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By Brad Thomas

Up through October , 1978 , our Antique/Classic Division recognized six Division Chapters that cover the areas of Florida, Texas, the Carolinas, Virginia, Minnesota, Pennsylvania, and New York. The num­ ber of Chapters has remained fairly static over a period of ti me; however , these Chapters have represented EAA , our Division and their activities with a high de­ gree of enthusiasm and integrity. Th en suddenly the situation changed. In November, 1978, Chapter 7 was officially recognized for Flanders , New Jersey; the following month Chapter 8 of Grand Rapids, Michigan qualified; and in July, 1979, Chapter 9 of Seattle , Wash ­ ington was organized and recognized. Statistics are facts to be reckoned with . They can be presented to show a tremendous gain that is well recognized in promotional endeavors. Here, in less than one year, the Antique/Classic Division has in­ creased its number of Chapters by fifty per cent. This is a great advancement, and the essence of this situa­ tion cl early shows the dedication and fellowship our Division membership maintains by correlating its basic interest in one specific group of dedicated restorers and admirers. Statistics have no meaning unless their use enhances the purpose for which they were com­ piled. Within the past few months we have been ap­ proached by members and clubs who wish to become a part of our division as a Chapter. Currently, we have three potential new Chapters. Something definitely has excited the individuals in these areas to bring out their desires to become a part of us. There is no doubt that the annual EAA International Convention is the largest and most efficiently operated event of aviation in the world. It all began in 1953, when Paul Poberezny organized the Experimental Aircraft Association ; and look where we are 27 years later: an attendance dur-


ing the 1979 Convention of 350,000, with 12,000 visit­ ing and over 1,400 display aircraft, and with 30,000 people occupying the campgrounds. We wanted to belong and be a part of it all. We have done so . Our Antique/Classic Division is basically a social and informative organization brought together with a special interest to restore , maintain, fly and exhibit our antique and classic aircraft. This has been ac­ complished through participation of local Chapters, fly-ins, and of course, the annual International Con­ vention at Oshkosh. Our thoughts , happenings and activities are reported in Th e VI N TAG E A IRPLA N E, along with those interesting historical articles we so well like to read. On file at EAA Headquarters are numerous books, manuals, and valuable data that are available to assist the restorer with his projects. Much of this information is donated by EAA members , but many items of importance have been given to us by inter­ ested aviation oriented individuals or organizations. So wher e does all of this lead us? We want to become a part of the EAA sport aviation movement. We would like to see an Antique/Classic Chapter representing each of the48 states or major urban areas , and to see special interest type clubs become affili­ ated with our Division as a Chapter . Th e togetherness shown by our membership is evident in the expansion and continued growth of our Division . Fly-ins that were scheduled in most areas of the U.S.A. are now complete and we are back at home going over our aircraft in detail , touching up those small nicks , and continuing with our various restora­ tion proj ects. Now is the time to begin thinking about the formation of that Antique/Classic Division Chap­ ter in your area. Talk up the proposal with your friends and plan a get-together to discuss th e details of how easy it is to start a chapter in your state or area . A

complete kit including all of the necessary informa­ tion and materials to form a chapter is available from EAA Headquarters, and when your request is mailed , please be sure to specify your needs for an Antique/ Classic Chapter Kit. Basically , here are the few simple requirements to form a new chapter: 1. A minimum of five members in good standing with the Antique/Classic Division is required. 2. The Officers of the Chapter must be members of the Antique/Classic Division and EAA. 3. The Chapter must be incorporated in the State of its origin and a copy of its by-laws shall be on file at EAA Headquarters. So what are we waiting for! Let 's begin moving and talk up that new Chapter today. Any Division Of­ ficer , Director or Advisor will be more than pleased to assist you. Write or call them for information and assistance. If you possibly live in Rhode Island and want to join with a group in Connecticut or Massa­ chusetts, fine! If you liv e in the state of Texas and are active near Dallas, get your Chapter started and compete with Chapter 2 in Houston. Our point here is to form a Chapter where you know the needs are present and its purpose will fulfill the requirements of you r ar ea. One final thought. Thursday, November 22 i s Thanksgiving Day. Let us sit down to our Thanksgivin g dinner and give thanks to this country of ours. Com­ plicated as it may appear to be , giv e thanks that we can restore an aircraft, own and fly it basically any­ where in our country , while in so many other coun­ tries it is restricted or totally prohibited .








Publisher Paul H. Poberezny

CopyrightO 1979 EAA AntiquelClassic Division , Inc., All Rights Reserved. (Ted Koston Photo)

Editor David Gustafson, Ph.D.

Si Meek's Star Cavalier replica, seen at Oshkosh 79.




The Cover . .. Guy A. Davis, Bryan, Texas, pilots his Fairchild 24.

Associate Editors: H. Glenn Buffington, Edward D. Williams, Byron (Fred) Fredericksen, Lionel Salisbury Readers are encouraged to submit stories and photographs. Associate Editorships are assigned to those writers who submit five or more articles which are published in THE VINTAGE AIR足 PLANE during the current year. Associates receive a bound volume of THE VINTAGE AIR足 PLANE and a free one-year membership in the Division for their efforts. POLICY-Opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor.






