplane fin below " square tail " empenage. Howard Levy Photo


By 5.56

12 AUGUST 1988

The invitation came at Oshkosh '84. R. W. "Buzz" Kaplan (EAA 80086, AIC 8609) had just completed leading the Antique Seaplane fly-by in his Silver Age trophy winning Savoia Marchetti S.56. Giancarlo Monti, di­ rector of marketing for SIAl Marchetti , was waiting at his parking place to in­ vite him to bring his airplane to the company's factory near Milan . What followed this summer was a tour of Europe in the majestic amphibian that has to be labeled the trip of a lifetime. Other people involved in this most unusual team effort were chief mechanic Gary Underland (EAA 43898, AlC 8198), Tony Seykora, Bill Bergeman and Greg Olson (Buzz's son­ in-law!). In addition to the airplane, a Ford van was shipped to Europe to be the ground support vehicle during the

The entire "crew" poses in front of the S.56. From the left: Buzz Kaplan, Tony Seykora, Greg Olson, Bill Bergeman and Gary Underland (Chief Mechanic). Notice the hats with the NC194M on the front - strictly class!

The S.56 visits the Shuttleworth grounds at Old Warden Aerodrome where It was viewed by many lucky aviation afflcianados In Great Britain. This was their first chance to look at a triple crown winner.

tour - a most necessary item. Some clever packing filled the 40­ foot container used for overseas ship­ ment. The Ford van went in the front of the container and was blocked into place. The S.56 Kinner B-5 engine (125 hp) was fastened to the van floor (they took it off the airplane first, Dil­ bert). In order to make the tail fit in the container, the fuselage was wheeled in with the nose protruding into the rear of the van. The wings went in racks on either side of the fuselage with every­ thing carefully padded and cinched down. (The supply of carpet remnants in southern Minnesota was totally con­ sumed!) The 40-foot container was loaded on a truck April 4th and taken to Montreal, Canada. It was loaded aboard ship and left for Europe on April 30, arriving in Felixstowe , Eng-

land on May 5th . Buzz and his crew left on May II arriving May 12. Paper­ work and customs clearance went smoothly and the container was trucked to Duxford Air Base for assem­ bly. Despite red eyeballs and jet lag, the crew put the biplane amphibian to­ gether in good time and Buzz made the fust flight on May 14. All take-offs and landings were on grass because the S .56 has neither brakes nor a tailwheel. On May 15, Buzz flew the S.56 in the Duxford Air Show in the company of some fancy iron including Stephan Grey's newly acquired Bell P-63 King Cobra. Among the spectators were 10 Russian pilots. The S.56 flew well ex­ cept for a miss in the right magneto . Old Warden Aerodrome near

Photo taken by Buzz as the S.56 passed the White Cliffs of Dover on Its way across the English Channel. The cold, grey waters and the huge swells did not appear one bit inviting according to Buzz. VINTAGE AIRPLANE 13

The Patrouille de France, the French Air Force demonstration team comes in low over the wings of the Savoia Marchetti during the airshow at La Ferte Alais.

Passing a very pretty lake in Switzerland on the way to Lake Geneva and Lausanne, the crew gets a unique look at the spectacular scenery and landscape..

After a rather "dicey" landing in heavy waves in Lake Geneva, Buzz taxies the S.56 towards the famous Grand Hotel as the waiting crowd watches. This was the first seaplane to land here since 19121

With the television cameras grinding away, the S.56 is towed by motorboat to the dock for the welcoming festivities. The press coverage was extremely heavy for this event and the crew of the amphi­ bian was treated like visiting royaltyl 14 AUGUST 1988

Biggleswade, home of the Shuttleworth Collection, was the next destination on May 18 and again the S.56 strutted her stuff in front of the crowd despite the marginal weather. After attempting all cures for the skip­ ping right mag, Gary Underland rap­ ped the case three times with a screw­ driver handle. The miss never returned! Late on the 18th, the S.56 was flown to Headcorn Lackington, a fighter air­ field near the English Channel and home of the famous 354th Fighter Squadron. Morning brought the usual marginal weather, but before long, the Savoia was cranked up and Buzz headed across the English Channel for Calais in the company of Super Cub G-PCUB flown by John Cook and Geoffrey Dobson. Looking down on the cold gray waters with huge swells, Buzz de­ cided he wouldn't want to land in such an inhospitable environment unless forced to . The flight was about 70 miles before landing at Calais, France and going through customs. After re­ fueling, Buzz cranked up the S.56 again and flew to La Ferte Alais about 50 kilometers south of Paris, where a warm welcome awaited the group. Buzz and his crew were put up in the finest hotels and treated like visiting royalty! The next three days, May 20-22, they flew during air shows in such company as Concorde, 747s, an Air­ bus, a Harrier, Fokkers, a Bleriot, a Deperdussin, Yaks, and other Russian aircraft. Included in the flights were photo missions on all three days. It seems the French were extremely ex­

cited about having the S.56 on the pro­ gram and they wanted pictures for a lasting remembrance. The huge show was a tribute to Jean Baptiste Salis. Late on the 22nd, Buzz flew the S.56 into Germany with a German couple, Henning and Irene Heipe, fly­ ing a Grob motorglider as an escort. The flight of two landed at Mannheim. The 23rd was spent flying up and down the beautiful Rhine River valley doing air-to-air photos with a group from Flieger magazine. It was a unique treat to view the castles and vineyards from an S.56 - knowing that they could land in the river in case of emergency. On May 25th, Buzz headed south along the Rhine where it borders Ger­ many and France to the city of Freiburg - again in the company of the Grob motorglider. The next day the S. 56 passed Basel, Switzerland on the way to Lausanne on the beautiful shores of Lake Geneva in the southwest comer of the country. The airplane landed on a grass strip on a mountain - uphill on the way in! The Swiss contact was Olivere du Pray, famed Glacier Pilot, who was waiting when the antique am­ phibian arrived. Arrangements had been made with four governing bodies for the Savoia Marchetti to land in the water in front of Lausanne's Grand Hotel at high noon on the following day. As usual, the wind was quite prominent as Buzz and Olivere du Pray took off from the mountaintop and headed for Lake Geneva. With a huge crowd gathered and TV cameras everywhere, Buzz approached the area as the clock struck 12. The S.56 bounced across two wave tops, stalled and buried its nose in the third! Needless to say, water went everywhere, completely soaking the two pilots. However, the S.56 bobbed to the surface and was towed to shore amid much pomp and circumstance! After the champagne flowed freely and all the speeches were over, the S.56 was towed back into the lake where Buzz fired up the engine with the Heywood starter. Opening the throttle for take off, the first wave came over the top, to be followed by another! A total dousing of the two oc­ cupants was recorded on film. Finally, the nose came up on the third wave and bounced across the fourth, where the S.56 staggered into the air. As they flew back to the mountain airstrip, Buzz and Olivere noted the rain was getting heavier. They successfully landed downhill in a hard rain, how­ ever they were thoroughly wet from

