Page 1


March 1995

Publisher Tom Poberezny Vice-President,

Marketing and Communications

Dick Matt


Jack Cox


Henry G. Frautschy

Vol. 23, No.3


1 Straight & Level/

Espie "Butch" Joyce

2 AlC News/

Compiled by H.G. Frautschy

4 Aeromail

5 From the Archives/

Dennis Parks

9 Pass it to Buckl


E.E. "Buck" Hilbert

10 N5817N Over Holland/


Walter Van Tilborg

Presidenf Espie "Butch" Joyce P.O. Box 1001 Madison. NC 27025

12 Aerodrome '94/H.G. Frautschy 16 Frank Warren's


Thompson Trophy Paintings

18 Howard Hughes Legacy The Sikorsky S-43 " Amphibion" IN orm Petersen

Page 10

Secretary SIeve Nesse 2009 Highland Ave, Albert Lea. MN 56007 507/373-1674

Vice·President Arthur W211 Nl1863 Hilltop Dr. Germantown . W153D22

414/628-2724 Treasurer E.E. "Buck" Hilbert P,O, Box 424 Union.IL60180 815/923-4591


24 Members ProjectslN orm Petersen 26 Mystery Airplane/George Hardie 28 Welcome New Members 30 Calendar 31 Vintage Trader

Managing Editor

Golda Cox

Art Director

Mike Drucks

Computer Graphic Specialists

Sara Hansen

Olivia l. Phillip Jennifer Larsen


Mary Jones

Associate Editor

Norm Petersen

Feature Writers

George Hardie. Jr. Dennis Parks

Staff Photographers

Jim Koepnick Mike Steineke

Carl Schuppel Donna Bushman

Editorial Assistant

Isabelle Wiske

Page 12

FRONT COVER ... Ron Van Kregten's Sikorsky S-43. flown during EAA OSHKOSH '94 by Jess Bootenhof and co-pilot Richard Dickson. crosses the west shoreline of Lake Winnebago, EM photo by Jim Koepnlck. shot with a Canon EOS-l equipped with an 8D-200mm 1f2,8Iens, 1/250 sec, at f 9,0 on Kodak Ektachrome Lumlere 100 film , Cessna 210 photo plane flown by Bruce Moore, BACK COVER , , ,From the 1937 book "Couriers o f the Clouds' comes this lIIustrotlon of Charles Lindbergh flying Pon Am ' s Sikorsky S-38 in the Caribbean, See this month' s AIC News regarding news about the S-38,

Copyright © 1995 by the EAA Antique/Classic Division Inc, All rights reserved. VINTAGE AIRPLANE OSSN 0091-6943) is published and owned exclusively by the EM Antique/Classic Division, Inc, of the Experimental Aircraft Association and is published monthly at EM Aviation Center, 3000 Poberezny Rd" P,O, Box 3086, Oshkosh, Wisconsin 54903-3086. Second Class Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. The membership rate for EM Antique/Classic Division, Inc. is $27.00 for current EM members for 12 month period of which $15.00 is for the publication of VINTAGE AIRPLANE. Membership is open to all who are interested in aviation. POSTMASTER: Send address changes to EM Antique/Classic Division, Inc., P.O, Box 3086, Oshkosh, WI 54903-3086. FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via suriace mail. AiDVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertiSing so that corrective measures can be taken. 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. No renumeration is made. Material should be sent to: Editor, VINTAGE AIRPLANE, P.O. Box 3086, Oshkosh, WI 54903-3086. Phone 4141426-4800. The words EAA, ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION and the logos of EAA, EAA INTERNATIONAL CONVENTfON, EAA ANTfQUE/CLASSfC DIVISfON, INTERNATIONAL AEROBATIC CLUB, WARBfRDS OF AMERfCA are ® registered trademarks. THE EAA SKY SHOPPE and logos of the EAA AVIATION FOUNDATION and EAA ULTRALIGHT CONVENTION are trademarks of the abcve associations and their use by any person other than the abcve association is strictly prohibited.

John Berendt 7645 Echo Point Rd. Cannon Falls. MN 55OD9 507/263-2414 Gene Chase 2159 Car~on Rd. Oshkosh. Wi 54904 414/231-5002 Phil Coulson 28415 Springbrook Dr.

Lawton. MI 49065 616/624-6490 Charles Hams 7215 East 46th SI. Tulsa. OK 74145 918/622-8400 Dale A. Gustafson 7724 Shady Hili Dr, Indianapolis. IN 46278 317/293-4430 Roberl Ucktelg 1708 Bay Oaks Dr. Albert Lea. MN 56007

507/373-2922 Gene Morris 115C SIeve Court. R,R. 2 Roanoke. TX 76262


Roberl C. "Bob" Brauer

9345 S. Hoyne

Chicogo. IL 60620


John S. Copeland 28-3 Williamsburg CI. Shrewsbury. MA 01545 fIJ8/842-7867 George Daubner



SIan Gomoll 1042 90th Lane. NE Minneopolis. MN 55434 612/784-1172 Jeannie Hili

P.O. Box 328

Harvard.IL 60033

815/943-7205 Robert D. "Bob" Lumley 1265 Scuth 124th St. Brookfield. WI 53005

414/782-2633 George York

181 Sloboda Av,

Mansfield. OH 44906


S.H. "Wes" Schmid 2359 Lefeber Avenue Wauwatosa. WI 53213 414/771-1545


7200 S.E. 85th Lane

Ocala. FL 32672


ADVISORS Joe Dickey 550akeyAv. Lawrenceburg. IN 47025


Jimmy Rollison 640 Alamo Dr. Vacaville. CA 95688 707/451-0411

Dean Richardson 6701 Colony Dr, Madison. WI 53717 608/833-1291

Geoff Robison 1521 E, MacGregor Dr, New Haven, IN 46774 219/493-4724


by Espie "Butch" Joyce

In th e la st iss u e of VINTAGE AIRPLANE I ta lke d about th e fact th a t we we re go in g to hold our ne xt Boa rd of Directors meeting at Ke rmit Wee ks' facilit y in Polk City, Flo rida. T he ne w attracti o n is a ppro xima te ly 15 miles east of Lake land. Kermit has e rect ed three la rge buildings, along with a 5,000 fo o t grass runway a nd a 2,600 foot cro ss runw ay . The re is a large lake adjoining this property a nd Kermit is constructing a seaplane base there. Right now, one of the buildings is being used fo r sto rage a nd suppo rt of the ground s. T he second building is fo r mainte nance a nd restora tio n of aircraft. The third ho uses the office a rea (i n t h e ce n t e r) wi th tw o la rge ha nga rs o n each sid e of th e offices . We have al1 become so accusto med to e xpecting to sto p a t a place like this a nd see a st a tic d is play of mu se um quality aircraft, but tha nk goodn ess , th e re a r e so me p e opl e wh o d o n o t think th a t way . K e rmit ' s f acility is ca l1ed "Fa ntasy of Flight;" it is to be an aviation theme park. To give you a be tte r id e a o f Ke r­ mit's direction with this mass ive pro­ ject, he has two to three people wo rk­ ing with him who have done work at Di sne y World to se t up his displ a ys. The ce nter buildin g wil1 also h a ve a gift shop and res taurant. His futur e pla ns are to deve lop the area on the north e nd of th e property with th e more physical aspects of th e th e me p a rk . Fantasy of Flight can b e see n fro m Interstate 4 (the prope rt y runs right up to the highway) between Or­ lando and Lakeland with the most no­ tic e ab le landmark being a r e d and whit e checkerboard e levate d wa ter t a nk that Kermit had to con s truct.

While it wil1 not be ready for ful1 op­ e ration by the tim e Sun ' n Fun takes place, it is anticipated that Fantasy of Fli g ht will op e n so m e time in th e spring. Pe rsonal1y, I ca n ' t wait! I'm not go ing to te l1 yo u all that Ke rmit has planned for the exhibits, but I will tell you that it wil1 be quite spectacu­ lar! The aviation community is lucky to have an individual who has the love of a v ia ti o n lik e K e rmit , o n e who ca n carry forwa rd with th e kind of effo rt that allows al1 of us to share the visio n he has been building in Polk City. Aft e r say in g a ll of th a t , you m ay think it was tough to get to work while in this e nvironme nt , but we ce rtainly did hold a Board meeting. There we re a numb e r o f topi cs di sc us se d . T h e Antique/Classic area during Oshkosh wa s o ne of the main to pics . I wo uld like to highlight some o f th e ite ms of concern . First we feel we need to do a better job of keeping display o r show aircraft se para ted from th e aircraft that peo­ ple wa nt to camp with , the refore, the parking chairma n and his co-worke rs a re busy planning th e layout for th e A /C pa rking area. Th e reality of th e situa tio n is that we wil1 have to pa rk aircraft further south th a n some ca re to walk , a nd to work to minimize the inconv e nie nce th e fo llowing wil1 be done: • Th e r e wi ll be a s hower locat e d roughly in the area of th e ILS on the south e nd of Runway 36. • Th e re will al so be food service lo ­ cated in this area to be tter serve the south end of the the field.

• And eve ry d ay, we will have tra ns­ portati o n from the north e nd of our area to the south end. We are going to work out a n addition a l trip schedule e ach d ay from th e south e nd to th e Camp Sto re located in the main camp­ ground . We hope these additions to the ser­ vices provid ed a t EAA O shkosh wil1 he lp ma ke yo ur stay at Wittma n Fie ld more enj oyable. If we can work it out with Main Reg­ istration this year, we wil1 be register­ in g aircraft a t Antiqu e/Classic H ead­ quarters to better serve the members. Anothe r topic at the Board meeting was th e m e rc h a ndi se so ld a t A n ­ tique/Classic H eadquarters. It was felt that the variety of me rchandise should be expanded and we should have some upgraded items as we ll. Antique/Clas­ sic Director Bob Lumley was asked to work with E A A and othe rs to acquire the needed ite ms. If any member has any good ideas for merchandise, please contact Bob at his address, listed on the Contents page. The G olde n Age of Air Racing will be back this year. This should be very excitin g. Of a l1 of th e p ast Conve n­ tion Showcase events, the race rs have proven to be one of the most popular. While at Lakeland it gave everyone a chance to see what Sun ' n Fun has bee n doing to get ready for this year's fl y-in. With th e fly-in so close th e staff and ea rly bird volunte e rs ar e very busy getting ready for Sun 'n Fun '95. Hope to see you there April 9-15. Let 's al1 pul1 in the same direction for the good of aviation . R e membe r we a re b e tt e r togeth e r. Join us a nd have it all. ... VINTAGE AIRPLANE 1


SIKORSKY S-38 Our back cover features another illus­ tration from the book " Couriers of the Clouds. " Drawn by author and illustrator Edward Shenton , it depicts Charles Lind­ bergh 's use of an S-38 to open Caribbean routes for Juan Trippe's Pan American airlines. We've included it in this month's issue to commemorate a project by a new company form ed by R.W. " Buzz" Kaplan (EAA70086) of Owatonna, MN. Born Again Restorations (BAR) will build two Sikorsky S-38 ' s, the first of which will roll out in two years. A large (71'8 " wingspan) sesquiplane , the S-38 was a very successful design for Sikorsky ­ 38 were used by Pan Am alone, and many oth e rs we re used both by airlines and wealthy owners . Readers may recall the zebra strip ed S-38 used by Mar tin and Osa John son to explore th e wilds of Africa in the 1930's. The S.c. Johnson Wax Company sponsors an exhibit in the EAA Air Adventure Muse um concern­ ing the use by S.c. Johnson Wax of an S­ 38 on an expedition to find carnauba wax palm trees in Brazil, South America. The exhibit features a full size S-38 mock-up , comple te with a video pre senta tion on the expedition. BAR does have a full set of S-38 blue­ prints , thanks to the efforts of Gerald Brubaker of McMinnville , TN , who had the FAA mak e copies from th e ir files. While they have all of the prints needed , the folks at BAR would benefit by seeing and inspecting any remaining S-38 com­ ponents . If you have any S-38 parts or

compiled by H.G. Frautschy

components, please call Dick Anderson at 507/451-6126 if you wish to help with this ambitious project. We can look forward to a time when those of us born too late to ever see an original S-38 will see one grace the skies again . How lucky we are to have mem­ bers interested in reproducing historic aircraft such as this.