919/368-2875 Home 919/368-2291 Office


SECRETARY M. C. "KELLY" VIETS 7745 W. 183RD ST. STILWELL, KS 66085 913/681-2303 Home 9131782-6720 Office

TREASURER E. E. "BUCK" HILBERT P.O. BOX 145 UNION, IL 60180 815/923-4205

Claude L. Gray, Jr. 9635 Sylvia Avenue Northridge, CA 91324 213/349~1338

Dale A. Gustafson 7724 Shady Hill Drive Indianapolis, IN 46274 3171293-4430 Richard H. Wagner P.O. Box 181 Lyons, WI 53148 4141763-2017 Home 414/763-9588 Office

John S. Copeland 9'Joanne Drive Westborough, MA 01581 617/366-7245 Ronald Fritz 1989'Wilson, NW Grand Rapids, MI 49504 6161453-7525 Stan Gomoll 1042 90th lane, NE Minneapolis, MN 55434 6121784-1172

AI Kelch 66 W. 622 N. Madison Avenue Cedarburg, WI 53012 414/377-5886 Home Morton W. Lester

P.O. Box 3747

Martinsville, VA 24112 703/632-4839 'Home 703/638-8783 Office Arthur R. Morgan 3744 North 51st Blvd. Milwaukee, WI 53216 414/442-3631

George S. York 181 Sloboda Ave. Mansfield, OH 44906 Robert E. Kesel Business Phone 419/755- 1011 455 Oakridge Drive Home Phone 419/529-4378 Rochester, NY 14617 John R. Turgyan 7161342-3170 Home 1530 Kuser Road 7161325-2000, Ext. Trenton, NJ 08619 23250/23320 Office 609/585-2747 Gene Morris Robert A. White 27 Chandelle Drive P.O. Box 704 Hampshire, Il 60140 Zellwood , Fl 32798 3121683-3199 ' 305/886-3180


Back Cover . .. Fairchild 45 belonging to Bob Harbom of Federal Way, WA. (Photo by Ted Koston)

TABLE OF CONTENTS Straight and Level by Brad Thomas . . _. _...... . ... _.. _. . _... ___ .... __ .. Selections From The 1979 Parade Of Flight . _. _......... _... ...... _. .. _. Garage Project Number 13 by Donald J. Straughn __ .......... , ... _.. _. . , Sixth Annual Chicken and Wacos Antique Fly-In & Picnic by Tom Hull ... The Oldest Restored Boeing Airplane Compiled by P. J. Jensen and Glenn Buffington . _.............. _.... Watsonville 1979 by Norma Puryear .. ......... . .... _. ... _. __ . _. . __ .. _.. A Curtiss Album by George Hardie, Jr... _..... , . _. _.. ... ....... .. ... _.. Borden's Aeroplane Posters From The 1930's by Lionel Salisbury ....... __ Aircraft Type Clubs Continued . ..... __ ... .. _..... _. _. __ .. _... _.. __ ....

2 4 10 12 14 17 20 24 26

EAA ANTIQUE/CLASSIC DIVISION MEMBERSHIP o NON-EAA MEMBER - $22.00. Includes one year membership in the EAA Antiquel Classic Division , 12 monthly issues of THE VINTAGE AIRPLANE ; one year mem足 bership in the Experimental Aircraft Association and separate membership cards. SPORT AVIATION magazine not included.


EAA MEMBER - $14.00. Includes one year membership in the EAA Antique/Classic Division, 12 monthly issues of THE VINTAGE AIRPLANE AND MEMBERSHIP CARD. (Applicant must be current EAA member and must give EAA membership number.)

THE VINTAGE AIRPLANE (ISSN 0091-6943) is owned exclusively by EAA Antique/Classic Division , Inc., and is published monthly at Hales Corners, Wisconsin 53130. Second class Postage paid at Hales Corners Post Office, Hales Corners, Wisconsin 53130, and additional mailing offices. Membership rates for EAA Ant ique/Classic Division , Inc., are $14.00 per 12 month period of which $10.00 is for the publication of THE VINTAGE AIRPLANE. Membership is open to all who are interested in aviation.

Page 4

Page 10

Page 14



PART II (Photos by David Gustafson, Editor)

1940 Stinson 10, Michael Gaffney, Wisconsin Dells, WI. 1940 Rearwin Sportster, Ken Williams, Portage, WI.

Please Note: It was our desire to capture all 90 planes that flew in the Parade of Flight, but reloading time and oc足 casional goofs reduced our count. Next summer there'll be more photographers, and hopefully we'll be able to show all the fine planes that participated. - Editor

1941 Ercoupe 415C Fr . Tom Rowland, EI Paso, TX.

1941 Waco YKS 7F, Vince Mariani, Findlay, OH.

7942 Beechcraft Staggerwing D77S, George LeMay, Calgary, Alberta.

7952 Bucker Jungman , John Bergeson, Mt. Pleasant, MI.

7938 Focke-Wolf FW-445 , M. B. Groves, Wayne Mik el , Floyd Carter, Sunnyvale, CA. 7940 Boeing Stearman A75N7, Bill Wilkins, Circleville, OH.