Following the successful landing on Lake Geneva, Buzz received a "toast" from the mayor and the many dignitaries present. It was a gala occasion!

the take off so getting re-soaked didn't bother them . The S.S6 was said to be the first seaplane to land on Lake Geneva since 1912! The party that followed involved wine, beef jerky, steaks and french fries. It was a grand affair and only later did Buzz find out that he had been served horsemeat! Following the valley of the Rhone River, the S.S6 flew past castles and mountains to the south of France. Landing at Avignon, the crew made plans to fly on to Cannes on the Mediterranean Sea. By telephone, they inquired about landing on the grass be­ tween runways . "That area is only for crashes," said the tower controller. "So be it!" said Buzz . In marginal , rainy weather, he took off with the escort, following the high­ way to Cannes . Suddenly, the highway disappeared into a tunnel! Doing a wild 180, Buzz noticed a gap between two mountains off to the side. He headed through the gap and luckily located the highway on the other side of the moun­ tain. The duo landed at Cannes, on the grass between the runways (no crash, this time) . The only sad event of the trip hap­ pened while they waited here for their

wives who were en route from the V. S. The van was broken into and Buzz's leather flight jacket and duffle bag were stolen. The feelings offrustration were somewhat offset by the arrival of the wives of the entire crew who would accompany them on the rest of the trip. With an Alitalia 747 captain flying a Cessna ISO as an escort plane , Buzz took off from Cannes and headed east along the Mediterranean coast. Ap­ proaching the Nice, France TCA , Buzz followed the Cessna as they went past the control tower at SO feet - the con­ trollers waving as they passed . The Cessna did a 360 and they both passed the tower a second time as a huge Air­ bus landed on the parallel runway off their wingtip. The tower people wanted pictures on the second pass! Flying past Monaco , they had a beautiful look at the tiny monarchy and its famous casino. The airline pilot led Buzz right past every airport in the area as they entered Italy, following the coast to Albenga where they turned in­ land and headed north to Cuneo . The mountains rise to 6,SOO feet so they climbed over the clouds, VFR on top . Buzz was concerned because the

Shooting off to his left, Buzz snapped a picture of photographer Joe Rimens­ berger In the Swiss-registered J-3 Cub as he pulled in close for another picture.

The guy on the right with the big smile on his face is Buzz Kaplan, who went for a wild ride (almost 400 knots) with Comandante Columbo in this SIAl Marchetti S.211 jet trainer. Buzz says It was the ride of his lifel

airspeed indicator and altimeter had quit , there was no gas gauge, no com­ pass and the only instruments working were the oil temperature and oil pres­ sure gauges! Luckily the heavy weather began to break up and before long they could see the valley below leading to Turin . With the Cessna lead­ ing, they buzzed the Turin airport, right over two parked 747s! In due time, the Savoia visited Milan's airport with an appropriate fly­ by before going on to Vergoti, the home of SIAl Marchetti. Several fly­ bys were made for the gathered offi­ cials before Buzz landed and received the official welcome . It was indeed a gala occasion with many pictures , plaques, medals and a fantastic lunch­ eon at the group's hotel on Lake Mag­ giore. The next day the entire crew and wives toured the SIAl Marchetti fac­ tory where 2,400 workers tum out Sikorsky and Boeing helicopters plus "Apache" attack helicopters. The S. 211 jet fighter is also built at the fac­ tory and Buzz was invited to go for a ride. They flew up and down the beau­ tiful countryside at nearly 400 knots! Buzz says it was quite a treat! On Wednesday, June 8th, thousands lined the river banks to watch the S.S6 and the escort Cessna ISO fly up and down the river 20 to SO feet off the water! Buzz feels there may still be a bridge with his tire tracks on it as the pull-up at the top of the bridge was almost more than S.S6 could muster! After several days of being hosted like visiting royalty again, Buzz made the final flight on Sunday, June 12th when he took the president of the Aero Club for a ride over his house on Lake Maggiore . The rain began in earnest and the pair just made it home to the airport before the downpour hit. The Savoia Marchetti was then dis­ mantled and repacked into the con­ tainer behind the van and the huge box was shipped home to Owatonna, Min­ nesota. Buzz and his crew (plus their wives) traveled throughout Austria and Germany for a week before leaving Frankfurt for the V.S. on June 20th. Throughout Italy, Buzz was referred to as "Kommandate Kaplan," in defer­ ence to his flying the restored amphi­ bian. Would you believe that the fac­ tory would like Buzz to build a flying replica of the Savoia Marchetti S.SS - the twin hulled flying boats that were flown across the Atlantic to the 1933 Century of Progress Exposition in Chicago? Now there is a challenge if I ever saw one! • VINTAGE AIRPLANE 15

Iwritehave been asked several times to about my trip in a Ryan ST A


of a


See the USA from an STA

by Steve Pitcairn (EAA 109260, Ale 4080)

from Santa Paula, California , to Rob足 binsville, New Jersey, in the fall of 1987. Actually, the flight was quite routine and the weather nothing but ex足

cellent most of the trip. Several days ago, I finally wrote about the trip but after reading it, I found it too long and quite dull. I submitted the story to THE VINTAGE AIRPLANE anyway hoping that the photographs would make up for the faults mentioned . (No

faults found - ED.) My 1936 Ryan STA, Serial 112, NC14956, is powered by a Menasco 04-87 engine, with a Stromberg down足 draft carburetor and rated at 134 hp at 2,260 rpm . This STA was first owned by Ted Brown, Mines Field (now Los

Angeles Airport). The airplane was special in that it was being maintained by Menasco for test purposes. It had a special propeller, raised compression and was flown under the watchful eyes of Menasco Accelerated Service type flying .