SUN'NFUN If you are he aded to Sun ' n Fun ' 95, the parking crew at Sun ' n Fun asks that you make up a sign to help them direct you to the correct parking area. The sign should be made of a light color with large black letters. You should be able to read the sign from 50 feet away. Display the sign in the windshield , and you can use the following abbreviations for different parking areas: ACC - Antique/Classic/Contemporary (both regular parking and camping) GAC - General Aviation Camping GAP - General Aviation Parking HB - Homebuilt Parking SP - Seaplane Parking WB - Warbird Parking For those of you headed to Lakeland , th e Sun 'n Fun '95 arrival procedures have been included in the polybag wrap­ per of your March issue of Sport Avia­ tion. If you need a copy of the procedure, you can get one by contacting Sun 'n Fun at 813/644-2431. Mode C Requirements: During the


The proposal by the FAA to change the standards by which we are issued medical certificates continues to be a very hot topic. In the March issue of Sport Aviation, on pages 12 and 13, is a complete article detailing EAA 's posi­ tion regarding these changes. I urge you each to read this article, because the issues raised by the FAA will di­ rectly affect your access to the skies as a certified civilian pilot. EAA 's response to the proposed changes has been carefully prepared by the EAA Aeromedical Advisory Coun­ cil, comprised of twelve EAA members who are highly experienced Aviation Medical Examiners (AME's) and doc­ tors who have specialties that apply to the proposed changes. This past Feb­ 2 MARCH 1995

ruary 4 the Council came to EAA Headquarters to meet with EAA staff members to final ize EAA's response to the FAA. Hundreds of you wrote the FAA and sent a copy of your com­ ments to EAA , sending the FAA a message that this issue was being care­ fully watched by the flying public. EAA's comments will be filed in late March, and yo u also have time to submit your own letter with comments to the FAA. Don ' t de lay, or assume that because everybody else has sent in a note, that yours does not matter - it does, so get out your pens and let the FAA know you are not willing to give up your right to fly by having overly re­ strictive medical regulations put in place.

Sun 'n Fun Convention and Fly-In, pilots are exempt from meeting the Mode C re­ quirements for the Tampa 30 nm Mode C Veil , as long as they are following the pub lished arrival and departure proce­ dures. For the remainder of the year, pi­ lots entering and exiting from the east at or below 1,500 ft. meet this requirement. For more information, call the LAL tower at 813/644-2361. TW A Charters: TW A is planning a number of charter flights direct to Lake­ land from several Midwest cities. The flights will depart Sunday, April 9, and re­ turn Saturday, April 15. For information and reservations, contact JoAnnie Genne at Dynamic Travel, 800/237-4083. Aerospace Education Workshop For Teachers : The 8th annual Sun 'n Fun Aerospace Education Workshop will be held Saturday, April 8, 1995. Kinder­ garten through high school teachers will have the opportunity to learn about avia­ tion from presenters from NASA , the FAA , EAA and CAP, as well as several outstanding teachers. A field trip to Ker­ mit Wee ks ' Fantasy of Flight and a visit to the Lakeland Control Tower are in­ cluded in the activities. In the evening a banquet will be held with astronaut Curt Brown as the keynote speaker. For more info , contact Barbara Walters-Phillips at th e Sun ' n Fun office, phone 813/644­ 2431.



The Executive Director of the Young Eagles program , Ed Lachendro , an­ nounce d that he has accepted a position with the Flight Operations office at US­ Air effective March 1. Ed was a fur­ loughed pilot with that airline when he came to EAA at the inception of th e Young Eagles program, and the progress in the program to this point is a direct re­ flection of the outstanding skills and dedi­ cation he applied to the Young Eagles cause. He will continue with the program as a Field Representative, as well as help­ ing in any way possible, as many other EAA members volunteer their time. Discussions and interviews regarding a new Executive Director for the Young Eagles program are currently underway. Our thanks and best wishes to Ed and his wife Joy for the time , effort and dedica­ tion they have given to the program so far , and we look forward to seeing Ed's Champ giving Young Eagle rides all over the midwest.

BLACK EXHAUST STACKS Most of you who have an EAA or Pe­ tersen STC to use auto fuel in your air­ plane have no doubt noticed that your ex­ haust stacks seem to have more black , sooty deposits upon them than you had

with avgas. You may think that for some reason, the autogas is making your engine run richer. In fact, the unleaded autogas formulated today does run "sootier," as a quick look at your car's exhaust stack will tell you. Comments have been received here at EAA HQ regarding this phenom­ enon, and we have been assured that the slightly black exhaust is perfectly normal. While burning unleaded autogas, do not adjust your mixture to get a grey exhaust pipe - doing so will result in an overly lean mixture and probable engine dam­ age. (A burned piston is the most com­ mon type of damage due to overJeaning.) During the fuel research conducted by the EAA Foundation, it has been noticed that different fuels leave varying deposits on the stacks - regular unleaded gasoline leaves the black deposits, but the stacks clean up considerably if MTBE or ETBE is added to the fuel as an oxygenate. Re­ member, don't assume that because your stacks are dirty while running on auto fuel , your engine is running rich - setting your mixture based upon the look of your stacks while burning avgas is still the sim­ plest process available at this time, with­ out using an instrumented method.

FUEL BLADDER SEALANTS Daryl Lenz, Director of Aircraft Main­ tenance with the EAA Aviation Founda­ tion , has sent us the following regarding certain fuel tank sealants: EAA has received several reports (and some samples) of rubber fuel bladder sealants which have come loose in the tanks. The sealants, which are sprayed on by several bladder overhaul facilities , come loose in several large pieces or sheets. If undetected, these pieces could result in fuel starvation to the engine. The problem appears to be related to the sealant's adhesion to the bladder, and not to the type of fuel used. Periodic inspec­ tion of the fuel cells through the filler neck is advised. If you have a fuel cell in need of repair, you might consider send­ ing the cell to an overhaul facility that uses the "hot patch" repair method.

The past few months have seen the passing of afew ofaviation's notables . . . FATHER JOHN MACGILLIVRAY, 71, passed away February 5,1995 in Anti­ ngonish, Nova Scotia. Father John was the unoffical chaplain of the EAA Con­ vention, offering Catholic mass to Con­ vention goers since the early days of the event. He was present for each Conven­ tion since 1959, except for the 3 years he spent in Germany while serving as a RCAF chaplain. He served in the RCAP in that capac­ ity for 24 years, until his retirement in 1978. While in the RCAF he earned his

STOUT BATWING Peter Bowers sent in this photo of the Stout Batwing Limousine. A unusual looking airplane, it featured all wood construction and was powered by 150 hp Packard engine. We have more on the Batwing in this month 's " From the Archives," starting on page 5. pilot 's license and would go on to own four different aircraft - a Taylorcraft; the last deHavilland Puss Moth to fly in Canada, which he donated to the Na­ tional Aeronautical Collection in Ottawa; his beloved Tiger Moth, CF-IVO, and the last flyable Miles Hawk. Both the Hawk and the Tiger Moth were donated to the EAA Aviation Foundation , and are on display in the Air Adventure Museum Pi­ oneer Airport hangars. After retiring to Nova Scotia in 1978, Father John continued to serve his min­ istry with various church positions until his passing. PERCIVAL "Spence" SPENCER, 97, dies January 16, 1995 in Los Angeles. Christopher Spencer, Spence's father , in­ vented the Spencer repeating rifle, cred­ ited with shortening the Civil War (Christopher was 63 years old when Per­ cival was born in 1897!). Spence had a wide inventive streak in his psyche as well. His father let him have run of the workshop, resulting in Spence's construc­ tion of a hang glider at the age of 14 . Learning to fly with the craft , he contin­ ued to be an active pilot until the age of 90. Spence , like many of his contempo­ raries, had a number of careers in avia­ tion , as a barnstormer, corporate pilot , fixed base operator, aircraft designer, test pilot and manufacturer. The airplane most often identified with P.H. Spencer is the Republic SeaBee, which started life as the Air Car Amphibian #1 in 1940. As a production test pilot for Republic during WW II, he was in a unique position to pitch his Air Car for production after the war. The rights were purchased from Spence and the all metal SeaBee went on the become an aviation classic. In later years, working in conjunction with his partner, Dale "Andy" Anderson, a revised version of the Spencer Air Car

was made available to the homebuilder. A smaller 2-place version called the Air Car Jr. was also designed and flown by Spence at the age of 86. That airplane was do­ nated to the EAA Aviation Foundation. Spence 's legacy reached into a number of fringe aviation areas - many boys and girls who grew up in the 1950's may recall the Wham-O-Bird flying ornithopter toy, invented and patented by none other that P.H. Spencer. He was an aviation inven­ tor of the highest order. ELSIE LAIRD , wife of aviation leg­ end Matty Laird, passed away on January 20,1995. Elsie was a long time pilot ­ she learned to fly in Matty's personal Laird LC-B, NC6906, and was later re­ united with the same airplane at the 1982 AAA fly-In after its restoration by For­ rest Lovley and Ed Sampson . She was Matty 's partner in his aeronautical and business ventures since their marriage in 1933. An active supporter of EAA, Elsie was present when she and her hus­ band , along with Jimmy Doolittle, were thrilled by the constuction of EAA's replica Laird Super Solution replica. LEIGHTON COLLINS , 92, passed away on January 16, 1995 in Henderson­ ville, NC. A publisher and editor who set the standards for outstanding aviation journalism with his magazine, Air Facts, Leighton Collins put down in plain lan­ guage the real world facts of private avia­ tion from the magazines inception in 1938 until his retirement in the early 1970's. A pilot since the roaring '20s, he saw private aviation graduate from the Jenny to the light twin, and was witness to and partici­ pant in the birth of light aircraft IFR flight. Through it all, he reported on aviation's progress. Leighton 's legacy continues with his son , aviation journalist and Flying maga­ zine editor-at-Iarge Richard Collins. ... VINTAGE AIRPLANE 3


DearH.G., In reference to your article on the Grand Champion Taylorcraft in the No­ vember issue of SPORT A VIATION: You mentioned that Phillips head screws were " ... another product of the postwar era, antique airplanes simply shouldn't have them." Well, I don't think that statement is en­ tirely true. Years ago, I posed the ques­ tion of use of Phillips screws in aircraft to noted antiquer Joe Pfeifer. He mentioned that he first observed these screws being used by Lockheed in the "late 1930s" to assemble Model 12 and 14 aircraft. The advent of power tools in aircraft assembly dictated the use of Phillips screws at this time. I also submit this Phillips screws ad­ vertisement in the December 1939 issue of AVIATION magazine. Light aircraft manufacturers probably didn't use Phillips type screws until some­ time after the war-but the bigger air­ planes certainly employed them as early as the late 1930s so don 't be so quick to dock points from all prewar aircraft employing Phillips head screws. Sincerely, Dan Cullman 17661 SE 301st Street Kent, WA 98042-5715

Thanks for the note, Dan - I'm sure many of the folks both restoring and judging air­ planes find this information enlightening. How about it restorers? Have you run across documentable original light airplanes with Phillips head screws? If you have, drop us a note here at EAA HQ. Dear Mr. Frautschy: The December issue was a real Christ­ mas present for me! That's because of your article about Waco NC17470. I haven't seen it for several years except for a brief moment at Sun 'n Fun, but I have flown it several hundred hours, owned it and had it restored (the restoration prior to the current one). Your article is a very good one, in my opinion. As a writer myself I know how difficult it can be to obtain pertinent facts undistorted. So, in a holiday happy spirit I send you the following few facts to set the 4 MARCH 1995

record straight (Ray Brandly was obvi­ ously confused). First, Arnold Nieman never owned the airplane. I bought it from a guy named Tony Blackstone in Enid, Oklahoma. It was a super basket case. I was working as a mathematics professor at Purdue Uni­ versity at the time, and I hired Arnold to go to Oklahoma and get the goodies and bring them to Florida , where he did the restoration. I first flew the restored air­ plane at Ocala, Florida on New Years day, 1982. I had the "new" 275 Jacobs installed in April of 1987. By that time I had moved to Orange Springs, Florida, near Ocala, where I had built a horse farm with an airstrip on it, called "Patch 0' Blue. " Arnold still has a place there and so does Dale Gustafson. The airplane looks almost exactly as it did when I owned it. The only differences I can see are: a) It did not wear the Tex­ aco star logo , and b) I had a green pin­ stripe on it, which I believe that it had originally. Naturally, I miss the airplane very much-wouldn't have sold it if circum­ stances had not made it necessary-but it was really good to see it again in your arti­ cle. Thanks. Happy Flying, M. L. (Mike) Keedy, Ph.D.