7947 DeHavilland DH82C. Frank Evans, Tom Dietri ch, Kitchner, Ontario. .

7947 Ryan PT- 22, Ruth McMakIn , Sarasota, FL.

1941 Aeronca L-3B, Charles Scanlon, Jonesboro, AR.

1942 Stinson L-5ÂŁ, Buck Hilbert, Union, IL.

1942 Piper L-4, Gene O'Neill, Fostoria, IA.

1945 Aeronca 7AC, Theo Travis, Flushing, MI.

1943 Stinson L-5, Tommy Atkinson, Las Vegas, NV .

1946 Fleet 80 Canuck, London Flying Club, London, Ontario.


1946 Commonwealth Skyranger, Ross Gresley, Paul Schermerhorn, Muncie, IN.

1946 Fairchild 24R., lohn Bachynski, Edmonton, Alberta. 1946 Taylorcraft BC-12 0-1 , John McDonald, McPherson , KS.

1946 Stinson 108-1, Rick Demond, Whitmore Lake, MI .

1947 Piper PA-ll, Bob Clipsham, Erin, Ontario.

1947 Aeronca l1AC, Mike Sherwood, Ja ckson, MI .

1949 Cess na 140A, Ron Kram er, Pella, IA.

1948 Luscombe 8E, Steve Lund, Flushing, MI.

1950 Beechcraft Bonanza BE35B, Don M cDonough , Palos Hills, IL.

1948 Stinson 108-3, Bob Chaber, Jill Kleinheir, Sonoma, CA.




1950 Temco T-35 Buckaroo, Charlie Nelson, Athens, TN.

195 I Piper Pacer PA-20, Phil and Betty Funk, Minneapolis , MN.

1953 Piper PA-20-1 50, Don and Marie Haffn er, Lizton, IN.

1952 Rawdon T-I , Mrs. la ck Chastain, St. Louis, MO.

1953 Cessna C-195 , Mike Young, McLoud, OK.

1953 Piper Super Cub PA-18 , Craig Elg, Rhinelander, WI .

1953 Meyers 145, Carl Schwarz, Kent, WA.




All loaded for th ~ trip from Lake Village, Indiana to 51. Charles, Illinois.


By Donald J. Straughn 4 N 658 Brookside, East St. Charles, IL 60774

Completed and ready to try the friendly skies for the first time in about 25 years.


Would anyone in their right mind trade a flying air­ craft for a dusty, dirty and tattered relic that had been sitting in a barn since the early 1950's? Depends on the airplane and the level of "airplane insanity" the buyer has reached . I consider myself an aircraft enthusiast, while my wife considers me an airplane nut. The Taylor-Young " Model A" was designed by e. G . Taylor in 1935, and went into production in 1937. In that year and 1938, over 600 were manufactured. NC20343 is serial number 473 and was manufactured in 1938. One of the high points of Oshkosh '79 was meeting and talking briefly with e. G. Taylor . Unfor­ tunately , NC20343 was not completed in time to par­ ticipate. In early November of 1978, I stopped to see Nick Kacki who runs Nick's Aero Service at Lake Village, I ndiana. Nick had recently acquired a Taylor-Young and was in the process of firing up the Continental A-40-4 when I arrived. The plane looked interesting in spite of the dirt , was certainly in need of some T.L.e. and once I heard that engine run I was really hooked. I hauled it home on the Saturday after Thanksgiving, moved the cars out and proceeded to make another of those big messes in the garage. Since this was to be my thirteenth project I did not spend a lot of time wondering where to start. All tub­ ing was sandblasted, insp ected and then coated with epoxy primer . It had been stored in a dry place so the That panel just has to touch th e h eart of any tru e " antiquer".

tubing was in good shape. The wings had been stored without cover and had provided a handy roost for some types of birds . Bird manure and aluminum mix very w ell and the result is a fine gray powder. The wings were cleaned, the spars varnished and n ew leading edges formed from .016 2024 . The fuselage received new stringers ai\d formers. At this point the covering pro cess began. I decid ed to use Ceconite #102 since it would cut down on the weight initially and fill with fewer coats of dope. It wa s finished in Diana Creme butyrate and trimmed with Santa Fe Red. The headlin er , baggag e co mpartm ent and seat cushions were se nt to Ai rt ex and th ey did a beautifu I job produ cing n ew ones. The cushion material used came very close to the original. The previou s owner had not retained the original registration number which was NC20372 . When pur­ chased it carried N6388T which was ce rtainly inap­ propriate for an antique. I applied to th e FAA for the original number but it was not available. I th en r e­ quested a numb er that began with two and did not have a letter on the end. The result was NC20343. During the years the plane was ina ctive the logs had been lost and all I received with it were some Form #337's. The plane had been badly wrecked in 1939 and on examining the 337's, I noticed that the work had been signed by Charl es Klessig in North Dakota. I remembered that a Charles Klessig had flown an OX5 powered Standard to Oshkosh several years ago and wa s able to write to him at Ryan Field in Tu cso n , Ari­ zona. H e had indeed repaired th e plane after it was wrecked in Iowa and he wrote me a most interesting letter. It just proves again that you meet th e most in­ teresting people through EAA and its Divi sions . Eventually , the work was completed and the plane assembled at Olson 's RLA at Plato Center, Illinoi s. The engine had been overhaul'ed in 1960 and nev er flown. Since it ran well and in light of the scarcity of A-40 parts I decided not to overhaul it. On Saturday, August 4, 1979, the plane was flown to Lake Village , Indiana for its first annual in many years. Since it had been in storage since the early 1950's it was also necessary to have the FAA issue an Air­ worthines s Certificate. All that remains now are a few cosmetic touches and the flying. My "friends" tell me I won ' t have it long, since I have not held on to any of the other twelve. My wife , Peggy , appreciate s having th e garage re­ turned to some more normal uses and my getting at so me of tho se projects around the house , so who knows. Look for NC20343 at Oshkosh '80 and see if I held on to thi s one.