On April 3, 1937, a student pilot, after diving on a hotel where friends were staying, stalled the Ryan turning on approach to a nearby airport and spun into the ground. The student was killed and the aircraft virtually de­ stroyed. Jim Dewey and Harold Foote bought the wrecked Ryan in late 1937. Jim slavaged what he could, kept the parts for patterns . As can be seen from the photograph of the wreckage, the rud­ der, elevator etc. were actually usable. After 46 years of storage, Jim decided to rebuild the Ryan in 1983 and com­ pleted the restoration in 1987 . I had seen ads for the Ryan in Trade­ A-Plane for some time and in August 1987, I went to Santa Paula to look at the STA. Jim Dewey gave me a short ride with a couple of rolls and after returning home, I made an offer sub­ stantially below the advertised price. To my surprise, the offer was ac­ cepted. On September 4, 1987 I returned to Santa Paula, rechecked the Ryan and settled the financial arrangements . The next day with the temperature at 107 degrees F. I strapped my suitcase in the front cockpit, and made my first take-off in a Ryan, heading the big shiny nose east. The Ryan's total navigation and radio equipment consisted of a wet compass which had never been cali­ brated. Aware of the limited equipment, I had planned and marked the entire route across the United States on sec­ tional charts. I borrowed an EL T and brought along a hand-held navcom. The hand-held turned out to be almost useless . I could hear UNICOM and tower operators if I were within two miles but no one could receive my transmissions. After leaving Santa Paula airport, I followed the highway through the val­ ley. The compass went off about 25 degrees or more and my first and only excursion from the planned route was my arrival on the outskirts of the Van Nuys Airport ARSA. In the smog, I had picked up U.S. Route 5 heading southeast instead of Route 14 heading east to Apple Valley. After a quick re­ treat, I continued back on course to Barston-Daggett Airport, California for fuel. This was a short leg but I needed to get an accurate check on fuel consumption . During the first leg, I used a little under seven gallons per hour at 2,000 rpm . Normal cruise should be 1,900 to 1,950 rpm but I had a long way to go. The first day was cloudless with vis­ 18 AUGUST 1988

April 3rd, 1937 accident.

ability over 50 miles (after leaving the L.A . area) with light winds . The tem­ perature stayed about 100 degrees but fortunately the oil temperature stayed in the green . On leaving Barston, I picked up U.S. Route 40 and followed this dual lane highway for the next two and a half days. My next stop was Kingman , Arizona , and about 30 minutes before arriving , the engine became rough. A quick magneto check revealed that there was a miss on the left mag indi­ cating a fouled spark plug. To remove the shielded wire harness from the spark plug requires a 3/4" wrench - to get between the cylinders and the push rod tubes. The only wrench available was an old open end which resulted in cut and burned fingers and considera­ ble damage to the push rod tubes. With

the plugs cleaned and the Ryan fueled and oil added, I headed on east. It was disturbing to note that my oil consump­ tion was running over two quarts per hour with 50-weight oil. This oil con­ sumption required a stop every two hours as the oil tank capacity was only two and a half gallons. I spent the night in Gallop , New Mexico . The next morning was still clear with light winds and a tempera­ ture of 100 degrees F. Before take off, a mag check indicated a fouled plug on the left mag. I took off anyway hoping the plug would unfoul itself at climb rpm . It did clear up for a short time but fouled again . I flew on to my first planned fuel stop at Alameda Airport just north of Albuquerque, New Mexico and under the ARSA. Alameda Airport had big white Xs on

the runways so I headed for Coronado Airport, five miles east and also under the Albuquerque ARSA. Leaving Alameda Airport at 1,000 feet AGL hundreds of spots started appearing in my flight path. After shaking my head several times, I realized I was penetrat­ ing a huge gathering of hot-air bal­ loons. There were between 200 and 300 balloons in my flight path concen­ trated in less than a square mile area and at altitudes of between 10 and 1,200 feet . My alternate airport at Coronado was surrounded by balloons of all shapes and sizes . Low on fuel and oil, I had to stop. My approach was not strictly the approved pattern but at least I did not hit or come too close to a balloon. I was greeted with the usual comments that the Ryan in­ spires from the local airport groups . While I was helping gas the Ryan , a man dressed in casual clothes re­ marked that my approach to the airport runway was not exactly the approved procedure.! replied that I was low on fuel and didn 't have much choice in flight path with some 300 balloons competing for the airspace. The gentle­ man explained he was with the FAA and requested my license and medical certificate. After a few tense moments, he made some notes and handed back my papers and said he had to make a report but not to worry. There would be no follow up . After leaving Coronado, I made two more fuel stops and by this time the plugs on the left mag were fouling so badly I had to clean them every other fuel stop. I spent the night at the end of the second day at Shawnee, Ok­ lahoma. September 7 was clear, in the 90s with a 15 mph southeast wind. I con­ tinued to follow Route 40 stopping at Russellville, Arkansas the outskirts of Memphis and Nashville, Tennessee and spending the night in Lebanon, Tennessee. Progress continued slowly as the plug fouling caused delayed gas stops while I cleaned the plugs. I be­ came used to the fouled plugs on the left mag but when the right mag plugs started to foul, things became a little tense . I found some new spark plugs at Lebanon and installed them that night. September 8 dawned clear also with the temperature in the low 80s and moderate winds from the southeast. The new plugs helped and I think I only cleaned the plugs twice on the eighth. At Knoxville, Tennessee I left Route 40 and picked up U. S. Route 81 following it to Winchester, Virginia. VINTAGE AIRPLANE 19