1010 S. Orange Avenue

Box 180

Bartow, FL 33831-0180

P. S. Of course, my name was also mis­ spelled. It usually is.

Sorry about the misspelled last name Mike, and thanks for setting the record straight about the Texaco Waco, NC17470. Dear H.G.: I thoroughly enjoyed your excellent ar­ ticle in the January, 1995 issue of VIN­ T AGE AIRPLANE. It brought back to me my brief but torrid love affair with a PT-23, NC64047 back in the fall of 1947 in Grand Rapids, Michigan. I say "brief" be­ cause it lasted only 29 days from my first flight to my last one some 9-1/2 flying hours later. I had soloed a J-3 Cub in May of 1941, but the war (I was a 2DLT in the Marine

Corps) got in the way and it was not until November, 1946 flying under the GI Bill that I got my Private license. I continued to build time in 7AC Champs and later in Cessna 120s. I had around 100 hours when the school, Camfield Aviation, acquired NC64047 for a reported $500.00. My in­ structor at the time who shall remain nameless announced that it was time for me to transition to something bigger than the 120. This was pretty heady stuff. You wore a helmet and goggles, a parachute, and sat up there in the front cockpit while two line boys cranked the hand inertia starter. There was scorn on their faces if you couldn't get the Continental W-670 to fire off on the first try. I must admit that I was somewhat in awe of the big bird, a feeling that was not lessened when I found myself becoming airborne on a heading about 45 degrees to the left of the runway center­ line! After a couple of hours I had learned that she was really a most docile machine and a real joy to fly. On my final check ride before solo, Instructor Nameless an­ nounced that he was going to show me how to roll the airplane. Under normal circumstances this might have been OK but he was suffering from a colossal hang­ over and his reflexes were not all they should have been. He simply couldn't get the wings past vertical and we would just fall out of the sky. After two or three tries he gave up and we returned to the field where he climbed out and told me to take her around the pattern a few times by my­ self. As I did my cockpit check before taxiing out I was greeted by the sight of my belt and harness lying disconnected in my lap . I have often wondered if I may have escaped an unplanned parachute jump. The PT-23 and I got along beautifully and I think those last few hours I shared with her were the most delightful flying I have ever had. The terrain west of Grand Rapids was level and open and we were encouraged to practice simulated emer­ gency landings. I found that this drill could be much more interesting if I made my final approach leg with the airspeed in­ dicator on the red line and my recovery a glorious chandelle! On Sunday, 2 November 1947, we had our last flight together. Three days later a former high time civilian instructor for the Army took off in her with a passenger in the rear seat and his fuel selector on an empty tank. A hundred feet off the ground the engine quit. He attempted a 180 and spun in, killing his passenger and destroy­ ing that beautiful gal. The following week I made a couple of hops in the 120 but something was missing. I hung it up and never flew again for 36 years. Best regards, Rowland L. Hall Northfield, IL



Stout Batwing Limousine

by Dennis Parks In the January issue of VINTAGE, I had misidenti­ fied a Fokker F.I1l, calling it the Stout Batwing Limou­ sine. In order to help rectify the situation, here is some information and photos about the F.JII and the Batwing. The Stout Batwing passenger ship was a further de­ velopment of a Stout experiment with a canti lever monoplane, constructed in 1918. This was a single-seat design that was powered by a Hispano engine loaned by the Army Air Service. The plane was impressive enough to attract the interest of Bob Stranahan , head of the Champion Spark Plug Company. In order to further ex­ plore the design potential, he supplied the financing to start the Stout Engineering Company. The Batwing Limousine was built e ntirely of wood. The wings were covered with very thin three-ply wood glued over a lattice style wing made of wood and veneer. According to an article written by Stout and published in the January 3 issue of AERIAL AGE , " the com­ pleted ship, while having thirty square feet more than the German Junker aeroplane (F.13), weighs almost 400 pound less, while its structural strength is doubled. The total ship weighs 1,940 pounds empty, as against the 2,380 pounds for the German ship. Its landing speed , however is ten miles less and its maximum speed greater than that of the German plane. In the flying test the plane flew at a maximum speed close to 120 miles an hour, yet lands at 40 miles an hour."

William Stout



-~ .~

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FOKKER F.III Transport This aircraft was misidentified in the January issue of VINTAGE as the Stout Batwing Limousine. The FJII was a slightly larger more pow­

erful development of the previous F.II. An interesting feature was the placing of the pilot on the right side of the engine. In April of 1921,

Holland's KLM began to use the F.III as the basis of its passenger service.

In the summer of 1921 the FJII was demonstrated in the United States by the well known pilot, Bert Acosta, flying from Long Island. The

F.III stayed in the United States, owned by Acosta himself and carried the registered number of 1891. The June 1993 issue of AERO­ PLANE MONTHLY shows a photo of the aircraft taken at Roosevelt Field in October 1929. VINTAGE AIRPLANE 5

Limousine Nose Vision in an airplane was not considered as very important in 1920. The Batwing had a small flat windshield above the engine cowl that enabled the pilot to see straight ahead. Note the pointed leading edge of the wing, similar to supersonic wing sections. 6 MARCH 1995

Limousine Tail (Above) This view of the Batwing shows the deep cord of the wing and its taper. According to Stout, this was one of the first aircraft in the country with a double-taper wing.

The Batwing had a span of 36 feet and used a Packard engine develop­ ing 150 horsepower. Demonstrated by test pilot Bert Acosta , it gained the interest of the Navy. During Navy trials in December of 1921, the air­ craft carried a load of 1,170 pounds and climbed to 5,000 feet in ten min­ utes. The Navy was impressed by the plane's flying abilities, but more so of its speed and its load carrying capabil­ ities. This lead the Navy into con­ tracting with Stout for an all-metal, twin-engine torpedo plane based on the Batwing configuration. The con­ cept was revolutionary - at that time, no metal plane of this type had been built in the country. Two years of work produced the ST all-metal tor­ pedo plane for the Navy.

Flight Pictures Fl ight tests of t he Bat w ing t ook place at t he Packa rd field at Mt. Clemens, MI. Appa rent ly the air ­ craft performed well in the air but Stout reported that the fixed hori­ zontal stabilizer presented prob­ lems duri ng landing . The craft wanted to porpoise on the landing glide. However, when the plane came close to " terra firma ," ground effect helped it level out and land very smoothly. VINTAGE AIRPLANE 7

1918 Batwing (Above) The 1918 Batwing. This was Stout's first attempt to solve the structural problem of putting all the structure members inside a single wing in order to lessen drag. Stout had figured that of the 400 horsepower used in the DH 4 biplane, 297 horsepower went into "shoving the sticks, braces and radiator through the air." Thus he proposed an aircraft which was nothing but a wing with control surfaces. Even the engine was inside the wing. With financing from the Motor Products Corporation of Detroit, Stout was able to build his aircraft. The plane was flown in November of 1918 at McCook Field but engine problems hampered tests. The Army retained the airplane but with the war over, they lost interest in pursuing the design. ST Torpedo Plane (Below) The Stout ST all-metal torpedo plane was completed in April 1922. Eddie Stinson was retained as the test pilot for Navy demonstrations at Selfridge Field. Stinson flew the torpedo bomber several times before it was handed over to a Navy pilot. On the second flight the Navy pilot stalled the airplane on landing and pancaked into the ground, ruining the airplane. The Navy closed the contract, which was for three machines, and Stout and his backers were out $163,000. ..

8 MARCH 1995

by Buck Hilbert • EAA #21 • Ale #5 • P.O. Box 424 • Union, IL 60180 Yours truly has gotten himself another volunteer job. Again! This one really gets my attention. Why? 'Cause it affects each and every one of us who own airplanes, fly airplanes, maintain or restore airplanes either for our own amusement or for pay. The job is being part of the A VIA­ nON RULE MAKING ADVISORY COMMITTEE . This committee is charged with the rewrite of FAR parts 43 and appendices, and 91 where it applies to maintenance responsibilities of owners and pilots. Have I got your attention? I hope so, because this affects everyone of us, whether we fly or whether we maintain or restore airplanes . Any airplane that weighs less than 12,500 pounds, empty, to be exact, and regardless of its age! The task of this General Aviation Maintenance working group is beautifully illustrated by EAA's Washington repre­ sentative, Charlie Schuck , in the mission statement he authored. It reads: "Review Title 14 Code of Federal Reg­ ulations, parts 43 and 91 , and supporting policy and guidance material for the pur­ pose of determining the course of action to be taken for rulemaking and/or policy relative to the issue of General Aviation Aircraft Inspection and Maintenance, specifically , section 91.409 , Part 43 and Appendices A and D of that part 43 . In your review, consider any inspection and maintenance initiatives underway throughout the aviation industry affecting General Aviation with a maximum certifi­ cated weight of 12,500 pounds or less . Also consider ongoing initiatives in the ar­ eas of: Maintenance record keeping, Re­ search and Development, the AGE of the current aircraft fleet, harmonization , the true COSTS of inspection versus mainte­ nance, and changes in technology." Now that is ALL the Aviation Rule­ making Advisory Committee has to do! Simple, what?

Hey! Who's idea is this anyhow? Just how did this General A viation Mainte­ nance Working Group come into being? Well, the current regulations, the bulk of them , were written in simpler times. The "Good Old Days" if you want to call them that. Back when the Cessna Air­ masters and the Aeronca Chiefs were newest of the sporty airplanes. When the CAA was created and standardization was the buzzword. It was a time of distrust, al­ most like today. The whole idea of air­ plane regulations was new and so were the people who were the line inspectors who took on the job. You hear comments all the time about all the "old-timers" retiring and the "new" guys going by the book with stiff interpre­ tation of the rules that just seem to defy common sense. Well , I can tell you from experience that this is history repeating it­ self! We had the same situation back when I was a line boy in 1940. The grapevine would come alive , the under­ ground lines of communication would buzz whenever one of the CAA inspectors left his office and came out in the field. There must have been numerous leaks from his office cause we always knew just where he was , who was getting checked , and where he was headed next. The KGB couldn 't have done a better job. It took years , but these people mel­ lowed as time went by. They actually used a little common sense that comes with ex­ perience . They'd seen it all , and they came to realize that there were gray areas, that everything wasn't black and white . They learned a little when it was apparent that a modification was be tter than the original, or when common sense told them something was all right. Well, we have a crop of " new ones" to­ day, and they have this great big bunch of regulations to administer. And because of the times, the age of the airplanes, the liti­ gious society we live in , and a hundred other reasons, we have been asked to help

FAA rewrite these regs, as necessary to fit today's scene. Maybe they don't need it, but we need to review them and then say so! Face it, gang, this is our chance! Our chance to rewrite rules and come up with policy that is once in a lifetime. These regs have stood since 1938. The ones we rewrite, the policies we come out with as a result of these meetings will stand every bit as long! Let 's get with it. We are af­ fecting ourselves in our time and those who will follow , the ones who will some­ day take over our Anflque and Classic air­ planes. Have I made my point? The next meeting , to be held in con­ junction with the Professional Aviation Maintenance Association Annual Semi­ nar, is February 11 at the Hyatt Regency Hotel in Savannah, GA. Contact Tim Coggin 912/920-9370 or Vince Miller 912/965-4736 for the time. It may be too late for this one, but other meetings are scheduled in Ft. Worth , Texas on March 29 ; then Cincinnati, Ohio, May 11; then Wichita, Kansas on June 21. The exact locations and times of these meetings will be in mailings to the local EAA Chapters as they firm up. Watch for them, and please understand, the dates are very tentative. If you want to go, give Earl Lawrence, Government Affairs spe­ cialist at EAA HQ a call and confirm the time and date of the meeting you want to attend. They are being held on weekdays, and believe you me, if you need to take a day off from work , this is the one FAA meeting you should make the sacrifice for - it really is that important. Come to these meetings, come pre­ pared! The panel sitting in front of you is there to accept your INPUT! Don't come to ask questions or HASSLE anybody. Come armed with suggestions on how to change parts and pieces of the Regula­ tions that are hazy, irksome, cumbersome, unworkable, that DEFY common sense, or that could be more workable if there were just working changes or better defin­ itions. Review the FARs. Pay close attention to airworthiness, to STCs, field approvals, modifications, manufacturers ' specifica­ tions, owner maintenance and parts man­ ufacturing, and the biggie, "paperwork! " Do some homework on these and what­ ever constructive criticism you can come you with , BUT, and this is a BIG BUT , give with the suggestions as to how to make things more workable. Let's make aviation fun again! Let's do it , guys and gals. To paraphrase a line you see at the end of each of Butch's columns, Let's all pull together on this so we can pass on our flying machines to posterity as legal cer­ tificated flying machines, and with a book of rules and policies that will keep them going forever. Over to You,





OVER HOLLAND By Francois Collard and Walter K. van Tilborg, EAA 92129 I guess every person does some day­ dreaming now and then and I certainly did when flying my Piper Super Cub, a former Dutch Army PA-18-35. I should have been a happy man considering that sport flying in Holland is an expen­ sive hobby but I cou ld not help that I kept dreaming of once owning a bi­ plane , preferably an old-timer. So one day, after another happy flight you start looking for that biplane and start talk­ ing to experts and people who can, you hope, tell you where to start with. They advise you to read the advertisements 10 MARCH 1995


in the aviation magazines but you soon find out it is very difficult to find what you are looking for. It is soon clear that the U.S.A. is probably the only country where you can get your biplane at an affordable price and when a friend tells you to go to Oshkosh, you ask , in your ignorance , why go there ? The only thing to do is buy your airplane ticket and look for yourself. And then you arrive at Oshkosh during the 1980 Fly-In, soon to find out you need to be in very good physical condition to see everything that is going on during the show. And then , after 3 days and I do not know how many miles, there she is, the FOR SALE sign hanging from the nose. T he fact that the plane cost more than yo u wanted to invest does not matter anymore. To tell the truth , I had hoped to find a Tiger Moth or a Stampe SV-4, which r considered to be the perfect plane because severa l of these E uro­ pean-built machines were still flying in Europe. But I fell in love with a Stear­ man E75, a type of aircraft r did not know , apart from having seen pho­ tographs. After I had talked to the owner I did not know what to do , so a sleepless night fo llowed. The next day I had made up my mind but when I ar­ rived at Oshkosh the plane was still there but the owner had left. Now what? Fortunately, I had his address

and we soon ag reed on the terms of sale. I was advised to have the plane shipped to Europe in a container and as soon as I was back in Holland I made the necessary arrangements. It was not until May 1981 that the container ar­ rived in Rotterdam . The customs offi­ cer who handled the customs clearance wanted to see the aircraft (must have been curiosity) and I had the first chance of taking a look at the plane to see whether it had arrived without dam­ age. I soon found out that the people who had done the packing had done a per­ fect job keeping in mind that the engine, a ll four wings and the tail surfaces had to be taken off, and that on ly one inch was left between the container walls and the main wheels. The same day the container was transported to Rotterdam airport and the Stearman was unloaded. Putting all parts together was started immediately by an enthusiastic group of mechanics who were happy to work on my plane rather than on the usual Cessnas. Dale, the Stearman's former owner was work­ ing for Pan Am, and he could arrange to come over to Holland to supervise the whole job. Within 3 days the plane was in flying condition agai n with all the rig­ ging done . Fortunately Dale had a ten­ siometer, a tool completely unknown in Holland.