Thi s gorgeous WACO YKS- 7 was flown in by her Wayne Ha yes of Trenton, New Jersey.


Apt. 4 , Building 7O-A

Greenview Village

Great Mills, MO 20634

For the past six years, John Shue of York, Pennsyl­ vania has been the organizer and guiding hand be­ hind the Annual Chicken and WACOS Antique Fly­ In and Picnic at York 's Thomasville Airport. This year was no exception and the results were tremendous, as usual. In the six years that this affair has been held, it has never been rained out. May 7, 1979 turned out to be a beautiful day for a fly-in. Aircraft started arriving around 9:00 A.M. with Pat Long and his WACO UPF-7 being the first arrival. By the time aircraft arrivals slowed down, over 110 aircraft were present for the day. This happening started out small as a get-together primarily for WACO own­ ers. Now, it has expanded so that just about any an­ tique , classic or warbird as well as the newer transient types, can be expected. The homebuilt crowd has become faithful in their attendance as well. In the Antique/Classic category there were several Aeroncas, Cessna 140's, 170's and a 195, Fairchilds, Cubs and Taylorcrafts. Ted Giltner and George Smith, both from Reading, Pennsylvania , brought their Rear­ win Cloudster. A gorgeous red and white Stearman (one of several in attendance) flown by Larry Kampel came in from Larry's strip a few miles to the north. As far as WACOs go, John Shue headed the field with his exquisite blue UPF-7. Pat Long of Upper Marlboro, Maryland, John Schlie of Long Island, New York, and

Porter Lee of Frederick, Maryland brought their prize UPF-7's. A maroon and creme YKS-7 was in attendance, flown by its owner, Wayne Hayes of Trenton, New Jersey. The Travelers Awards of the day would have to go to Chub Trainor of Wayne, New Jersey with his Howard DGA-15 and John Turgyan from Trenton, \\jth his Spar­ tan 7W Executive. These gentlemen were at a fly-in in North Carolina in the morning and then headed north to York for the afternoon. Talk about adding up mileage! Incidentally, John's Spartan (NC13993) is the oldest Executive flying. It is one of the very few Executives factory equipped with a stick rather than a yoke. The biggest crowd pleasers of the day were two P-51D's owned by Bill Clark of State College, Pennsyl­ vania, and Gene Stocker of College Park, Pennsylvania. Everyone watched as they performed low section for­ mation passes on the runway as one would have ex­ pected to see somewhere over th e war-torn cou ntry­ side of 1940's Europe. The final event of the day, and what has come to be my favorite, was the antique fly-bys. To hear that many radial engines running at one time is just music to the antiquer's ears. The sky was full of beautiful, meticulously restored aircraft that were prettier than when they were factory new. It was like a flashback into the 1930's as these craft lazily flew by the crowd. This particular part of the get-together is an ideal time to get pictures of antiques doing what they do best ... FLYING! After the fly-bys are complete, everyone starts packing their chairs, kids and cameras to take a head­ ing for home. Good-byes are exchanged between all of the flying cohorts and the Thomasville airport once again calms down and regains its gentle everyday pace. No prizes have been awarded in the more recent years of the York Fly-In and Picnic to avoid hurting anyone's feelings. However, the friendships made at these events are worth more than any prize that could have been given. For anyone who has never attended this get­ together, we cordially invite all of you to next year's affair. The dates will be printed in EAA's publications once they have been finalized. York is located on both the Washington and New York sections and is 21 nautical miles south of the Harrisburg VORTAC on the 1700 radial or 29'12 nautical miles southwest of the Lancaster VOR on the 250 0 radial. Or for the folks ar­ riving IFR (I Follow Roads): Thomasville Airport is on US Route 30 West approximately 8 miles west of York. Hope to see you there!

Another group of display aircraft. The Aeronca Champ is owned by frv Baughman of York . Bob Howard's Rearwin is next, followed by an old Cessna 180 and th e author's Cessna 17

The bird with a favorite in-a i r p h oto background, Mt. f{ainier, a 14,410 fJ.eak landmark in Western Washington .