20 AUGUST 1988

The weather started to change and on arriving at Winchester, I had broken clouds at 4,000' with the temperature dropping to the 40s. On the final day, September 9, the sky was partially overcast, moderate southeast winds and the temperature at 7:30 a.m. was 27 degrees F. Winches­ ter was the first airport I visited that would not put the Ryan in the hangar overnight although the main shop was virtually empty. Not knowing the cold-start proce­

dure , I spent three quarters of an hour hand-propping the Menasco between coffee breaks . You can seldom find someone at an airport these days who can hand-prop a plane, particularly one with a high nose such as the Ryan's. My normal procedure was to tie the tail wheel with a rope before I started to swing the prop . Persistance was re­ warded and the engine finally started . Bundled up in a down vest, jacket and fur lined gloves, I headed for Rob­ binsville, New Jersey . My hands got

so cold, even with gloves on, I had to sit on them to keep them warm and flew the Ryan by maneuvering the stick with my knees. I made Rob­ binsville nonstop from Winchester, ar­ riving cold and happy . After a chance to recover from a long trip, I investigated the plug foul­ ing problem. It turned out that the man­ ual spark control to the left magneto had broken off at the mag and the mag was staying in the retarded position . I had both mags checked at the shop and the left mag did require rebuilding. A second problem was the BG LS465A spark plugs . They just do not fire correctly if they get a little oil on the points . I changed the plugs to Champion REB36W iridium thin wire spark plugs which are very expensive but well worth it. Even after the engine has not been run for several weeks and the cylinders loaded with oil, the en­ gine will start immediately. The oil consumption problem is improving and hopefully in a few more hours , the rings will finally be seated properly . The Ryan is a real joy to fly and a great crowd pleaser wherever I take it. I hope Jim Dewey is pleased that his Ryan has found a permanent and happy home . As a postscript, I want to mention that I first soloed in 1940 in an 8A Luscombe . I was brought up in the world of no radios , dead reckoning and made my first of many coast-to-coast trips in the 1940s in a 1929 Pitcairn Mailwing. Over the years, I have had my stint as an instructor, charter pilot and air­ line pilot in the new world of sophisti­ cated avionics. Unfortunately, today' s pilots seldom experience the great joy of flying . I just cannot properly convey to the reader the great sensation and real thrill of flying in an open cockpit airplane over the Rockies and Highlands and across the great plains of the Midwest. Without navigation avionics you know you are increasing the risk but to fly along at 500 feet above the moun­ tain ridges and through the valleys see­ ing all the wild and beautiful scenery so close, makes any risk seem insig­ nificant. If you are a pilot and ever have the opportunity to fly across the United States in an unsophisticated aircraft with minimal or no avionics and pref­ erahly an open cockpit, jump at the chance. It won't be long before the FAA will restrict private flying to such an extent that this type of flying will be gone forever. • VINTAGE AIRPLANE 21

An information exchange column with input from readers. by E. E. "Buck" Hilbert (EAA 21, Ale 5) P.O. Box 145 Union, IL 60180 815/923-4591

At the recent Aeronca Reunion at Middletown, Ohio, several of the Aeronca group asked me why I wasn' t writing anymore. Believe me , after about the fifth one I began to wonder if maybe I ought to try again. I'm tryin ' ! But this column is supposed to be an exchange of maintenance tips that would benefit all of us Antique/Classic types and maybe a few of the modems too . But it requires questions and an­ swers from you guys out there in the field . In fact, Snap On Tools has a con­ test going for maintenance tips. See THE VINTAGE AIRPLANE May , 1988 page 14. We simply must have some input from YOU and YOU, but I hate dragging it out of you guys per­ sonally . Put it on a post card or a note with a pencil sketch if it's hard to ex­ plain . Our editor, Mark Phelps, and I will clean it up and print it so everyone can share either your question or your "Easy Does It" and we'll all be the better for it.

the engine and firewall so he could get at the fuel tank and the wiring and the back of the instrument panel as well as the brake system and whatever else down by the floor boards. Well , Roger, like most of us, was a little afraid of the maze of wires, tubes , lines and cables. Like looking at a wir­ ing diagram all at once , it looks very complicated and not at all inviting. Know what this guy did? He con­ structed a mockup of the firewall, at­ tached a broomstick engine mount and then mocked up all the wires, cables and controls on the model in the same positions as the original he was dis­ mantling. How about that? I don't advocate this for everyone. If you are the patient one who did this to teach himself, like Roger, that's fine, but a camera will preserve a lot of this stuff for future reference, and sketches and notes will do the same. But it's a great idea. And Roger has a working model right there he can refer to anytime he has doubts.



A recent visit to the nation ' s capital included a visit with Roger Theil , (Ryan SCW) . Roger has had his machine for several years now, and has a job on his hands trying to undo the "mods" that the enterprising former owner installed either for convenience or for whimsical reasons . I must admit that some of them were very neat and functional , but they are not in keeping with the originality that Roger wants . And pay attention now cause this is really cool; Roger wanted to remove

Two years ago, John Kuranz asked me to see that his Aeronca C-3 NC123557, made it home from Osh­ kosh. John had an unavoidable busi­ ness meeting out in San Francisco and left me with his airplane . Having three airplanes to fly home from Oshkosh is tough, unless of course, you have friends like Don Toeppen. Don, as many of you know , conceived the Air­ line Pilots Tent at Oshkosh and mans it faithfully all through the Conven­ tion. Don does all kinds of things for