(Above) After unloading from the container on the Rotterdam docks, Collard and Tilborg get

their first look at the Stearman.

(Left) Last preparations for the first flight in Holland in May of 1981. The small biplane in

the foreground is not a Dutch homebuilt - Holland is not that small!

We soon had the engine running again. I knew that the big day was there but weather conditions forced us to wait until the weekend. No time was lost as this gave me time to have all the neces­ sary paperwork done because I kept the plane on the US register. Though it had not been unnoticed that there was a "strange" plane in one of the hangars of Rotterdam airport, many more people than I would have expected were present when the first flight was made. I had found a friend of mine willing to make the check flight and when , after circling the airport , he did not land again we were all sure that everything was o.k. and the Stearman disappeared on a north-easterly heading to Hilversum airfield where it is based now. I used the summer months to get experience on the Stearman and I vis­ ited several small air shows in Holland and Belgium. The Stearman attracted a lot of at­ tention because it is a relatively rare air­ craft in Europe and as far as I know only three or four are active in Europe. Flying the Stearman can be summed up in one word - fantastic - and I hope that my very pleasant experience may stimu­ late others who have dreams like I had . Finally I like to thank Dale and all the wonderful people in Rotterdam airport who helped in getting the plane flying in .... the Dutch skies.

(Above) N5817N is immortalized in this gouache painting by Thijs Postma.

(Below) After all of the proper parts have been put in their respective places, the N2S Stear­ man is ready for flight at the Rotterdam airport.



Article and photos by H.C. Frautschy

Three replicas on the attack ­ Barney Petersen's Fokker DVII, and two airplanes from Ryder's Replica Museum - the Albatros DVa and Fokker Dr.l Triplane.

Crummy weather once again hampered the efforts of Frank Ryder and his busy band of WW I enthusiasts during Aero­ drome ' 94. This was the second event put on by Frank and his Lak e Guntersville Fighter Replica Museum staff and volun­ teers, with the fly-in moved from Gun­ tersville to Gadsden, AL. Still, pilots are a pretty resourceful bunch, and by the end of the weekend, well over 40 airplanes and pilots had somehow made their way one way or another to Gadsden. They came early to beat the weather, pulling trailers (like the Dawn Patrol from Kansas City with their Nieuports) or simply waiting it out. Patrick Henry decided that since he had so much fun flying his Fokker Tri­ plane to Alabama the last time , he ' d just do it again, crossing most of the U.S. on his journey from Jacksonville, OR. R/C modelers were also invited to this Fly-In, with scheduled times for flying. 114

12 MARCH 1995

and 1/3 scale radio controlled models of WW I era aircraft flew each day, perform­ ing well for a number of pilots who had never seen these unmanned aircraft . The large size of these models allows realistic flights , especially the slow flight of a Sop­ with Pup equipped with a 4-cyc\e engine. The Saturday evening banquet featured the induction of nominees into the World War One Aviation Historical Hall of Fame. They are: Douglas (deceased) and Anthony Bianchi, father and son team of Personal Plane Services in England. Doug and Tony built many of the airplanes for "Those Magnificent Men and Their Flying Machines " and "The Blue Max." They were pioneer builders of flying replica air­ craft. Jo Kotula , artist for 38 consecutive years of the cover of Model Airplane News. Many of his paintings featured WW

I themes. Holger Steinle , curator of aviation at the Museum for Verkehr und Tech nik. Berlin, Germany . His dedicated and meticulous work regarding the restoration of WW I aircraft has set the standards for many to follow. Tony Ditheridge of AJD Engineering, master WW I replica builder. Bill Marsalko, aviation watercolor artist whose paintings have captured much of the spirit of WW I aviation. As detailed in the January 1995 issue of Vintage Airplane, Frank Ryder, his wife Carolyn and son Scott perished in the crash of Frank's Piper Malibu shortly after takeoff at Rochester, MN on December 23, 1994. As of this time, no determination as to the cause has been made. The plans for Aerodrome '95 and the disposition of Frank ' s estate, including the Fighter Replica Museum remain uncertain. Ry­ der's Replica Museum, remains open as of this date - if you 'd like to visit, I'd suggest a phone call to confirm the museum hours. Call Robin at 205/582-4309 for more infor­ mation. At the banquet Saturday night, Frank Ryder said during his speech that he hoped he had provided some spark to the move­ ment, but if we were looking for someone to always be there to organize and lead the way , he said, " I ' m not your man ." He wanted us all to take on the responsibility of keeping the movement alive and see it progress. With his passing, the point is dri­ ven further home - if we want something to happen, we each have to pick up the yoke and pull it along.

(Above) On hand for Aerodrome '94 was Bill Nungesser, great-cousin of French WW I ace Charles Nungesser. An American citi足 zen living in the New York area, Bill was on hand with a fascinating photo display of his long departed great-cousin's life. (Above left) Pat Tomlinson of Marana, AZ brought his LeRhone rotary-powered Sop足 with Pup to Gadsden. Pat and Fred Murrin, flying his Fokker Triplane, put on a neat demonstration of the capabilities of rotary powered airplanes - the flat turns at low speed were mind boggling! Pat also has a single Vickers machine gun rigged to fire blanks at the proper rate of fire. Hearing the gun actually fire was very enlightening. (Above, left) Roger Freeman was given a chance by Pat to fly the Pup during Aero足 drome '94. Do you think he enjoyed himself?

The pretty Sopwith Camel built by the late Don Rushton is now a part of the Replica Fighter Mu足 seum Collection in Lake Guntersville. It looks as though Patrick Henry has the Camel in his slghtsl

(Left) Master machinist Paul Knapp runs his miniature Bentley BR2 WW I rotary engine just before one of the thunder­ storms pelts the airport. Built to 1/4 scale, Paul is making a production run of 20 of these engines (sorry, they're already spoken for) and has plans to build other engines, in­ cluding a run of LeRhones, in the future. His work­ manship is outstanding, as you can see - even the small magneto was handbuilt by Paul. You can contact him at NapCo Lit., 2126 W. 7th St., Tempe, AZ 85281. (Below) Barney Petersen's Fokker D-VII replica is back in the skies again, rebuilt following a crash two years ago. The full size replica of this successful Fokker is nicely de­ tailed and exhibits excellent workmanship.

Fred Murrin's Fokker Dr-I Triplane, in the colors of German ace Werner Voss. The last time we saw it, it had a modern flat opposed engine, but Fred always wanted to install a rotary, and in the past year, his plan came to fruition. A LeRhone ro­ tary was rebuilt and mounted, and Fred says that the airplane's personality in­ stantly changed, becoming even more nimble and interesting to fly. Starting it (below) takes teamwork - one crewman rotates the engine to open each exhaust valve, the other squirts gasoline directly into the cylinder to prime it.

14 MARCH 1995

(Above) Bagpipers of the Heritage Pipe and Drum Corps were present to give the Gadsden airport an air of authenticity. Piper John Richardson of Birm­ ingham, AL marched among the crowd with his fel­ low corps members. (Above, left) Craig and Chuck Garrett of Kentwood, MI brought their handsome SE5a replica down to Al­ abama for a little fun with the 6 other SE's that were at the fly-in. (Left) When you wish for full scale, you'd better have room if you're hoping for a Bristol F2B. Ed Storo's replica is quite large, and very accurate. It has a 39 ft. wingspan, and even has the bootlace stitching to hold the fabric side panels onto the fuselage. Ed used an upright Ranger engine for power, but you'd never know it - the shuttered cowl keeps it com­ pletely hidden from view.

(Above) Bill Cole and Harry Wooldridge had just fin­ ished this replica Siemens-Schuckert D-VI in time for the fly-in, flown here by Aerodrome '94 organizer Frank Ryder. (Right) The late Frank Ryder in the cockpit of the Siemens, reflecting his attitude about the event, as well as life in general. WW I aviation enthusiasts throughout the world mourn his loss. .. VINTAGE AIRPLANE 15

1932 THOMPSON TROPHY by Frank Warren The winners: # 11 Jimmy Doolittle - Gee Bee R-1 252.69

#44 Jim Wedell - Wedell-WIlliams 44 242.50

# 121 Roscoe Turner - Wedell Turner 233.04

Others in the race:

#92 Jim Haizlip - Wedell-WIlliams 92 # 7 Lee Gehlbach - Gee Bee R-2

#6 Robert Hall - Hall Bulldog #39 WIlliam Ong - Howard "Ike" # 131 Ray Moore - Keith Rider R-1 16 MARCH 1995

12 1



THOMPSON TROPHY by Frank Warren The winners:

#4 Lowell Bayles - Gee Bee Z 236.24 #44 Jim Wedell - Wedell-WIlliams 44 227.99 #77 Dale Jackson - Laird Solution 211.18

Others in the race:

#54 Robert Hall- Gee Bee Y Sportster #50 Ira Eaker - Lockheed Altair #37 Benny Howard - Howard "Pete"

WIlliam Ong - Laird Speedwing #400 f. Doolittle - Laird Super Solution


(Left) The entire crew that made the trip to Oshkosh from Houston includes owner Ron Kregten, left, Chief Pilot Jesse Bootenhof, co-pilot Richard Dickson and co-pilot Will Bonefas on the right. There is complete agreement among this foursome that flying to the Convention was the trip of a lifetime. (Below) The photo gives you an idea of the huge impact the 5-43 had on the crowd at EAA OSHKOSH '94. People were completely enthralled with the opportunity to walk around the huge amphibian and study it closely, espe­ cially when they discovered the former owner was Howard Hughes.

20 MARCH 1995

"The water was rising fast as Von Rosenberg began pushing Hughes out through the pilot's side window. The win­ dow was small and Von Rosenberg feared Hughes might get stuck and block his own escape. But after he got Hughes half way out, he remembered the overhead escape hatch, opened it and floated out. "Meanwhile, Blandford worked Felt over to the hole in the side of the airplane where Von Rosenberg, who was outside now, helped him float Felt out through the hole . 'Where is Ceco?' said Von Rosenberg. 'Well, he's not in there,' said Blandford. 'Maybe he went aft before the crash.' "By this time Hughes was down in the water hanging onto the radio mast and still pretty stunned because he wasn ' t moving around giving orders as he would have been otherwise. Blandford and Von Rosenberg climbed up on the sloping back of the plane and down into the back hatch looking for Ceco Cline. "Looking in the compartment Bland­ ford had been in , he could see it was flooded , but the rear compartments, be­ ing elevated by the nose-down attitude , could still be entered. While looking for Cline, Blandford found all the ship's life preservers stowed in boxes behind the tied-open hatch to the radio compartment - an indication of Hughes informal flight operations. "B landford went into the compart­ ment as far as he could without letting go

(Left) Cruising over the placid waters of Lake Winnebago, the former Howard Hughes Sikorsky S-43, N440, displays its classy lines from way back in 1937. (Above) "How a modern airliner instrument panel looked in the 1940's." This is the front office of the S-43 with the pilot's seat on the left and the co-pilot's seat on the right. The main addition to the panel would be the center stack of radios which are about 40 years newer than the airplane. Note the individual wheel brakes on the pilot's rudder pedals. (Right) From the rear of the passenger cabin looking aft, we can see the stairway leading to the topside of the aft fuselage. Note the huge fin and stabilizer in the background. The on-board bathroom is on the right.