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Compiled By: P. J. Jensen and Glenn Buffington

818 West Cro ckett Street

Seattle, WA 98119

Photos By: Pat Johnson, Don Knutson and Jim Reeder

One of the classiest vintage airplanes in the Pacific Northwest is the Boeing Model 100, owned by Lew Wallick, Chief of Boeing Flight Test and Robert Muckle­ stone , Seattle attorney and a "round-the-world" rec­ ord holder . This airplane is the third of five, serial number 1143 and registry number 872H, the same as


assigned July 1, 1929, the .date of manufacture. The plane was eventually (1933) acquired by the late Milo Burcham, aerobatic ace and Lockheed test pilot, who used the 100 in several movies and in exhibition work at air shows. The unique biplane passed through several owners and was sold at an auction in 1968. The new owner ac­ complished an 85% restoration before it was bought by the Wallick/Mucklestone combo, in 1976, when it was returned to ,its birthplace in Seattle, Washington. O. W. Tosch, owner of Aircraft Industries at Boeing Field, a master mechanic and former Alaska bush pilot, supervised the restoration work which brought the

plane to first-class condition and completely airworthy. Tosch is highly experienced in rebuilding and repair­ ing work and had prepared Mucklestone's Cessna 210 for his around-the-world record flight. It was decided to finish the airplane as a P-12 be­ cause the late Frank Tallman in California had the only other flyable airplane of the series painted as a Navy F4B-l. There was considerable local community in­ terest developed as the work progressed so a formal first-flight ceremony and celebration was decided upon. September 19, 1977 was the date selected and with the aid of Boeing colleagues and representatives of the Red Barn Museum , printed formal invitations were designed.

Th e Boeing 100 over some Western Wa shington timber­ land - no sp ot for a forced landing.

Lew Wallick makes this report of the flying char­ acteristics : " The performance of our Model 100 is spectacular , and for me every flight in it is an ex­ hilarating experience . With take-off power the air­ plane is airborne in about 100 feet, and it will climb 3500 feet per minute at 80 mph. Using METO power it will indicate 165 mph in level flight, while a low cruise power.setting of 1850 rpm and 28 inches mani­ fold pressure will return an indicated 140 mph level. " I used this cruise power setting for maneuvers in looping the plane, starting the maneuver from level flight and leaving the power unchang~d throughout. So far I have restricted myself to +4.5 g and -1 .5 g, just as a precaution for an old airplane. I don ' t intend to carry out spinning , because of the aft center of gravity and because I have heard conflicting stories of the P-12/F4B spin characteristics. According to some reports , recovery is easy; however, other reports say that the spin will go flat after about three tmns and r ecovery is difficult. The veteran Air Corps pilots who are my informants aren ' t sure whether these refer to the early models with bigger fins and rudders. " Because of the outstanding restoration by Tosch and Company , the Boeing has been awarded its share of honors at the 1978 fly-ins : at the Fairchild Air Force Base open house (Spokane, WA) , the Watsonville, CA National W est Coast Fly-In (the Mayor' s Award) and

Tax iing in at BF! after anoth er flight in th e Boeing 100.

at the EAA Oshkosh 78 Fly-In - Silver Age (1928 ­ 1932) Champion. Lew 's routing to Oshkosh was: Boeing Field to Missoula, Billings , Dickinson, (RON - sleeping bag in the field office), Fargo, Eau Claire, Oshkosh. Thanks to Dave jC!meson and the use of his hangar , Lew was able to clean up the airplane prior to the judging . The return ·course was: Oshkosh, Watertown , Miles City, Billings, Coeur d 'Alene (an hour of show-and-tell at the Henley Airdrome) , Seattle. Over sixty hours were logged in the first twelve months after the initial 9-19-77 flight . This beautiful bird will continue to be exhibited at air shows and flowlI for pleasure by the owners. Perhaps someday it will be a feature at the Red Barn Aviation Museum which is in the throes of being con­ structed at Boeing Field in Seattle.

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Tea m announ cers sta nd ­ som e of th e many.

By Norma Puryea r

8647 Empire Grade Road

Sa nta Cru z, CA 95060

Ph otos By Bob Puryea r

The Fifteenth Annual West Coast Antique Fly-In and Air Show , co-sponsored by the Northern Cali­ fornia Chapter of the Antique Airplane Asso ciation and the Watsonvill e Chamber of Commerce was held on May 25, 26 and 27 in 1979. This is a joint effort, and includes the work of many EAA members of both the Antique/Classic Division and the local Chapters in San Jose - #62 and #338. Many of the active peo­ ple who work so hard to put this fly-in on are both members of the EAA and the AAA groups in the area . The Watsonville Fl y-In claims to be the biggest fly­ in in the west . It draws literally hundreds of antiques , classic, homebuilts , warbirds and a very active group of ultralights . There are always interesting static dis­ plays and an ever growing sales area where the goodies are snatched up - everything from T-shirts to flying helmets, belt buckles to art work , new radios to old magazines. The food at Watso nville has a special flavor unique to the area. Watsonville is famous for its apples and its strawberries - and is adjacent to the largest arti­ choke producing area in the world. So, apple jui ce i s always part of the pilot pa ckage and strawberry

shortcake and french fried artichoke hearts , barbe­ cued turkey legs, co rn-on-the-cob, etc., are welcome changes from the traditional hot dog, hamburger, and coke you'd normally expect to find to ease the hun­ ger pangs. This was the weekend to find out if the gas crunch in California would hurt the attendance at the fly-in. From thi s reporter 's view it appeared that the crowds were very heavy on Saturday and lighter than usual on Sunday. Friday was perfect, lots of planes and pilots and few public to mar pictures and the set-up work. From all reports , those flying in had little trouble with fuel. Watsonville weather is always unpredictable. It can range from very hot and sunny to cool, windy and foggy, and any combination of these in anyone day. This year was about perfect - a bit foggy in early mornings, but generally bright and sunny with a cool breeze off the nearby Pacific - good sunburn weather! Although we all look for the new and different air­ craft each year, it is always nice to see the old favorites again. Jim N issen's JN4D - doing lots of flying, and even putting on a slow motion aerobatic demonstra­