22 AUGUST 1988

E. E. "Buck" Hilbert

all kinds of people . He helped a lot on the restoration of the Foundation's Ford Trimotor, and he is very active as a corporate pilot, examiner and all kinds of stuff like that. He also is one of the founding sponsors of the Airline Pilots Foundation and does a lot for his church. Well , not to bore you , but Don is one enthusiastic aviator. And a darned good one at that . I'm prone to pat myself on the back occasionally thinking I'm pretty good , versatile, and otherwise able to "luck out" more often than most aviators, too . But this guy , Don Toeppen , makes me feel like a kid trying his best to keep up with the big boys. In other words, he is what is sometimes referred to as, "a pilot's pilot!" I asked him , and he volunteered to fly John' s airplane here to Buck's Funny Farm where I'd keep it until John had time to pick it up . Now Don has flown my C-3 several times. Once to the Museum of Science and Fic­ tion 's 50th Anniversary celebration down in Chicago. That time we landed four airplanes on Lake Shore Drive near the museum and taxied onto the front lawn where they were displayed for a long weekend. This whole caper proved to be so successful in 1983 that the museum elected to do it again in 1988, but I'm wandering away from my story. Don has flown a C-3 before. We launched together and to shorten the rest of the story and conserve space, we made it home just fine , ex­ cept when we landed here , Don had a

flat tire. NO SWEAT! At a touchdown speed of somewhere around 28 mph who needs tires? It's tough to taxi though after you come to a stop. The tire had slipped on the rim and pulled the valve core. Subsequent breakdown revealed that this wasn't the first time it had happened, the vulcanized truck stem repair was plainly visible . Tele­ phone conversation with John Kuranz revealed he'd had trouble before . Well to further add to the problem, about the time we got home with the left tire fixed, the right one was flat. The original C-3 had three-inch wheels and tires . Now I don't know when they quit making them, but I can assure you that in the mid 1960s there weren ' t any available and that situation is even more critical today . As a result, most of the Ryan STAs, Aeronca Ks, C-3s and a few others, have switched to alternate options. One has 450SC Twin Beech tail wheel tires on it. Looks real neat and I must admire his flying around without brakes, but other alter­ natives involve Lamb Conversion rings which allow the installation of four­ inch tires in place of the threes . Ask George Quast of Hutchinson , Min­ nesota, about this one, he put this con­ version on his C-2.And still others, like myself and several who have copied my attempt, have gone to a complete Cub axle-brake assembly . The tires are fatter than original, but the addition of the brakes makes for much easier handling on concrete and around the ramp and parking areas­ especially near people. But what happens to these 800 x 4s is this . They leak down over a period of time. The air pressure bleeds off and you hardly notice it because they are so fat and the airplane is so light. You can actually taxi, as long as they stay on the rim, though somewhat more ef­ fort is involved with the tires almost flat. It is when they break loose from the rim that the trouble begins. They spin on the wheel and pull the stem out ofthe tube and then they really go flat! After this happens about twice another problem develops. The bearing surface where the tire bead grips the wheel shines up. Both the tire and the rim lose their grip and the tire tries to spin, even with some air in it. As a result you have a chronic problem-as with John's airplane. The solution is very simple. All you do is clean up the rims and make sure

A modified straight axle for 8.00 x 4.

the little ridges do what they are de­ signed to do, put friction on the tire bead. You also have to examine the tire area very closely and buff off any glaze that may have built up where the tire contacts the rim . Rough up the tire a little with a wire brush and use some of Mom's talcum powder or com starch inside the tire to allow the tube to flex within the casing when you reassemble . We've not had any prob­ lem with either John's or mine since. And oh yes! Check that tire inflation

often enough to satisfy the needs of that tire and rim . It'll be to your finan­ cial advantage too. Have you checked the price of 800 x 4 tires and tubes lately? C'mon now lets see some cards and letters to me or Mark. We need to get these tips out to the guys who need them as much as we do. Over to you, "Buck" • VINTAGE AIRPLANE 23


On July 3,1936 six of us were work­ ing in the old Midwest hangar at Omaha. I was the aiIport kid and had been for six years. At age 17 I had personally been flying for a year. Suddenly someone shouted, "Look at that airplane belch fire out the exhaust pipe!" We all ran to the front of the hangar and watched an unfamiliar red, white and blue airplane on final for Runway 35. By the time we got to the door of the hang­ ar, which faced south, the flame from the backfire was gone; we figured the pilot of the plane must have been clear­ ing the engine when it backfired. Naturally, we all stayed at the door as the airplane continued down final. What pilot could ever resist watching a stranger land? Then we saw a Boeing 2470 airliner circling in from the west. The stranger also spotted it, aborted the landing , and quickly added power to go around . As power was added there was another backfire causing a tongue of flame from the exhausts, but the engine cleared and the fire died . We watched the airplane climb out, circle to the west and set up to land, this time on Runway 31 . At 300 feet , no more than half a mile from the end of the runway , the pilot once again added power to clear the engine - but this time , instead of a momentary tongue of flame from back­ fire, the entire nose of the airplane puf­ fed out in flame! Abruptly the nose pitched down as if some force had pushed the stick full forward , and the airplane went straight into the ground on the far side of a hedge. After a stunned second or two, we all ran for a nearby roadster and with two in the seat and two on each running board we were off to the crash site. The closest we could drive to the burning airplane was about a quarter mile away because of a barbed wire fence. I was the first one to reach the airplane although I don't remember clearing the fence . When I got as close to the airplane as the heat would allow, all that re­ mained was crumpled tubing and the fiercely-burning wood of the cabin and bulkheads. The engine was buried deeply in the ground. I could barely tell that the airplane was a Monocoupe . In the brightness of the flame I could see the pilot still strapped into the seat. Everything was burning! It took about 45 minutes for the fire department to arrive, but the pilot and the airplane had both ceased to care at the moment of impact. There was noth­

This Is Monocoupe NC501 W as It came from the factory, except for the addition of wheel pants. Picture was taken at Omaha airport by Lloyd Loving, a relative of Robert laible's, In 1931.