of the flange on the bulkhead. No sign of Ceco. Von Rosenberg had no better luck so the two men climbed back out. Re­ membering a life raft was stowed in a compartment on top of the wing, they got it out, plopped it down in the water near where Hughes was holding Dick Felt and Blandford pulled the string. Compressed air hissed , the raft began to take shape, but remained limp. Someone had left the air valve open. Quickly they rigged the hand pump. "Hughes had regained full conscious­ ness. 'Get Dick in the boat,' he said. A couple of people in a small outboard ar­ rived on the scene to offer assistance . 'Get Dick in the outboard and take him to the hospital,' said Hughes. "B la ndford , being the least injured, went with Felt. A couple of hundred yards on his way, he looked back. Hughes was sitting in the rubber boat pumping away . The flying boat was beginning to go to the bottom of the lake. "Von Rosenberg suffered severe back injuries in the crash and spent the night in the hospital at Boulder City. The follow­ ing day, Hughes had him flown to Los An­ geles in a TWA aircraft. A Los Angeles specialist, whom Hughes had immediately brought to Boulder City to insure that Von Rosenberg had the best of care, went with him. "The only identifiable injuries Bland­ ford had were bruises and strains which aggravated a bad vertebra that had both­

ered him before . ' But ,' said Bla ndford, 'i t was a great shock to my faith in air­ planes.' "As for Hughes, in addition to his head injury, he suffered a severe psychological blow. He had killed two men. One was Dick Felt with whom he had flown in the Sikorsky for many years and Hughes was closer to his personally selected flight en­ gineer mechanics than to most other peo­ ple. "The Sikorsky, too, was an old friend. He had personally supervised its birth at the Sikorsky plant a number of years back, when he had plann ed to use it for his around-the-world flight, and was person­ ally responsible for a number of special features such as flush riveting the hull. All in all, the crash g rav e ly affected Hughes' pride and confidence as a pilot. "Perhaps this explains his motivation in salvagi ng the plane from Lake Mead. As former Hughes power plant mechanic John H. Glenn recalls , 'We had no idea when he drug it out of Lake Mead during the war that he was going to rebuild it. And by God, he put it back toge ther. He must have put hundreds of thousands of dollars into that thing in labor and materi­ als.' "The tragic crash probably helped push Hughes to the brink of complete mental breakdown in the final year of World War Two. But, strangely, this aircraft in which he crashed later became the the vehicle of his deliverance . Rebuilt , it carried him

away from the pressures of multiple busi­ ness and personal problems in the fall of 1944 on a strange get-away-from-it-all odyssey, so that he was able to return to work after the war, finish his F-ll photo­ plane and the HK-1 flying boat, and per­ sonally triumph at the Senate hearings into his wartime contracts in 1947." During the extensive rebuild of the Sikorsky S-43, the former twin tail empen­ nage was replaced with the single tail ver­ sion which featured supporting struts on the lower side of the stabilizer. Although it was flown a few times during the late 1940's, eventually the big flying boat was placed in long term storage in a hangar in Houston, Texas. In the early 1960's, for­ mer EAA Senior Editor Gene Chase viewed the S-43 on several occasions when visiting Houston as a corporate pilot for Standard Oil Co. As Howard Hughes became more and more of a recluse, the S-43 quietly sat in storage for over thirty years. In 1976, Howard Hughes died and the die was cast for the next part of the story. The S-43 was registered to Howard Hughes' com­ pany named Summa Corporation in Las Vegas, Nevada, and after 1980, it was de­ cided to sell off some of the airplanes - in­ cluding the S-43. The plot thickens. Enter one Ron Van Kregten (EAA 370694) of San Jose, California - connois­ seur of fine motor cars and airplanes, a student of aviation history and above all else, a person who firmly desires to preVINTAGE AIRPLANE 21

serve our aviation heritage for future gen­ erations. Ron came by his "aviation bent" natu­ rally - his father was the late Anthony Van Kregten , a distinguished aeronautical en­ gineer who spent his entire lifetime in avi­ ation! A native of Holland, Anthony Van Kregten worked for a number of years for the Fokker Company in Holland , always in close harmony with Anthony Fokker, himself a " master" in the aviation busi­ ness. In 1952, Anthony Van Kregten, along with his family, which included his young son, Ron, emigrated to the United States under the sponsorship of Gen . Dwight D. Eisenhower. Anthony Van Kregten went to work for Lockheed in California, designing the tail section for the Lockheed F-104 and later working in the super secret Lock­ heed "Ice Box" section of Research and Development. This was followed by de­ sign work on the Polaris Missile system . Anthony Van Kregten passed away just two years ago. Meanwhile, Ron Kregten grew up in California and got into the trade school business. The lucrative California real es­ tate market soon became the object of his attention and he became quite successful. His aviation future was assured when he soloed a Stearman (as a civilian , yet) and even became a crop duster for a spell. In later years, he would become enamored with World War II aircraft, owning a P-51 for a time , flying a P-38 at various times and becoming quite adept at flying such high speed, high powered machinery. When the Hughes S-43 came up for sale, Ron jumped into the fray , knowing full well that a piece of aviation history was on the block. The long and arduous 22 MARCH 1995

task of acquiring the huge amphibion was finally completed, the airplane was re-reg­ istered to Ron Kregten and the long process of refurbishment began. It took ten years of hard and devoted work by many, many people to bring the former "hangar queen" to the point where it could actually be flown. The long pe­ riod of inactivity had taken its toll and each piece and part of the airplane had to be inspected , cleaned and brought up to

flight standards. At times, it seemed like a never-ending job, but Ron Van Kregten comes from good stock - affectionately re­ ferred to as a "stubborn Dutchman." He doesn't give up easily. Rumors were floating about in the late '80s that an S-43 amphib was slowly being readied for flight in the Houston area and antique airplane folks across the country were getting excited. Just the thought of such a majestic bird flying by makes the old timers tingle with anticipation. By 1990, the S-43 was getting close to its first flight in nearly 36 years. Ron Van Kregten and his busy crew were getting anxious to see if Howard Hughes' legacy

would once again become airborne. Chief pilot Jesse Bootenhof (EAA 477124) , a retired Delta Airlines pilot with over 27,000 hours in his logbook was ready to go and his co-pilot , Jack Carrignan , an­ other veteran pilot, was ready. Everyone admitted the big amphibion looked beau­ tiful - it couldn't help but fly well. About this time, the "stubborn Dutchman " Ron Kregten, said, "Just to be on the safe side, let's do a weight and balance - even though it may not be necessary." The scales were brought in and 10' and behold - the CG was way forward of its desired location! It took quite a few 100 lb. bags of cement in the tail section to bring the CG into the perfect location! Ron Kregten heaved a huge sigh of relief for making the correct judgment call. The first flight of the S-43 was made from Houston Hobby Airport, taking off from a grass runway, and flying to the hard surface runway at La Porte Airport. Jesse Bootenhof says the airplane flies very much like a DC3, being in the same weight class, a bit heavy on the controls, powered by the same 1200 hp Wright engines and being a tailwheel airplane. Jesse has many, many hours in a DC-3 and knows of what he speaks! The S-43 is not a difficult air­ plane to fly, once you learn the systems and go easy with the huge flaps that cover 48% of the wingspan. Half flap is nor­ mally used for landing, the flaps using a " blow-by" feature that raises them up if you exceed 95 mph. Normal approach speed is 100 mph with the touchdown at 70 to 80. With full flaps and power, it is possi­ ble to slow down to 60 - 70 mph. The first flight revealed a few more "glitches" to work on plus some more of the aluminum panels were removed to

eliminate corrosion. Once more the crew began working diligently to upgrade the huge airplane . A second flight was made to Wolfe Airpark, where more rebuild work was carried out. The owner of the airpark is Richard Dickson, former East­ ern Airlines pilot with 18 years of experi­ ence and owner of a family furniture busi­ ness. Jesse talked Richard into helping with the S-43 rebuild and also to become type rated in the big twin. An FAA Des­ ignated Examiner by the name of Ronnie Gardner gave type rating check rides in the Sikorsky to Jesse Bootenhof, Richard Dickson and Will Bonefas, a local instruc­ tor who is an A&P with Inspection A u­ thorization and a CAF pilot flying the "Kate" from "Tora , Tora, Tora." He is a retired NASA employee of 27 years an d has over 8,000 hours logged. Regarding getting involved with Jesse and t he S-43 project , Will Bonefas jok­ ingly says, " I don't know if l owe him one - or if I sho uld shoot him!" He readily ad mits it has been the most fascinating project he has ever been involved with a nd the Oshkosh '94 experience was the trip of a lifetime . Will is also quite vocal in his praise of the FAA in spectors they have worked with on the airplane. The in­ spectors have been very helpful and really appreciate good work when the crew fin­ ishes another task and brings a portion up for final inspection . It is readily appare nt that the FAA inspectors are just as anx­ ious as the hard-workin g crew to get the S-43 airborne and keep it there. From the Wolfe Airpark, the big flying boat was flown over to Houston South­ west Airport where it is based at the pre­ sent time. Additional work is being done on the airplane on a steady basis to help eliminate long term corrosion and replace a luminum sk in s that h ave seen better days. To say that it is a rather la'rge job is the understatement of the year!

(Above) Chief pilot Jesse Bootenhof ex­ plains the operation of flying the big am­ phibion which he compares to a Douglas DC-3 as far as handling goes. He admits the "one of a kind" element adds a little excitement to the job! Jesse says that when he learns "to walk on water," the boss may allow him to try a water landing! (Above left) This remarkable photo was taken on June 23,1961, in Houston, Texas. Notice the wingtip floats hanging on the hangar wall to allow aircraft storage un­ der the huge wing. The airplane had 485 hours total flight time on that date. Jesse Bootenhof says they have added 67 hours to this total since getting the 5-43 air­ borne again. (Left) Owner Ron Kregten revels in the chance to fly the 5-43 from the same seat that Howard Hughes occupied many years ago.

(Continued on page 29) VINTAGE AIRPLANE 23


- - - - - - - - - - - - - - - - - - - - - - - - - - - - by Norm Petersen Capt. Rob Ray's Taylorcraft BC-UD This spectacular photo of Capt. Rob Ray (EAA 344216, A/C 14398) flying his sharp 100king1945 Taylorcraft BC­ 12D, N43002 , SI N 6661, past the most famous sculpture in South Dakota , Mount Rushmore , was sent in Capt. Ray . The Taylorcraft is overall white with red trim and features wheel pants and a metal propeller. Note the shoul­ der harness that Rob is wearing as he looks at the photo plane and the radio aerial above the cabin for VHF com­ munications. The photo was taken by a friend of Rob's who obviously knew what he was doing.

Billy E. Thompson's Aeronca Champ This photo of Aeronca Champ, N467 AC, SIN 7AC-2570, was sent in by new EAA member Billy Ed Thompson (EAA 478393) of Rowlett, Texas. The Champ came off the Aeronca line on 23 May 1946 and was sold to Howard and T. N. Brown of Reno, Nevada, 24 May 1946. It remained on the west coast until 1970, when it was put on a trailer and moved to Mangum. OK. Billy purchased the airplane in 1988 (still on the trailer!) and began the rebuild in April, 1989. It took 14 months to restore the pretty bird and Billy has flown it about 200 ( enjoyable) hours since then. The colors are cream and blue, using the original factory paint design, and the "N" number was changed from NC83889 to N467AC (That's short for 1946 7AC). Some readers may like to know that the Champ was owned by the Travis Air Force Base Flying Club from 1954 to 1963 - in case your logbook shows NC83889! Billy hopes to fly the neat two­ placer to Oshkosh '95.

West Valley Flying Club's Taylorcraft BC-UD Out in Palo Alto, California, Leland McGee (EAA 476667) and fellow members of the West Valley Flying Club are busy restoring their Taylorcraft BC-12D, N95252, SIN 9652, which had languished in pieces in the corner of numerous hangars for much of the past decade. It was quite a challenge to gather and sort all the parts and pieces of the 1946 taildragger and figure out what went where! As Leland says, "Fortunately, the beautiful Tay]orcraft wings were left assembled for us ." One evening, a team of ten club members de­ cided to clean up corrosion of one wing, and much to their surprise, the majority of the decade-old corrosion and dirt of the entire wing structure was cleaned and the wing was readied for inspection and priming in just one night! They had discovered that teamwork was the answer. The club consists of about a dozen members, including an A & P with Inspection Authorization, and they are looking for­ ward to the day the neat little Taylorcraft takes to the air once more. (We will be looking for the photos of N95252 when it flies .) 24 MARCH 1995

Another Golden Oldie ­ Lewis' Stinson 108-1 A photo of Ralph Mosling by his com­ pany's Stinson 108-1 in the February 1995 isuue brought out this "Golden Oldie" photo taken in 1947 of Charles L. Lewis on the left and his son, Charles H. Lewis (EAA 85323, AIC 19023) on the right. It was taken in June of 1947, shortly after the Lewis' purchased the Stinson 108, NC9115K , SIN 108-2115, and based the airplane at Shell Lake, WI. Note the large wooden Sensenich propeller, the factory metal wheelpants and what appears to be two tiny fabric patches by the left door (maybe some­ body dropped a screwdriver?). The Stinson was based at Shell Lake for roughly twenty years before being sold to Tom Winters of Butler, Missouri, who has owned the airplane for the last twenty some years . Chuck Lewis re­ ports his father passed away in 1977, however he is still flying at age 77 and enjoying every minute! His present air­ plane is a 1956 Piper TriPacer, N3938P, SIN 22-3613, which he has owned since 1963 and is presently about 600 hours into the third rebuilt Lycoming engine! Chuck and his TriPacer were featured in

the June 1991 issue of the Minnesota Flyer magazine when he and his lovely wife , Gina, celebrated their 50th wed­ ding anniversary. A longtime EAA member, Chuck says his wife is a great

co-pilot on the many long trips they have flown all over the U.S. The last sentence in Chuck's letter says it all in a nutshell, "It's a great life when you can fly your own plane."