tion with really TIGHT loops - a joy to behold. We all look forward to seeing our old favorites - Ernie Fill­ more's big red Stinson, Mel Heflinger's unique Har­ low PJC2, the Cessna Airmasters of Ken Coe and Gary White; the big green Howard DGA of Mary and Joe Hecker of San Diego; Bill Nutting 's Waco; Ted Ho­ man 's American Eagle; the Knode's Pietenpol; Bob Yates' Kinner Ryan, etc. We all have our favorites in all the different aircraft types. It's not fair to men­ tion just a few - but many of these ai rcraft that show up every year have been back to Oshkosh and Blakes­ burg and are national favorites too. Just seeing the old favorites each year makes it seem like home.

51 years of life when it was at Watsonville. The fellow who owned it for 45 years had bought it as a young college man . He managed to prang it twice in the 4 hours he flew it. He rebuilt her once, but just never got around to rebuilding the second time. The new owner, Richard Stephens, was awarded the AAA Award for rarest antique and First Award for Pioneer Age. Th ere were 8 ai rcraft owners wh 0 won special medallions for having planes on the field and flying that were 50 years old or older. This is a new award for Watsonville and very impressive - especially for us who are in the over 50 age ourselves! These special awards went to:

Among the real eye catchers this year was the 1936 Rearwin Sportster, flown in by owner and restorer Alan Bushner of Fresno, California. What a beauty! Authentic to the last detail, says my "old timer" hus­ band, and with a gleaming red paint job. Never walked by when Alan wasn ' t out polishing. His efforts were rewarded with the Grand Champion Award, and well deserved. I'm sure the judges had a tough choice be­ tween the Rearwin and a beautiful red Howard DGA flown in from Rockford, Illinois by owner Ronnie Rip­ pon . The beauty and detailing won Ronnie the Mayor's Award, which is the same as Grand Champion Runner­ up at Watsonville. Ronnie also won the award for the longest distance flown in for judging. And gave us a chance to chat again with Frank Rezich - Big Nick's little brother.

1918 Curtiss Jenny - Jim Nissen, Livermore, CA 1927 Waco 10 - N3931 - Larry Stephen, Scotts Valley, CA 1928 American Eagle - N7172 - Owned by the Northern California Chapter of AAA - formerly owned by Ted Homan 1928 Krieder-Reisner- N831N - John Reid, San Jose, CA 1928 Vulcan American Moth - N-62298 - Richard Stephens, Baldwin Park, CA 1929 Travel Air 4000 - N9032 - Carroll Pope, Rogue River, OR 1929 Waco, ASO - N4W - William Detour, Jr., Van­ couver, WA 1929 Boeing 100, P-12 - N872H - Lew Wallick, Bell­ view, WA 1929 New Standard - N155M - George Day, Concord, CA

Another very interesting antique was a 1937 Fair­ child 45, owned and restored by Bob Harbord, who flew it in from the home hangar at Crest Airpark in the Seattle area. Bob has been working on his bird since 1968 and had it flying the first time after a complete rebuild on July 31, 1976. There are just 3 of the 17 original 45's left and coincidentally, two of them, Bob's NC16878 and 16879 (belonging to someone else) are in adjoining hangars at Crest Airpark! Bob received the AAA President's Choice and the Angeles Antiquer's Choice for his efforts. Another little antique that caught the eye of the knowledgeable was a little blue and silver Vulcan American Moth - 1928. This is a forerunner of the Davis, and had many people, even our super sharp announcer, Jonny Reid, fooled at first. This little plane was at Chino, but this was the first appearance at Wat­ sonville. Believe it or not, it was truly found in a barn where it had resided for 45 years! I was told recently that the barn burned down a day after the Moth was removed, but have no verification on that one. The little bird had accumulated only 46 TT in its


An interesting aircraft that caught my eye was a 1943 Piper PT. It is claimed to be a one and only of its kind - the first low wing retractable gear built by Piper. It's owned by Tom Wathen of Encino, California and was restored by Ian Benne. There were so many beautiful classics this year that there is no way we can cover them all. The Northern California Antique Chapter gives out as many awards as possible to truly show their ap­ preciation for the work and effort it takes to restore these aircraft and to say "thank you" to the pilots who bring them to show to all, thus making a fly-in successful. So there are awards for Best of Everything from Aeroncas to Taylorcrafts, right on through the list: Aeronca, Beech, Bellanca , Cessna, Ercoupe, etc., etc. We were really impressed with some of the work­ manship and can truly appreciate the work that goes into the shiny polished aluminum oldies (we have a 1964 Cessna 206 in polished aluminum and we know how hard it is to keep it just presentable - let alone in judgi ng condition). We were really impressed with a Luscombe 8A brought to the fly-in by a young man,