ing the firemen could do but wait until the fire spent itself and the glowing steel tubing cooled down . It took two more hours with hack saws to get to the pilot and look for identification . Finally I saw one fireman hand another what appeared to be a charred lump. The object was opened, and I heard the fireman who held it tell the others, "It was a woman . Her name was Ruth Barron. She was on her way to Denver. Here's her pilot's license. " The Omaha World-Herald editions of July 4 and 5, 1936 covered the story of the crash, and then it was old news. Both federal and Nebraska aeronautic officials placed blame for the crash to an overheating engine. Various indi­ viduals who were interviewed gave ac­ counts of what they thought they had seen, and some made personal assump­ tions for the benefit of eager reporters who were in a hurry to find a phone and deliver a story . Miss Barron's crash provided mate­ rial for discussion in Omaha's aviation community, including the Midwest hangar, for quite a while. I listened to all discussions. The matter that baffled us most was the rumor circulating that the tail of Miss Barron's plane had burned off, depriving her of control of the airplane. That was not what we had seen , and we were hard pressed to believe that a fife in the nose of the airplane could have gotten to the tail, let alone con­ sumed it. Ruth Barron was the only child of wealthy Carolyn and William Barron. She was educated in private schools in

New York and at a finishing school in Pennsylvania. She was a championship swimmer - an attractive, competitive girl. She learned to fly in 1929 and went on to gain her transport license the next year. In 1931 Ruth won the first lap of the women's air derby from Long Beach, California to Chicago, taking a trophy for being the youngest to finish the race . In 1931 Ruth went to Japan deter­ mined to be the first woman to fly the Pacific; bad weather prevented the at­ tempt but with the verve and audacity of youth she managed to banish boreRobert P. laible Is the middle figure In this picture which was taken In June of 1936 on the occasion of his sister's wed­ ding. Robert was best man. The Ruth Bar­ ron crash occurred only a matter of a few days later.


dom by falling in love with and marry­ ing William F. Nason who was then American vice-consul in Kobe, Japan. Ruth was one of the few women in the country to hold a transport pilot's license and was the first foreigner ever to obtain a pilot's certificate in Japan . It must have been heady living for a woman only 20 years old! But not everything came up roses for Ruth. Her marriage dissolved and her flying was plagued by recurring problems with faulty navigation, par­ ticularly in the western U.S. She was grounded at the Cleveland Air races in 1935 for some high-spirited stunting; some of her more serious fellow-pilots considered her to be a daredevil. Prior to her departure on the fateful flight from Rochester, New York to Denver in July 1936, she was said to have shown no apparent interest in her airplane for several months. One possi­ ble reason is found in a letter from the CAA dated June 22: "It has come to the attention of this office that your Monocoupe 110 Special plane, Depart­ ment of Commerce license number NC-50IW, was involved in an acci­ dent at Rochester, New York on March 21, 1936. To date, however, no report has been received from you in connec­ tion with this accident." Just before she left Rochester on the ill fated flight to Denver she was also reported to have remarked that she hoped her "jinx" had come to an end. Was she blaming past difficulties on fate? The airplane in which Ruth Barron left Rochester on her way to Denver was a Monocoupe registered with the CAA as NC50IW, Serial No. 5W47 , built in 1930 at Moline, Illinois by Mono Aircraft Company. On August 5, 1930 Mono sold 50 I W to its first owner, Mid West Airways Corp. of Aurora, Illinois. It left the factory for its new home as a Monocoupe 110 with a Warner Scarab 11O-hp engine. John Livingston, president of Mid West Airways, used the airplane as a racer. An Operation Inspection Report dated May 19, 1932 shows that the en­ gine was changed to a Warner Super­ Scarab of 145 hp and the airplane re­ ceived a 90-day license with a recom­ mendation that an "R" (racing) license be issued for a period of six months . On the same form there is also a nota­ tion showing the airplane now as a "shor:twing." In July of 1933, 501 W was sold to Argyle T. Wright of Utica, New York. Although Argyle was the registered owner of the airplane, it was John H. 26 AUGUST 1988

Wright who flew it, his most ambitious undertaking was the London-to-Mel­ bourne race in 1934. Wright and his companion, John Polando, had adven­ tures aplenty, including their claim to have been jailed in Persia (today's Iran) for landing at the wrong airport. Persia denied it. Wright and Polando had propeller problems later on and had to bow out of the race about one continent short of reaching Australia. On August 19, 1935, 501W was purchased by Ruth Wells Barron and on October 21 ownership was trans­ ferred to Carolyn Wells Barron, Ruth's mother. At the time Ruth Barron purchased 50 I W it was a little power house for its day, and Ruth counted herself among the most romantic and exciting people of the time - a race pilot! Flying from Rochester to Chicago was routine for Ruth and presented no problems. The leg from Chicago to Omaha was unfamiliar to her, how­ ever, and there were no large land­ marks. 50lW had no electronic navi­ gation aids as we know them today. In 1936 navigation was a matter of time, distance and compass - pure pilotage. Between Chicago and Omaha there were mostly little towns, small roads, ponds and railroad tracks. When sufficient time had elapsed for Omaha to appear, Miss Barron landed to ask where she was and was told she'd reached Kansas City. This was not her first time to be lost in the area; in 1930, she had landed on a farm to ask the way to Kansas City and ended up in St. Joseph, 60 miles north of her destination . As she sat at Kansas City on July 3, 1936 Miss Barron was 200 miles off course on a 450-mile flight. With these 200 miles she now had to add to the length of her Chicago-Omaha leg, she would be at or near the limit of her usable fuel by the time she reached Omaha unless she refueled in Kansas City. But did she? Evidently not, inas­ much as she landed at Fort Crook 25 miles south of Omaha to ask for fuel and, once again, to ask where she was and how to get to Omaha. Today Offut Air Force Base oc­ cupies the site of the old Fort Crook . In 1936 the fort consisted of a sod run­ way and three simple wooden hangars. A soldier told Miss Barron that they were not permitted to fill her tanks, and their fuel was high octane for mil­ itary airplanes (Falcons and Hawks). The octane rating would have been be­ tween 90 and 145 as opposed to the 73-80 that Miss Barron's Monocoupe