A Couple of Dandies The photos of these two aircraft , a 1940 Luscombe 8C, N28825 , SIN 1567, and a 1946 Stinson 108-1, N9711O, SIN 108-1110, were sent in by owner Bueil Chafin (EAA 203322, AIC 9837) of Collierville, TN. Bueil reports the Lus­ combe, complete with wood prop and wheelpants, was restored by Joe Flee­ man (EAA 428226, AIC 20349) in 1984 and won an award at Oshkosh shortly thereafter (Runner-up, Contemporary Age, Antique Division, Harris and Randy Weise) . The Stinson is an ongo­ ing restoration and has original log­

books going back to the factory test flight in November, 1946. The 150 hp Frankin engine was overhauled in 1993 and was equipped with a set of new Slick mags at the time. One has to ad­ mit that Bueil has a very nice pair of airplanes! Working on a project of your own? Send your photos along with a short story on your airplane to:

Attn: H.G. Frautschy

EAA Headquarters

P.O. Box 3086



ysteryPane by George Hardie Here's another from the Golden Age of aviation which should be easy to identify. But maybe there are some individual stories that will add to the interest. The photo is from the Owen Billman collection. Answers will be published in the June 1995 issue of VINTAGE AIRPLANE. Deadline for that issue is April 25. The December Mystery Plane stumped a lot of readers. Bob Pauley of Farming­ ton Hills, MI sent in a most complete story. Here it is: "The 'Mystery Plane' in the December 1994 issue of VINTAGE AIRPLANE was the Williams 'Gold Tip' Monoplane, a product of the Niles Aircraft Corporation 26 MARCH 1995

of Niles, Michigan. It was built by James R. Williams who, along with his partner Willis E. Kysor, operated Niles Airways in the late 1920s. In 1927 Williams formed the Niles Aircraft Corporation with the express purpose of building a small, sin­ gle-place 'Flivver Plane,' a concept that had become popular due to the publicity given the original Ford 'Flivver' that first flew in July of 1926. "To design the airplane Jimmy Williams hired the services of Peter Alt­ man, then Dean of Aeronautics Depart­ ment at the University of Detroit. Williams had first met Professor Altman when he participated in the 1926 Ford Air Tour, flying an OX-5 powered Alexander

Eaglerock and finishing in 15th place. Altman was head of the Technical and Rules Committee for the Air Tour which started, and ended, at the Ford Airport in Dearborn. It was prior to the start of the Air Tour, in August 1926, when Jimmy Williams first saw Harry Brooks demon­ strate the Anzani powered Ford Flivver. "Williams felt that there was a big mar­ ket for that type of airplane and suggested to Professor Altman that the new design be similar in size and shape to the Ford airplane. However, Williams insisted that the new design have a more modern steel tube fuselage rather than the all wood construction used by Ford. "Professor Altman assigned the design task to his Aero students at the University of Detroit, dividing the assignments for aerodynamics, stress analysis, drafting and performance calculations among his vari­ ous classes. The airplane was built by Jimmy Williams and a small crew of air­ craft mechanics in the hangar at the old Niles Airport, located on the north side of the city. The finished airplane was named the Williams 'Gold Tip' Monoplane be­ cause it had been painted with yellow, or golden-yellow, wing tips. The first flight was made by Jimmy Williams on February 6, 1928 from the Niles Airport, and he was most pleased with the plane's perfor­ mance. A search through the Domestic Air News Register shows the Williams Monoplane was assigned license number X4448 in the April 1, 1928 issue. "The Williams 'Gold Tip' had a wingspan of 26 feet, was 18 feet long and had a wing area of 108 square feet. The

airfoil used was the Gottingen 387, the same as that used on the Ford 'Flivver.' The empty weight was 460 pounds and the gross weigh t was listed as 530 pounds . The top speed was estimated to be 85 mph and the 7-112 gallon fuel tank gave it a range of 300 miles . Construction was welded steel tubing for the fuselage and tail surfaces while the one piece cantilever wing was a spruce and mahogany struc­ ture with an eight inch deep box spar, all fabric covered. "The powerplant was a 30 hp French Anzani air-cooled three cylin­ der radial, the same type of engine as used on the Ford ' Flivver.' " It was inevitable that Jimmy Williams would soon meet Otto Szekely , a tal­ ented engineer from Hungary then living in Holland, Michigan, only 60 miles north of Niles. Jimmy had a fine new airplane, but it was plagued with an unreliable and cantankerous Anzani engine. By good fortune Szekely had recently completed development work on a new 40 hp air­ cooled three cylinder radial engine and was making preparations to place it into production. Here was the engine Jimmy Williams needed for his new airplane, and the airplane was well suited for Szekely 's new engine. Williams soon made an agreement with Szekely to build ' Flivver ' airplanes for him and initially built three, maybe four prototypes in his Niles hangar. The new airplanes differed slightly from Professor Altman's original design, having a revised landing gear, a tail skid instead of a tail wheel , square wing tips and, of course, the new Szekely SR-3 engine. The " new" airplane was also given a new name, the Szekely ' Fly­ ing D utchman.' Since photos of the pro­ totype " F lying Dutc h man " show the same license number as the Williams Monoplane (X4448) it must be ass umed that the Williams airplane was reworked to produce the firs t ' Dutchman.' "O n September 4,1928 Szekely Air­ craft and Engine Compa ny was formed with Otto Szekely as president and Jimmy Williams listed as pla nt manager. The new company opened for business in a small factory on 12th Street in Holland , overlooking Black Lake, and production of the ' Flying Dutchman' airframes was moved to Niles from that location. "In September] 928 Jimmy Williams flew one of the first production ' Flying Dutchman ' airplanes to California to dis­ play it at the Los Angeles National Air Races and Exposition . It was reported that Col. Charles Lindbergh examined the airplane closely for some 20 minutes, ask­ ing Jimmy Williams many questions and commenting on what a neat looking a ir­ plane it was. Lindbergh was familiar with flivver planes a nd had flown the Ford Flivver in August 1927 when he visited the Ford Airport in Dearborn , and both Williams and Szekely were encouraged by his favorable remarks.



lJilyiug iutr4mau Small(!f!~~~ ]But Big Performance Upkeep


Sportsmen Students Businessmen ~~------

fll!t11I!iArDuldunnn .. Eq.,,~ W i<hl ..

Own .' h ke Uf


SPECIFICATIONS Winli'____...Full C8ntilever-OOJ: spar and lnl.ea rib (onna lion, with steel compreWon mem­ ben and tie roda. Willtf Span __.. ___ _ ______ __ ...._ .26 fl-

Coni ______....... __ e llrv@

._ .......___._ f' S..•_. _____._..._.__.__ __ .___...._ GOtt 387

Fu.silap _ includiu&, Wl as5el1'lbly, Welded steel En~e._ .•..._.._...._..__.__...8R-3. 3 cyl. 4.0 lIP

A ir Cooled Air.:nfr


.% ­

Stroke .... _._._. .......... _. ____..__ _......_ .. __...%.. H. P. @ 1800 r. p. m._ _ ._.______. ________ 40

Marimum Speed _.. _._ _ _ _ I900R.P.M.

Cruisinr SpeecL . ... _._._. __._. 1600 R.P.M. CaTburelor _.....__._ _ _ _ l lh" bal&nced la-nition, __._.__________. Two Mainetos

Takeoff __ " ...._. ___._ _... ._____ .... 80 ft. I...oodin& .__ ......•._ _.. .___..__ ......__.100 ft.

Cratlbhaft MateriaL. _.. _. 3 140 S. A. E. Steel CranbWt Diamewr ___._ _ ..... _ .___ I """H Co nn('Ctinll Rod Deanna..._ _ Hi.... ;I;: 2"

Cruisin" Speed....___ ..... _._ ..... _.__ ._80 M.P.H.

Pistol'lB.____._.._.___ .__..Aluminum Alloy

Lar.ding: Speed. _.. _._._._._._.........3{J M. P . H. Ranae ._ .. .. .. _.....____..._.. _._.300 miles

Rin i8 on each Piston __ ._ ..__ .______ 3 Main Suring,. .__ .. _ __ _ .....___Roller PTopelJer Thrust Beuin.r____... Deep Groove B~


Szekel y Aircraft Corporation


FUM! Radial Type _...Air CooIed__._. __ 3 CyL Bore _ _ _.__._._.___.___

CoIUIUDl ption _ _

... _-30M.

P. G.

Weivht, empty._.._.......___...._.._._....._._..680 1b8. Priee_. __ ...._...__._ $2,100 f. o. b. Holland, Mich.

Fuel Co08umptloo ._....... .68 1bs. per B. H. 1'. hr. Oil CoTUlUm ption . ______ .029 1bs. per B. H. P. hr.

Holland. Michigan

" Back in Holland , Michigan the Szekely Company was doin g well and the sales of the new engines was increasing . In June 1929 Szekely built its own airport north of the city with two 2,200 foot run­ ways . But despite all the good publicity and the enthusiasm for the engines and airplanes the business outlook changed abruptly as the country entered a deep de­ pression in late 1929 and into 1930. A to­ tal of 21 ' Flying Dutchman ' flivvers were completed before Szekely fi led for bank­ ruptcy in May 1932, bringing the ' flivver era' to an end. There has been much conjecture as to tbe true relationship between the two ver­ sions of t he Ford "Flivver" and the Williams Mo noplane and the "F lying Dutchman" ai rplanes. As we have seen in the above story there was no d irect tie-i n between the Ford prod ucts bu ilt in Dear­ born and the other two aircraft built in the western part of Michigan . Each was a dis­

Oil Pump _. ._._.. ___ ._ ______ ...._....GearType Sc&venjl!t" Pu nl p..........__.......___ __ . Gear Type

tinct and separate design . In toda y's world, to the uninitiated a Piper Cherokee looks like a Beech Musketeer and both look like a French Socata Tampico , yet each is a separate and unique design! The Ford ' Flivvers' were the creation of Otto Koppen, a young Ford engineer, while the Williams Monoplane , later known as the 'Flying Dutchman,' was the design work of Professor Peter Altman , a kind and gentle friend who passed away several years ago.'

John A. Bluth, Birmingham, MI, Ralph Nordell, Spokane, WA and Gary McFarowe, Hudsonville, MI also sent in detailed replies. Other answers were received from Charley Hayes, New Lenox, IL; Robert Clark, Ox­ nard, CA; Marion Robles, Lakeland, FL; Lynn Towns, Brooklyn, MI; Steven McNi­ coil, DePere, WI; M. H. Eisenmann, Gar­ rettsville, OH, Lloyd Willis , N.S. W., Aus­ tralia. ...

Will iam s "Go ld TIp" Monoplane


New Members

Danny Abbott Salem, WI Los Angeles, CA Steven E. Adams Robert O. Anderson Lakewood, CO Thomas J. Arnold Oak Brook, IL James W. Ashley Lincoln, NE Allen Baker, lr. Coloma,MI Elvis L. Baker Laveen, AZ Todd Baldwin Seattle, WA Wayne Ball Baton Rouge, LA Alan J. Baltz Barrington, IL Lene Band Georgetown, Ontario, Canada Ray Banicki Park Forest, IL Terry Barbee Weslaco, TX Franklin R. Barber Morris,IL William J. Barnes III Westampton, NJ Leo 1. Bartel Morrison, IL Robert D. Beard Northglenn, CO Frank S. Behne Canfield,OH Charles L. Bigelow III Michanopy, FL Harold E. Bills Brookston, IN Fayetteville, GA Charles H. Birdsong III Cecil L. Blackwood Pomeroy,OH Wesley D. Blasjo Lake Mathews, CA Michele Boland Houston, TX Thomas M. Boland Andover, NJ John D. Booker Lovington , IL James Bowe Chippewa Falls, Wl Airdrie , Alberta, Canada Don F. Bowhay James Bradley Gurnee,IL Keith E. Brandon Dewitt, MI Jon W. Breese Omaha, NE Thomas H. Bresnahan, Jr. Edgewater, FL Donald Brettrager Chesaning, MI James F. Brichan Gaines, MI Bruce E Brielmaier Cleves, OH Mark R. Brothers Pinckney, MI August J. Bucci Bloomingdale,IL William R. Bucknor Columbus,OH Waide Bungard Eastpoint, MI Mark J. Bunzel San Jose, CA Eric R. Bury Beaver Creek, OH Brian Callahan Crestwood, IL Mark Camp Naperville, IL Albert W. Canaday Holly Hills, SC Daniel E. Cardinal, Jr. St Charles, IL Fred G. Carlson Rockford, lL Glenview,lL James J. Casey James E. Christopherson Ishpeming, MI David A. Cimprich Petal, MS Putnam, cr LeRoy Clark, Jr. 28 MARCH 1995