Tim Bowers, from Woodland, California. Tim had worked on his little beauty for three and a half years and did a super restoration job. He even had the brass hi nges on his cowli ng polis'/led up to look brassy agai n! Tim didn 't get the Best Luscombe Award that I might have given him , but he did get the Merced Pilot's As­ sociation Choice which made him feel good , I'm sure . At any fly-in the custom built judges have their problems. As one judge said to us, " How do you tell a fellow his plane is not perfect when it is, and so are a couple of others?" So, they all look and they tally up the points and the Grand Champion Homebuilt Award went to Richard Shaefer, from Torrance, Cali­ fornia, for his blue Thorp T-18, with a super cockpit layout and instrumentation and all the details that catch judges' eyes. Runner-up and Best Starduster Too was Gary Solmi's American Adventure. We had a real lecture on how to apply gold leaf for trim and numbers from Gary. This was a really sharp and dif­ ferent looking, to us anyway, trim for aircraft. Gary had rebuilt this plane from the ground up after having had a "smashing trip" when it was quite new. As usual Watsonville put on a great air show for the public and the flying enthusiasts. This year among the West Coast's most talented air show pilots were Eddy Andreini in his stock Stearman PT-13D; Don Car­ ter flying an authentic Buecker Jungmeister; Freddy Ludtke with his 165 Warner powered Monocoupe; John Pigget flying a Pitts S-2; Amelia Reid in a Cessna Aero­ bat; Frank Ranuio flying his aerial ballet to music in a Piper J-3; Herb Ross and Wes Ament flying a dual Pitts act; and World Champion Charlie Hillard flying both the Christen Eagle I and the Eagle II each day. Watsonville is just a memory now for this year ­ but Memorial Day Weekend in 1980 will see us all there again - renewing old friendships, seeing all the old favorites again, catching up on the news and looki ng for what is new and the beautiful new restora­ tions that will come as surely as the swallows come back to Capistrano. Maybe you should try and make it too!

WATSONVILLE '79 AWARD WINNERS GRAND CHAMPION - Rearwin C1oudster, N15857 ­ Alan Buchner:Fresno, CA BEST HOMEBUILT IN SHOW - Thorp T-18, N41RS ­ Richard Schaefer, Los Angeles, CA RAREST ANTIQUE - Vulcan American Moth, N62298 ­ Richard Stephens, Baldwin Park, CA

Johnson Rocket - Arval Fairbarn, Sunnyvale, CA.

1929 New Standard - George Dray, Concord, CA. Luscombe 8A - N2132B - Tim Bowers, Woodland, CA Merced Pilots Choice.

Rea rwin Sportster - NC 15857, 1936 . Just finished beautiful and authentic. Grand Champion. Alan Bu chner, Fresno, CA.

Fairchild 45 - N16878 - Bob H arbord, Federal Way, WA. AAA President's Choice and Angeles Antiquers Choice.

Douglas B23 - owned by E. J. Daly, World Airways. Tours were taken through it.

Jim Nissen and his " Jenny" - 1918 JN4-D - Livermore, CA.

Vulcan American Moth. First touch down on Watsonville - " What is it - a Daries?".

Howard DGA - N22423 - Ronni e Rippon , Rockford, IL. Mayor's Award - G rand Cha mpion runner-up - Longest distance flown. Beautiful!


A By G eorge Hardie, Ir. EAA Historian

Most famous of all the pilots who flew with the Curtiss Exhibition Co . was Lincoln Beachey , who became a legend in his own time . Born in San Francisco in 1887, he grew up near Golden Gate Park. At age 16 his motl-ler gave him a bicycle and he soon became a trick rider on the vaudeville circuit . Art Mix, one of his mechanics , attributed his later skill in flying to this early experience. In 1905 Beachey became a pilot for Captain Tom Bcrldwin, flying a little dirigible powered with a 5 hp engine at fairs and carnivals . In the Fall of 1910 he came to Hammondsport to learn to fly airplanes at the Curtiss school. His first tries ended disastrously but eventually he was accepted and turned over to Hugh Robinson as his instructor. Beachey proved to be an apt pupil and soon outshone all stu­ dents in his skill and daring. In a short time he became the star of the Curtiss Exhibition Co. on the air show circuit. Typical of the stunts that added to his fame was his flight over Niagara Falls and under fhe Peace Bridge on Ju ne 27 , 1911 . I n September he set an altitude record of 11,642 feet at Chicago by climbing until his fuel was exhausted, then gliding back to the field . News writers were hard pressed to describe his various maneuvers . The Ocean Wave, the Dutch Roll , the Coney Island Dip, the Death Dip and the Spiral Glide were some of his stunts . His most famous was a vertical

Beach ey in his sp eciall y braced Curtiss Pusher. Note th e d oubled brace wires.



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Lincoln Beach ey in his 19 12 Curtiss Pu sher at North Island, Sa n Diego. Note th e safety belt.

Left to right are: Glenn M artin , Lt. I . W. M cClas key, Lin coln Beachey and an unkn own admirer.

Beachey performing at Hammondsport on October 7, 7973, tes ting his new Curtiss.

The standard thriller at fairs was the race between the airplane and the automobi l e. Beachey in his Curtiss Pusher.

t3 eachey (left) and Glenn Martin with th e Martin Special. H e was not satisfied with this airplane and soon disposed of it.