required. The most fuel they could give her the soldier said, was five gallons . She took it. One of the attendants as­ sisted her in marking out a course from Omaha west along the Platte River to North Platte, Nebraska and on to Den­ ver. During the investigation following the crash, the soldier at Fort Crook mentioned that the Monocoupe' s en­ gine seemed to be running hot. Miss Barron left Fort Crook for Omaha, looking forward to going on to North Platte and Denver. Her en­ gine, now unable to bum its over-rich fuel completely, was leaving a little in the exhaust pipes with each opening and closing of the exhaust valves. She did find Omaha this time and set up to land on Runway 35 but was cut off by the airliner and had to open the throttle to go around. Her engine protested and the unspent fuel in the exhaust pipes very likely ignited, mak­ ing the long tongue of flame that ini­ tially caused us to notice the airplane . We watched Ruth circle to the west, make a new downwind to the south and set up an approach to Runway 31. She throttled back for descent, adher­ ing to standard procedure by clearing her idling engine when she reached about 300 feet - and the third backfire unexpectedly wreathed the nose of the Monocoupe in flame. Still she was close enough to the end of the runway to land and escape. Why didn't she? Instead the airplane went straight down. We who were so intently watch­ ing had a full-length view of the top of the airplane as it plunged earthward, and it appeared to us that the tail was not yet burning when the Monocoupe disappeared behind the hedge. Why had Miss Barron not landed the airplane? There is no way to know what that "something" was regardless of how much speculating may be done. As I added to my own flying experi­ ence and became an instructor, I some­ times relived what I had seen that day. While it's true that Miss Barron seemed to be dogged by a chain of unfortunate occurrences on her Chicago-Omaha trip, the fact is that her primary failing was simply faulty navigation. It lead to her failure to refuel in Kansas City and the high octane problem at Fort Crook that ultimately proved fatal. Navigation and fuel supply were two of the aspects of pilot responsibility upon which I bore down hard with stu­ dents. I never told them the story of Ruth Barron, yet hundreds of my stu­ dents benefited from what I saw hap­ pen to her that day in 1936.•


A Book Of Heroes

By Art Morgan and Bob Brauer

Selene Bloedorn is a 20-year-old young lady who is so caught up in EM and aviation that to ask her, "Are you having fun, yet?" is like asking a great blue whale if it likes shrimp . She came to us about four years ago when all she knew about aviation was that airplanes flew. She has since discovered that, with the proper motivation, people can too. She has been flying ever since. I think it's great that a young person can come to EM and find that not only are they welcome, but they are valued and respected as people, not just kids . These young people are our future, not just in aviation but in life. They are there waiting for us to lead them . We had better be ready for them when they arrive. -Art Morgan


by Selene Bloedorn Okay, so it's a little late, but I finally managed to set aside some special time to sit down and write about my volun­ teer experience from last year. All in all, it turned out to be better than great-it was almost unsurpassable! It started the Tuesday of Convention when Voyager came in. It was a very wet day, you may recall. I managed to get photos. I also managed to get very, very wet-but it was worth it. The next day I attended a chairman's meeting and I was fortunate enough to meet the very warm and friendly Tom Poberezny. The following day I met the founder of this wonderful organiza­ tion, Mr. Paul Poberezny himself. Meeting him was one thing, but a peck on the cheek and a P-64 pin for my cap? Well, need I elaborate on my feel­ ings for the rest of the day? The rest of the time was just as great, meeting with old friends and making new ones-<ioing my job as a volunteer. But Sunday was the day to top all days. August 2, 1987 was the day of the VIP dinner. I was asked by Art Kilps to help serve steaks and while I was there I met a man who would soon be­ come my great friend and a long-dis­ tance pen-pal. I'm speaking of a man whom I'm sure everyone in the NC Division has heard speak at the

Theatre, or at least seen in his AT&T television commercials. Yes, I mean Mr. Cliff Robertson . He took a few moments before leav­ ing to sign an autograph, chat a bit and give me his address. We correspond regularly, and I'm looking forward to hearing his speech and maybe seeing him again at the VIP dinner in 1988. I also received autographs from Jeana Yeager, Burt Rutan and Dick Rutan on an acrylic painting of Voy­ ager that I did during my high school art class. Quite an evening to re­ member. Finally, to top off the year, on the following Tuesday, I received a "Ser­ vice to EAA" award plaque from Art Kilps. I was, and still am, more than happy to lend my services to EAA, mainly the Antique/Classic Division . So for all of you who have been debat­ ing volunteering, anyone who has said, "I...well ... yes , no ... maybe , and that's final!", I think you should do it at Oshkosh '88. After all, look at what I ac­ complished! Editor's note--Selene was not as late in writing down her thoughts as it may appear. It has just taken this long to get it into the magazine. We hope that seeing her story in this issue will inspire others to volunteer at Oshkosh '88.-M.P. •




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 $10.00 annually.


EAA Member - $18.00. Includes one year membership in EAA An­ tique-Classic Division, 12 monthly issues of The Vintage Airplane and membership card. Applicant must be a current EAA member and must give EAA membership number.

Non-EAA Member - $28.00. In­ cludes one year membership in the EAA Antique-Classic Division, 12 monthly issues of The Vintage Air­ plane, one year membership in the EAA and separate membership cards. Sport Aviation not included.


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 EM.


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 peryear.



Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars.

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


OSHKOSH, WI 54903-3086

PHONE (414) 426-4800


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




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259 Lower Morrisville Rd. , Dept. VA Fallsington, PA 19054 (215) 295-4115 PINS/PATCHES REPLICAS: Own a Hat-in-the­ Ring pin, $4.95. The reknown Blue Max; blue cloisonne maltese cross, gold-plated eagles, 2 inch pendant with free chain, $12.95. Shipping $2.00; over $25.00, $3.00. Catalog, $1 .00, refundable. Company of Eagles, 875A Island Drive, Suite 322V, Alameda, CA 94501-0425. (9-3)

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

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Oshkosh, WI 54903-2591 .