Thomas L. Clark Columbia, SC Englewood,OH Ivan E. Clower William Colbert Des Plaines, IL James W. Connett Phoenix, AZ Guillermo Consuegra Tampa, FL Rudolph Cook Grand Juction, CO David W. Corrick Aukland, New Zealand Robert R. Cramer Findlay,OH Elliott Peter Cregler, Jr. Brewster, NY Ronald Cunningham Sedona, AZ Robert W. Daggett Elsie,MI Frederick O. Dammann Yorkville,IL Jeff S. Davis Brighton, Ml Beverly Dawson Glenview,IL Walter Deinhard Nuernberg, Germany J. Tyre Denney Lawrenceburg, KY David W. Dennis West Palm Beach, FL Charles P. Depkin Fallston, MD Vernon Hills, IL Michael R. Devroy Kenneth F. Deyo, Jr. Wolcott, cr Bartlett C. Dickey Port Huron, MI Bruce Dinning Bloomfield Hills, MI Fred Disosway Sheldon,IL Robert P. Disse Crystal Lake, IL Raymond R. Dobnick, Jr. Wichita, KS Rick Dozier Winters , CA David A. Dudley N. Attleboro, MA Michael Dumke, Jr. St Joseph , MI Terry Dunn Wilmer, AL Thomas R. Durliat Coral Springs, FL Nils H. Dybwad Marietta,OH Teodoro Echeverri Cali, Colombia Timmothy J Edgington Chicago,IL Jerry A . Eichenberger Powell, OH Ole J. Eikeland Tananger, Norway Richard L. Ekleberry Durand, MI Gregg R. Elstone Tecumseh, Ontario, Canada Glen W. Ernst Temecula, CA J. Albert Exline Miamisburg,OH R .F. Farmer Carolina, PR Larry Feuerhelm Agua Dulce, CA Raymond C. Field Tipp City, OH William F. Fields Hazard, KY William D. Fleming Centralia, IL David W. Foster 路Naples, FL Daniel J. Fournet Danville, CA Donald H. Fraser Seneca, SC Mark Freeland Farmington Hills, MI Eugene F. Gaffney Mason,OH Bill Garrett Coshoston,OH

Robert G. Gehrke Herscher, IL Philip Gibbs Canton,OH Gideon M. Gilbert, Jr. Kent, WA George H. Giles Fairview, Alberta, Canada Lawrence L. Gooding Hilton Head, SC Raymond A. Goodrich Fremont, Ml Victor A. Grahn Coloma, MI Davie, FL Stan Greenberg John Gregory Columbus,OH James K. Grieser Wauseon,OH Eric J. Hagen White bear Lake, MN Don Hamilton Pawnee, IL Gordon Hansen Tallahassee, FL Donna Hanshew Leesburg, OH Alan R. Hantke Sunnyvale, CA David Hanus Mound , MN Sheffield Lake, OH Richard C. Harmon Ted C. Harper Columbus,OH Shirley Robert Hart Fort Gratiot, MI Woodson G. Hays Arlington , V A Harold T. Heard Palm Bay, FL Donald Helmick Valley City, OH Raymond Helminiak Mequon, WI Harold Hempler, Jr. Stillwater, MN Rex Hensley Wichita, KS Tim Hogan Bedford Hills, NY David R. Holls Bloomfield Hills, MI Glen G. Holt, Jr. Grand Rapids, MI lackson B. Horn Houston, TX Sherman C. Horton Elba, NY Joseph Hosteny Chicago, IL Boatner Howell Centreville, MS Paul Howse Bala, Gwynedd, England Middleburgh, NY Clifton Hubbard George M. Hudak Deerfield,OH Gregory L. James Grass Lake, MI Robert A . Jastifer Lowell , MI Dale H. Johnson Midland, MI Mark Johnson Quartz Hill, CA Ted Johnson Paxton, IL Tom Johnson Van Nuys, CA Warren B. Johnston Woodstock , IL David W. Jones Evanston, IL Michael F. Jones Fort Collins, CO Kent E. Joranlien Brodhead, WI Peter H. Karalus Alexandria, V A Wayne Keegstra Hamilton, MI William Kelley Ray, MI Kenneth E. Kellogg Belleville, IL Steven Kemple West Worthington , OH Carl P. Kennedy Harvard,IL Eugene Blair Kent Troy, MI Huber Heights, OH Craig S. Kern William A. King La Grange , OH Don S. Kinsey Swansea, IL Toledo, OH Lorenz G. Kisor John H. Klaucke West Dennis, MA Lee B. Kluger Acworth, GA Jack J. Kopf Alameda, CA Michael J. Kovasckitz Cincinnati,OH John Kowalski Trenton, TX Phillip Kraus Westport, NY Arthur Krotz Allegan, MI Richard G. Kruse South Elgin , IL Florian E. Krzak Saginaw, MI Bengt L. Kuller Rockford, IL James H. Lake Whitmore Lake, MI William D. Lamberton Mercer Island, W A Culmer Lammey Urbana , IL Robert J. Lampman Vernon , NY Robert E. Lang Columbus, OH Glen L. Larson Golden, CO Richard F. Law Carthage,IL Brian R. LeSchander Spencerport, NY

John N. Leacock Palisade, CO Norman J. Lehocky Woodstock,IL Napoleon Levesque Fermont, Canada Donald L. Linder St Charles, IL Ray Longbrake Grafton,OH Dennis A. Lott Harrison, AR Dennis M. Lupcho Grass Valley, CA Thomas D. Lynch Fullerton, CA John C. MacPherson Salinas, CA Donald J. Maciejewski Aurora, IL Roger E. Maertens Story, WY John M. Marcinkevich Methuen, MA Henry T. Marks Rochelle, IL Cleone L. Markwell Casey, IL Harry Maugans London, OH Worthington, OH G. P. McCormick Bradley E. McFaul Flint, MI Howell, MI Dennis B. McGuire Fred R. Meyer Jr Freeland, M1 Mike Meyer Greenville, OH Elmer Miller North Branch, M1 Atlanta,GA Robert B. Mincer Waukegan, IL G. Albert Mini G. David Moore Aurora,IL Alexandria, LA Joseph D. Moore Nedba, IL Thomas L. Moore Arthur L. Morgan Lexington, KY Ft Pierce, FL Randy A. Morris Hamilton, New Zealand R. B. Murray Downers Grove, IL Warren D. Myers Wixom,MI Carl B. Nank Wyoming, MI Michael B. Narrin Craig H. Neilson Carlsbad, CA Lee E. Nelson Lockport, IL Barbara S. Nerroth Gurnee,IL Glen Ellyn, IL Richard D. Newell Harold S. Newman Jackson, MI Two Harbors, MN Richard D. Nudtsen Barry J. O'Brien Buffalo Narrows, Sask, Canada Scott O'Brien Westlake Village, CA Monticello, GA Thomas B. O'Bryon Craig R. O'Mara O'Fallon,IL Marcello Oberto Pinerolo, Italy Akron,OH Mark Ohlinger Ron Okerson Gulconda, IL Ruth Osgood LaGrange, IL Port Orange, FL Norbert A. Ottersen W. A. Pachasa N Royalton, OH Doyle R. Padgett Petty, FL Everett, WA Gerald L. Painter Paul Pernet Milpitas, CA Spring Lake, MI Carl J. Pitcher Frank M. Pitt Bellingham, WA San Jose, CA Carl L. Prather Eric Andrew Presten Vineburg, CA Michael W. Priess Bloomington,IL John Pszenitzki North Ridgeville, OH George Reid Georgetown, Ontario, Canada Vern J. Renaud Merritt Island, FL E. Dennis, MA Alfred G. Reylek A vila Beach, CA Hugh S. Richardson Dayton, OH David M. Rickert James M. Riverside Iron Mountain, MI James Rolland Hazel Park, MI Mark Runge Piqua, OH David G. Runyan West Chicago, IL Clay Sanders Leverett, MA Ovid, Ml Mike Schiffer E. Robert Schodt Crewe, VA Rod Schrage Steamboat Springs, CO John Schuler Peoria, IL Lynn A. Schwabauer Monticello, IL Paul F. Scroggs Oakwood, GA Hampshire,IL Rene J. Shales

Waconia, MN Larry R. Sharratt Barry Silver Pierre fonds, Quebec, Canada Tom Sims Carthage, IL Charles J. Sinclair Kanata, Ontario, Canada Kenneth W. Sink Berrien Springs, MI Gary J. Sinkus Hubbardson, MA Kenneth R. Slepecky Hinckley,OH Leon W. Slocum Montrose, MI Craig E. Smith Fillmore, NY F. Eugene Smith Akron,OH Henry W. Smith Oak lawn, IL Fremont, MI Jack L. Smith Richard M Smith Las Vegas, NV William Richard Smith Franklin, P A Martin V. Smyk Winnipeg, Manitoba, Canada Hart, MI Aaron A. Snider Robert Snowden Irving, TX George Soderberg Crystal Lake, IL Joseph Richard Solar Lighthouse Point, FL John Sorensen Carbondale, IL Seattle, WA Earl D. Space R. A. Stanley Southwick, West Sussex, England Thomas E. Steele North Platte, NE Frank Crawford Stewart Little Rock, AR Clair D. Stotlar Burton,OH Charles R. Stout Denver, CO Lemont,IL Bradley J. Subler Joe Suttles Centerville,OH Stephen B. Swan Westbrook, ME Charlotte, VT Roger D. Teese Elko, NY Robert W. Thaxton Atmautluak, AK James R. Thompson James A. Tibbets Rigby, ID Jim Tipke Spokane, WA Richard M. Tounshendeaux West Farmington, OH Ernest A. Towers Palmdale, CA Wilmington, NC Allen N. Trask Wauconda, IL Charles A. Travis Collierville, TN James M. Tucker Rimvydas Tveras Palos Hills, IL Victor A. Tyler Brighton, MA Gerald C. Urban Lincolnshire, IL John D. Van Horn Linton, IN Jim VanAndel Kalamazoo, MI Doug Vander Hoff Rockford, MI John E. Von Linsowe, Jr. Metamora, MI Allen T. Wacasey Lubbock, TX Fletcher R. Wade Greenwood, Nova Scotia, Canada Cincinnati,OH Raymond S. Wagner Robert L. Walker St Charles, IL Phillip S. Walpole Johnstown,OH Lee Aaron Ward Napa,CA Ann Arbor, MI Fred M. Warner Zion,IL Preston K. Watson Medina, OH Thomas G. Watson William J. Weber Copley,OH Hopkinton, MA Nate Weinsaft Richard E. Wells Pickerington,OH Ronald D. Wenzel Fort Pierce, FL Bill Westerdahl Sioux Falls, SO Vero Beach, FL

John H. Whitehouse Wauseon,OH

George B. Whysall Peter D. Wiggin Carbondale, IL

Ottawa,IL Tom Williams Windsor, VT Thomas N. Williamson Kewanee,IL Clarence W. Witte Chris Woodard Flat Rock, MI Charles F. Wright Palatine, IL Thomas W. Wright Ashland, KY Tom L. Wyrick Rochelle,IL Schaumburg, IL Dwight C. Zeller


(Continued/rom page 23) The first long trip with the S-43 was the flight "up nawth" to Oshkosh, WI, and the big EAA Convention last sum­ mer. Ron Kregten reports the foursome had a beautiful flight in the 57-year-old airplane with those two big Wright R­ 1820 engines just purring aU the way. The huge crowds with their associated ques­ tions were heartwarming to the four-man crew. It was at this time the realization began to hit home that they were indeed flying a genuine piece of history. So many people wanted to know what kind of air­ plane it was - and where it came from! One of the highlights of the EAA Con­ vention was the opportunity to go on an air-to-air photo mission with EAA's photo plane piloted by Bruce Moore with photographer Jim Koepnick doing the camera work. Maneuvering the big am­ phibion up to the camera ship was quite a delicate piece of work - to which Will Bonefas quipped, "It felt like we were fly­ ing the hangar instead of the airplane!" The results of the photo mission were quite spectacular as the pictures show and "congrats" should be extended to Jesse, Richard, Will and Ron for doing a great job. In addition, the fantastic set of pic­ tures reveals that Jim Koepnick, EAA Chief Photographer, is one of the very best. Following the EAA '94 Convention, the "fortunate foursome" had a splendid return trip to Houston, the "old girl" not missing a beat along the way, and much like an old plow horse, picking up speed on the way home after a full days' work. Assessing the entire trip afterwards, Ron noticed the exhaust pipes were not quite the same color on the two engines. An in­ vestigation revealed the left engine super­ charger was entering a "destruct" mode, so the left engine was pulled and repairs are being made as this story is being writ­ ten. Future plans include a trip to Sun 'n Fun in April if the left engine is com­ pleted in time. In addition, Ron plans on a return trip to EAA OSHKOSH '95 to enjoy more of the same fine treatment ac­ corded the "foursome" last summer. If you didn't get a close look at this magnifi­ cent airplane in 1994, better do your best to keep an eye open in '95, because it is a rare treat for antique airplane lovers - es­ pecially amphibion lovers. Ron Kregten, all of us in EAA salute you for your fine effort to allow us to once again view the marvelous Sikorsky S-43 amphibion. And to your devoted crew, Jesse, Richard and Will, a hearty "Thank You" and our best wishes to keep ... the old girl flying! VINTAGE AIRPLANE 29