Beachey's spectacu lar flight inside the exh ibiti on building at th e Panama Pacific Exposition grounds in. 7914.

dive from a great height culminating in an abrupt pull-out near the ground. It caused his death in 1915. Even cautious Wilbur Wright was moved to say of Beachey's flying, "Beachey is the most wonderful flier I ever saw and the greatest aviator of all. " Beachey oegan his career flying Curtiss airplanes. As his skill developed , he demanded better performance of his craft. FLYING magazine summarized Beachey's role in pioneering in an editorial in their April, 1915 issue: " If to others had been the work of developing the science of aeronautics, to Beachey's' lot it fell to contribute mater ia lly to the art of flying. Of the mathe足 matics of flight this man knew nothing, but in airmanship - during his first phase - he proved himself the superior of all contemporaries. His spiral dive and his other no less spectacular feats increased the world 's confidence in the new craft, and in its susceptibility to control under what seemed unsafe conditions." In March , 1913, Beachey announced his retirement from flying because of his concern for the many pilots killed in trying to imitate him. His retirement was short-lived, however, for when he heard that the Frenchman Pegoud had looped the loop, he returned to take up the challenge. He had Curtiss build a new spe,c ially braced biplane for his use. On October 7, 1913 tragedy struck when Beachey lost control during a test flight at Hammondsport, causing the death of a girl spectator. On November 18 he succeeded in performing the first loop in the United States. Early in 1914 Beachey took delivery of a new biplane built for him by Warren Eaton. This airplane became known as the " Little Looper". In 1915 Eaton built a monoplane for Beachey in which he intended to be the first to loop-the-Ioop in that type of aircraft. This was the airplane in which he was killed at the Panama Pacific Exposition in San Francisco on March 14, 1915. Many writers have con足 fused this with . the German Taube of the same period.

Side view of 8eachey's Curtiss tractor biplane, one of th e ea rliest of th e type built.

/jeachey in the special Curtiss tractor built for him in 7972. The fuselage sides were later covered.

Another view of 8 eachey's tractor. H e abandoned it because of restricted visibility.

Beachey fn th e " Little Looper" built for him b y Warren Eaton. Power was a Gnome rotary.

Th e . Eaton-built monoplane in which Beachey was killed at Sa n Francisco wh en th e wings folded aft er a long dive .

Beach ey in th e " Little Looper" preparin g to start a t th e N orth Randall ra ce track in

Cleveland, Jul y 3 1, 19 14 .

Beachey in th e " Little Looper" overtaking Barn ey O ldfield on th e straight-away at

North Randall race track in Cleveland, July 3 1, 19 14 .


BORDEN'S AEROPLANE POSTERS FROM THE 1930'S Article Number 10, Poster Number 10, Series Number 1 Sikorsky Amphibian


By Lionel Salisbury 7 Harper Road Brampton, Ontario Canada L6W 2W3



SIKORSKY 40-PASSENGER AMPHIBION The Sikorsky Amphibion is made by Sikorsky Avia­ tion Corporation at Bridgeport , Connecticut. It is the largest land, air and water craft in America - in fact, probably the second largest in the world, exceeded in size only by the 100 passenger German plane D. O. X. In type it is a high wing monoplane, under which are mounted the four Hornet motors of 575 horsepower , each, made by Pratt & Whitney. The motors are of the tractor type , installed in nacelles , individually sup­ ported from the wing , with a combined horsepower of 2,300. Many new and interesting features are incorpo­ rated that have never been possible before in smaller ships. Comfort for the passenger is quite unusual ­ for instance, the hull of the ship is 1V2 feet wider than a Pullman car, allowing ample room for large com­


fortable loun ging chairs. In addition to the main lounging room with its walnut finished walls, rose­ grey si lk draperies and upholstery of blue and orange, there is a smoking lounge for six people, for the usual games found on shipbound, also separate rest rooms for men and women. There is 500 square feet of Y2 ­ thick insulation throughout the hull, to reduce noise to a minimum . In the aft compartment of the ship, there is an ice box and electric stove in the steward's pantry, and with ample storage space for extra food and drinking water. This ship could remain inde­ pendently at sea for an indefinite time. At each exit are six saving rafts , with emergency rations and water. NEXT MONTH -

The Stinson Reliant


Specifications: Overall length, 76 feet 8 inches. Overall height, 23 feet 10 inches on wheels; Overall span, 114 feet; Wing area, including struts, 1,875 square feet; Weight empty, 21,500 pounds, fully equipped; Gross weight 34,000; Pounds/square feet, 18.2; Pounds/ hp, 14.8; Gas capacity in wing, 540 gallons; Gas capa­ city in pontoons, 500 gallons , total 1040 gallons; Range with 24 passengers, 935 miles; Range with 40 passen­ gers, 500 miles; High speed, 130 mph or above at 1950 rpm; Cruising speed, 110-115 mph at 1700 rpm; Initial climb, 712 feet; Landing speed, 65 mph; Abso­ lute ceiling, 13,000 feet; Take-off land, full load, 20 seconds, take-off water, full load, 25 seconds, high speed on 3 engi n es, 110 mph ; Ceiling o n 3 engines, 6,600 feet.



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BACK ISSUES O F Th e VINTAGE AIRPLANE 1973 ­ March through December 1974 ­ All Months Are Available 1975 ­ February through May, July through December 1976 ­ January through May, August through Decemb er

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