AIRCRAFT: 1941 PIPER CUB - J-4E, NC38153, completely restored in 1984, 75 hp Continental, 75 hours since major overhaul. $10,500.00. 803/432-4975, after 5 - 803/438-9603. (8-2) 1948 PA-17 Vagabond - Continental A-65-8, 1935 n , 180 SMOH, 40 SPOH. Recovered '84 in Ceconite. New Exhaust and tires. Clean, will de­ liver. $8,500 or trade plus cash for good PA-12. 5171773-3852 , Michigan. (9-2) Stinson lOA Project - Complete but rough . Stin­ son 10, less engine, in good shape, for parts, in­ cluded. No parting out. $4,000. Chris at 518/329­ 2395. (9-2) Antique/Classic Fairchild, Model 24R - 200 hp. Restored, powder puff. Ceconite - blue with white. A beauty to fly. Always hangared. Call 603/364­ 7411 , The Prescotts', RFD #1, North Road, Box 3146, Gilmanton Iron Works, New Hampshire 03837. (8-1)

PLANS: POBER PIXIE - VW powered parasol- unlimited in low-cost pleasure flying. Big, roomy cockpit for 28 AUGUST 1988

the over six foot pilot. VW power insures hard to beat 3% gph at cruise setting. 15 large instruction sheets. Plans - $60.00. Info Pack - $5.00. Send check or money order to: ACRO SPORT, INC., Box 462, Hales Corners, WI 53130. 414/529-2609. ACRO SPORT - Single place biplane capable of unlimited aerobatics. 23 sheets of clear, easy to follow plans includes nearly 100 isometrical draw­ ings, photos and exploded views. Complete parts and materials list. Full size wing drawings. Plans plus 139 page Builder's Manual - $60.00. Info Pack - $5.00. Super Acro Sport Wing Drawing ­ $15.00. The Technique of Aircraft Building ­ $10.00 plus $2.00 postage. Send check or money order to: ACRO SPORT, INC., Box 462, Hales Corners, WI 53130. 414/529-2609.

MISCELLANEOUS: Have We Got A Part for You! 20 years accumula­ tion of parts for all types of aircraft - antiques, classics, homebums, warbirds. Everything from the spinner to the tail wheel. Air Salvage of Arkansas, Rt. 1, Box 8020, Mena, AR 71953, phone 501/394­ 1022 or 501/394-2342. (3-21579111) CUSTOM EMBROIDERED PATCHES. Made to suit your design, any size, shape, colors. Five patch minimum. Free random sample and brochure. Hein Specialties, 4202P North Drake, Chicago, IL 60618-1113. (c-2I89)

SKY TRAILS - THE LIFE OF CLYDE W. ICE ­ This exciting book chronicling this pioneer aviator's experiences in more than 60 years as a pilot is just off the press. First man to barnstorm with a Ford Tri-Motor, Claude has done almost everything with an airplane. Send a check for $12.50 plus $1.00 Shipping for each book. Quarter Circle A Enter­ prises, 1159 State Highway 450, Newcastle, Wyoming 82701 . (8-2) Antique Airplane Enthusiast - would like oppor­ tunity to learn aircraft restoration business from the ground up. Thirty-one years old, pilot, non-drinker, non-smoker. Instrument rated rated with mechani­ cal and electrical background. Jim, 805/274-0537. (8-1) FOR SALE - Warner 145 engine parts; Hamilton Standard prop, crank shaft cases, new oversize pistons, mags, oil pump, new bearings, ring sets, F24W round cowl with brackets, and much more. Eastern Canada, evenings, 819/566-4245. (8-1)

WANTED: Wanted: Back issues of THE VINTAGE AIRPLANE. $2.00 each. Write for list. Robert V. Beal, 825 W. Broadway, Madisonville, Kentucky 42431 . (7-1) Needed - Information, service tools and factory shop service manuals on Romec (wobble) hand operated fuel pump. Model RD-1563, Type 0-2. Gerry Barg, 141 Howard Street, So. Easton, MA 02375, 508/238-1111. No collect. (9-2) Wanted: Heath Parasol with or without Henderson, any condition; engine, plane or plans. Dennis, 614/ 451-7587. (9-2)

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AIRCRAFT OWNERS SAVE MONEY ... FLY AUTOGAS If you use 80 octane avgas now, you could be using less expen­ sive autogas with an EM-STC. Get your STC from EM ­ the organization that pioneered the first FM approval for an alterna­ tive to expensive avgas.

CALL TODAY FOR MORE INFORMATION 414-426-4800 Or write: EAA-STC, Wittman Airfield, Oshkosh, WI 54903-3065 For faster service, have your airplane's "N" number and serial number; your engine's make, model and serial number; and your credit card number ready. 30 AUGUST 1988



EAA YOUTH MEMBERSHIP Full EAA Member benefits for only $18 annually.


EAA PROJECT SCHOOLFLIGHT Building real airplanes in schools and youth groups.


EAA SCHOLARSHIP PROGRAM Providing support for those seeking aviation related educations.


EAA AIR ACADEMY An intensive hands-on summer aviation experience at the EAA Aviation Center in Oshkosh.


EAA AIR ACADEMY SUPER SATURDAYS A one-day, hands-on aviation workshop for young people presented at sites across the nation by EAA Chapters and clubs of the Academy of Model Aeronautics.

EAA Air Academy programs are supported by the AVEMCO Insurance Co, FOR INFORMATION CONTACT: Chuck larsen, Education Director EAA Aviation Foundation Wittman Airfield Oshkosh, WI 54903-3065 Telephone (414) 426-4800

EA~ •






From the cockpit, from the ground, cameras mounted on the wing of an air show per­ former, antiques, classics, homebuilts, war­ birds, light planes, ultralights, rotorcraft, the list is endless. Behind-the-scenes looks at the airplanes you've asked to see! Professional video crews from around the country will be covering EAA OSHKOSH '88 for you!

For the first time ever, EAA is going to a 90-minute production! You'll see it all in this dynamiC video - from the arrival of British Airways' supersonic "Concorde" jet to the historic appearance of the U.S. Air Force's B-1 bomber! Why miss out? Order early and re­ ceive more than 10% OFF the regular price ­ if you order before or during EAA OSHKOSH '88, this powerful video is just

*MORE AIR SHOW When you think of air shows, EAA OSHKOSH has it all. Airplanes of every size, make and description partiCipate every day! The skills of these pilots and the beauty of their routines mesmerize even the veteran observer. Spe­ cial feature on the two performances by the heavy iron - the EAA WARBIRDS OF AMERICA!


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