Fly-In -------\\ Calendar c::---CC


Jim Newman 94

Thefollowing list of coming events isfumished to our readers as a matter of information only and does not constitute approval, sponsorship, involvement, control or direction of any event (fly-in, seminars, fly market, etc.) listed Please send the infomlation to EAA, Att: Golda Cox, P.O. Box 3086, Oshkosh, WI 54903-3086. Information should be receivedfour months prior 10 the event date. MARCH 16-18 - 1995 Women in Avia­ tion Conference. 618/337-7575. MARCH 18-19 - DALLAS, TX - Alexan­ der Aeroplane's Builders ' Workshop . 1800/831-2949. MARCH 21-26 - AVALON , AUS­ TRALIA - AirShow DownUnder '95. 602/314-0290. APRIL 1 - TUSK EGEE, AL - EAA Chapter 998 3rd Annual Spring Fly-ln. 205/749-0987. APRIL 8 - PUNTA GORDA , FL - EAA Chapter 565 Pancake Breakfast Fly-In. 813/575-6360. APRIL 8 - WINNSBORO , LA - EAA Chapter 836 Catfish Festival Fly-In. 318/4354711. APRIL 9-15 - LAKELAND, FL - 21st Annual Sun ' n Fun EAA Fly-In and Conven­ tion. 813/644-2431. APRIL 22-23 - SPRINGFIELD, IL - 2nd Annual Charlie Wells Memorial Fly­ InlDrive-In. 217/483-3201. APRIL 22-23 - AMERICUS, GA - 2nd Annual Lindbergh Days, held at the site of his first solo flight. Homebuilts, Warbirds , airshow daily. Contact : Dale Sellars , 912/931-2561. APRIL 29 - KITTY HAWK, NC - An­ tique (pre-1960) Aircraft Fly-In. Replica antiques welcome. Wright Memorial Field, 9 a.m. to 5 p.m. Sponsored by First Flight Society and Dare County Airport Autor­ ity. Show aircraft advance registration re­ quested. Contact: Tim Gaylord, 919/4732600. APRIL 29 - OPELOUSAS , LA - EAA Chapter 529 Fly-In. Rain date 5/6. 318/9422254. APRIL 29 - LEVELLAND , TX - EAA Chapter 19 Fly-In Breakfast. 8061797-1900. APRIL 29-30 - GRIFFIN, GA - Alexan­ der Aeroplane's Build e rs ' Workshop. 1800/831-2949. APRIL 30 - CUMBERLAND, MD EAA Chapter 426 Fly-In Breakfast. 30117772951. APRIL 30 - HALF MOON BAY, CA Pacific Coast Dream Machines Fly-ln . 4151726-2328. MA Y 5-7 - WOODLAND, CA - First Annual Gt. Valley Fly-In. 916/666-1751, FAX 916/666-7071. MA Y 5-7 - ROANOKE RAPIDS, NC - EAA AlC Chapter 3 Spring Fly-In. Con­ tact: Ray Bottom, Jr. 804/722-5056 or Fax 30 MARCH 1995

804/873-3059. MAY 6-7 - CLEVELAND, OH - lInd An­ nual Air Racing History Symposium. 216/2558100. MAY 6-7 - GEORGETOWN, TX - 9th An­ nual Fly-In/Airshow. 512/869-1759. MA Y 7 - Rockford , IL - EAA Chapter 22 annual fl y- in breakfast at Mark Clark's Cour­ tesy Aircraft, Greater Rockford Airport. Wal­ lace Hunt 815/332-4708. MA Y 13 - PUNTA GORDA , FL - EAA Chapter 565 Pa ncake Breakfast Fly-In. 8131575-6360. MA Y 13 - VIDALIA, LA - EAA Chapter 912 Spring Picnic/ Banquet. Rain date 5/20. 3181757-2103. MA Y 13 - TOCCOA, GA - EAA Chapter 1011 Parade of Planes. Fax 7061779-2302. MAY 19-21- PAULS VALLEY, OK - An­ tique Airplane Fly-in. Contact Dick Fournier 405/258-1129 or Bob Kruse 405/691-6940. MAY 20 - DA YTON , OH - Chapter 325 EA A Day/U.S. Air Force Museum. 216/3820781. MAY 20 - CRESTVIEW, FL - EAA Chap­ ter 108 Pancake Breakfast. 904/862-2673. MA Y 20 - DA YTON , OH - EAA Chapter 325. EAA day at the U.S. Air Force Museum . 216/382-0781. MAY 20 - NEWPORT NEWS, VA - 23rd Annual Colonial Fly-In, sponsored by EAA Chapter 156. Newport News/Williamsburg IntI. Airport. Contact Charles Collier for info and no-radio entry. 804/247-5844. MA Y 20-21 - WINCHESTER, V A - EAA Chapter 186 Annual Spring Fly-In. 703/3910674. MAY 20-21- BLAINE, MN - EAA Chap­ ter 237 Pancake Breakfast/F ly-in. 61217574353. MAY 20-21 - MIDLAND, TX - Dynamics of Flight Discovery Center. CAF Headquar­ ters. 915/563-1000. MAY 21 - ROMEOVILLE , IL - EAA Chapter 15 Annual Pancake Breakfast. 312/735-1353 (after 6 p.m.). MAY 26-28 - ATCHISON, KS - 29th An­ nual Fly-In , sponsored by the Kansas City Chapter of the AAA . Contacts: Del Durham, 8161753-6625 or Dr. A.F. Lindquist, 8161756-0941. MAY 27-28 - SYRACUSE, NY - Alexan­ der Aeroplane 's Builders ' Workshop. 1800/831-2949. MAY 27-28 - TOCCOA, GA - EAA Chap­ ter 1011 Fly-ln . Rain date 6/3-4. 7061779-3446.

MAY 27-28 - RESERVE , LA - EAA Chapter 971 D ay on the D elt a. Ra in date 6/3-4 . 504/652-9270. MAY 28 - CUMBERLAND, MD - EAA Chapter 426 Fly-In Breakfast. 3011777-2951. MAY 28 - SMOKETOWN, PA - EAA Cha pt er 540 13th Annual Fly-In Brea kfast. Rain date 5/29. 717/486-0831. JUNE 2-3 - MERCED, CA - 38th An­ nual Merced West Coast Antique Fly-In. Contact: Mik e Berry, 209/358-3728 or for concessions , call Dick Escola, 209/358­ 6707. JUNE 4 - D EKALB , IL - EAA Chapter 241 annual breakfast 7am - noo n. 8151286­ 7818. JUNE 2-3 - BARTLESVILLE, OK - 9th annual National Biplane Convention and Expo. Biplanes and NBA members free - all others pay admission . Charlie H arris ­ 918/622-8400, or Virgil Gaede, 918/336-3976. JUNE 2-4 - MERCED , CA - 38th An­ nual Merced Wes t Coast Antique Fly-In. 2091722-6666. JUNE 9-10 - DENTON, TX - Texas Chapter of the AAA Annual Fly-In. Con­ tact: Danny Doyle, 214/420-8858. JUNE 9-11- WICHITA, KS - Aero­ drome Days ' 95. 3]6/683-9242. JUNE] 1 - LANSING, IL - EAA Chap­ t er 260 Fly-In Breakfas t l GPS raffle/ Young Eagles Rally. Info: 7081331-4276. JUNE 11 - INDEPENDENCE , KS ­ EAA Chapter 980 4th annual fly-in break­ fast. 316/331-2592. JUNE 10-11 - COLUMBUS , OH ­ Alexander Aeroplane 's Builders' Workshop. 1-800/831-2949. JUNE 15-18 - ST. LOUIS, MO - Creve Coeur Airport. American Waco Club Fly­ In . Contacts: Phil Coulson, 616/624-6490 or John Halterman , 314/434-4856. JUNE 17-18 - CAMARILLO , CA15th Annual Fly-In. Homebuilts , An­ tiques , Classics, Warbirds, featuring the CAF's B-29 "Fifi ." Contact: John Parrish, 805/488-3372. JUNE 18 - RUTLAND , VT - 4th An­ nual Traildra gge r Rendezvous! EAA Chapter 968 pancake breakfast , 8 a. m. to 11 a.m. Contact: 802/492-3647.

JUNE 23-25 - GREELEY , CO - 17th

Annual EAA Rocky Mountain Regiona l

Fly-In/Airshow. 303/798-6086.

JUNE 22-25 - MT. VERNON, OH36th Annual National Waco Reunion Fly­ In. " Greatest Waco Show on Earth ." For info call 513/868-0064. JUNE 24-25 - GREELEY, CO - Alexan­ der Aeropl a ne ' s Builders' Work shop. ]­ 800/831-2949. JUNE 30-JULY 2 - GAINESVILLE, GA - 27th Annual "C racker Fly-ln ." Sponsored by EAA Chapter 611 . Contact: Bennet Aiken , 404/53 2-8558 or Bob Sav­ age, 4041718-1966. JULY 14-16 - RED LAKE, ONTARIO, CANADA - Diamond Jubilee Norseman Floatplane Festival. Events for both pilots and pedestrians. Contact the Norseman Fes­ tival Committee at 8071727-2809. JULY 27 - AUGUST2- OSHKOSH, WI - 43rd Annual EAA Fly-In and Sport Avia­ tion Convention. Wittman Regional Air­ port. Contact John Burton, EAA, P.O. Box 3086, Oshkosh, WI 54903-3086 , 414/426­ 4800.

MOVING? IS THERE A NEW LOCATION IN YOUR IMMEDIATE FUTURE? Be sure that your membership ••. and Vintage Airplane ... follows you. Let us know at least two months in advance of your move. Send your change of address (include membership number) to: VINTAGE AIRPLANE

P.O. Box 3086 OSHKOSH, WI 54903-3086





PO BOX 3086

OSHKOSH, WI 54903-3086


or call1-S00-S43-3612

40~ per word, $6.00 minimum charge. Send your ad to

The Vintage Trader, EAA Aviation Center, P.O. Box 3086, Oshkosh, WI 54903-3086

Payment must accompany ad. VISAIMasterCard accepted.

MISCELLANEOUS: SUPER CUB PA-18 FUSELAGES - New manufacture, STC-PMA­ d, 4130 chrome-moly tubing throughout, also complete fuselage re­ pair. ROCKY MOUNTAIN AIRFRAME INC. (J. E. Soares, Pres.), 7093 Dry Creek Rd., Belgrade, Montana 59714.406-388-6069. FAX 406/ 388-0170. Repair station No. QK5R148N .

(NEW) This & That about the Ercoupe, $14.00. Fly-About Adventures & the Ercoupe, $17.95. Both books, $25.00. Fly-About, P.O. Box 51144, Denton, Texas 76206. (ufn)

Sitka Spruce Lumber - Oshkosh Home Bldg. Ctr, Inc.414/235-0990. Oshkosh, Wisconsin. (c-6/95)

1995 Taylorcraft Calender - 12 full color "T-Carts· in flight. $14.00 ppd. c/o 2704 W. 31 st St., Sioux Falls, SO 57105. (3-1)

Ultralight Aircraft - One year old in April 1995 and our monthly publication is still growing. Buy, sell trade, kit built, fixed wing, powered parachutes, rotor, sailplanes, trikes, balloons and more. Stories ga­ lore! Sample issue $3.00. Annual subscription $36.00. INTRODUC­ TORY OFFER OF ONLY $24.00. Ultraflight Magazine, 12545 70th Street, Largo, FL 34643-3025. 2-1 FREE CATALOG - Aviation books and videos. How to, building and restoration tips, historic, flying and entertainment titles. Call for a free catalog, 1-800-843-3612. Wheel Pants - The most accurate replica wheel pants for antique and classics available on the market today. 100% satisfaction guaran­ teed. Available in primer gray gelcoat. Harbor Ultra-Lite Products Co., 1326 Batey Place, Harbor City, CA 90720, phone 310/326-5609 or FAX 310/530-2124. (ufn)

ENGINES: Lycoming 0-145 engine -

Good core. 215/257-0817. (3-1)

WANTED: Modellers, Historians - Aviation packets for sale. Plans, three-views, cutaways, engines, racing alc, historic news photos and pulp maga­ zine drawings. $5 to $14. Send $1 $ SASE for sample info to: Douglas Worthy, 1149 Pine, Manhattan Beach, CA 90266. (4-2)

Wanted -Instruments from late 20th. Pioneer Compass type no.9, small turn and bank and airspeed indicator. Scintilla magneto Switch A232, Waltham clock, US Army type B Victometer (RPM-indicator) and Army altimeter. Pierre Hollander, Prastgardsvagen 8, S-74637 Balsta Sweden. (3-1)


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