Vintage Airplane - Jan 1987

8/12/2019 Vintage Airplane - Jan 1987

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STR IGHT ND LEVEL

Restoration ornerWhen your EAA Antique/Classic Division was formed in 1970, the foundingfathers and charter members established objectives to guide our future ac-tivities.Our number one objective is to encourage and aid the restoration and flying of antique and classic aircraft.Maybe we are as they say the chosenones - not only the keepers but alsothe responsible ones to preserve thetreasures of this golden era of aviation.We are indebted to the men whocreated these timeless machines:Eddie Stinson, Walter Beech, C. G.

Taylor, W. T. Piper, Claude RyanBenny Howard, Matty Laird, Don Luscombe, Clyde Cessna to name a few.Now we have the opportunity, the re-sponsibility and the ability to assumecustodianship of this exciting segmentof aviation. Beginning with the Feb

by Bob Lickteig

On behalf of our membership andyours truly, I would like to thank andcongratulate these contributing editorsfor their individual articles.Aircraft Selection & Locating a Restorable/Rebuildable Airplane - George York- February, 1986Selecting & Buying and Purchase Price- Buck Hilbert - March, 1986Retrieving your Treasure - Ron Fritz March,1986Family Involvement - Art Morgan - April,1986Researching Your Vintage Airplane -Wes Schmid - April, 1986Disassembly of an Aircraft - StanGomoll - May, 1986Inspection and Storage - Buck Hilbert May, 1986Where to Start - Butch Joyce - June,1986Fuselage and Landing Gear - Buck Hil

Certification Requirements, Inspectionand Run-Up - Dan Neuman - De-cember, 1986Taxi Tests, First Flight and De-Bugging- Steve Wittman & Norm Petersen January, 1987.I know by now that all of us can appreciate the dedication and the talentsexhibited by these men . I was scheduled to write an article for the series,however after seeing the expertise ofthe other authors, I decided my contribution would not be up to those highstandards . . . and why not quit whenwe are ahead.I had selected the topic, Enjoy Your

Pretty Bird. This doesn't need anymechanical genius to write, and thesubject is what EAA Antique/Classic Division membership is all about. Enjoying your new restoration comes naturally and requires no special instructions.During the lengthy project, all of us have


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PUBLICATION STAFFPUBLISHERTom PobereznyDIRECTORMARKETING & COMMUNICATIONSDick MattEDITORGene R. Chase

CREATIVE ART DIRECTORMike DrucksMANAGING EDITOR/ADVERTISINGMary Jones

ASSOCIATE EDITORNorman PetersenDick CavinFEATURE WRITERS

George A. Hardie, Jr .Dennis Parks

EAA ANTIQUE/CLASSICDIVISION, INC.OFFICERSPresident Vice PresidentR. J. Lickteig M.C. "Kelly" Viets3100 Pruitt Rd . Rt. 2, Box 128Port St. Lucie, FL 33452 Lyndon, KS 66451

305/335-7051 913/8283518Secretary TreasurerRonald Fritz E.E. "Buck" Hilbert15401 Sparta Avenue P.O. Box 145Kent City, MI49330 Union, IL 60180616/678-5012 815/923-4591

DIRECTORSJohn S. Copeland Stan Gomoll9 Joanne Drive 1042 90th Lane, NEWestborough, MA 01581 Minneapolis, MN 55434

6171366 7245 6121784 1172Dale A. Gustafson Esple M. Joyce, Jr.7724 Shady Hill Drive Box 468Indianapolis, IN 46278 Madison, NC 27025317/293-4430 919/427-0216Arthur R. Morgan GeneMorris3744 North 51st Blvd. 115C Steve Court, R R 2Milwaukee, WI 53216 Roanoke, TX 76262414/442-3631 817/491-9110Daniel Neuman Ray Olcott1521 Berne Circle W. 1500 Kings Way

Minneapolis, MN 55421 Nokomis, FL 33555612/571-0893 813/485-8139John R. Turgyan S.J. WittmanBox 229, R.F.D. 2 Box 2672Wrightstown, NJ 08562 Oshkosh,WI54903

6091758 2910 414/235-1265George S. York181 Sloboda Ave.

JANUARY 1987 Vol. 15, No.1Copyright " 1987 by the EAA Antique/Classic Division, Inc. All rights reserved.Contents2 Straight and Levelby Bob Lickteig4 A/CNewsby Gene Chase5 Vintage Seaplanesby Norm Petersen6 A Pilot and Plane from EnglandAuster Mark 6Aby John Morris and Norm Petersen11 Calendar of Events12 Type Club Acti vitiesby Gene Chase13 Vintage Literatureby Dennis Parks14 Volunteers . . . A Book of Heroesby Art Morgan and Bob Brauer

15 Roger and Belinda Dunham's Waco YK5-7by Gene Chase16 Wedell Williams Photo Albumby Truman "Pappy" Weaver20 A Pair of British Veteran Aircraftby Michael Peare Page 1621 Book Reviewsby Gene Chase22 Restoration Corner ... Steve Wittman onTaxi Tests, Firs t Fligh t and De-buggingby Norm Petersen24 New Productsby Gene Chase25 1940 Experiment in Air Freightby Bob Geier26 Volunteers At Workby Gene Chase27 Mystery Planeby George A. Hardie, Jr .27 Sun 'n Fun Reservation Form28 Welcome New Members

FRONT COVER 1916 Sopwith Pup N5195/G-ABOX on a beautifulgrass field in England. See story on page 20.(Photo by Mark Edwards)BACK COVER John Morris flies his award-winning silver and blackAuster Mark 6A over the farmlands of Illinois. For the story on th isex-warbird , see page 6. (Photo by Ed Burns)

Page 6

Page 20


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Compiled by Gene Chase

RARE AERONCA LC ON DISPLAYAT EAA AVIATION MUSEUMOne of only two Aeronca LCs knownto be flying in the U.S. today has beenplaced on display in the Antique andClassic Gallery of the EM AviationMuseum. This beautiful aircraft was restored by Dave and Phyllis Powell EM194005) of West Des Moines, Iowa overan eight-year period from 1975 to 1983.Dave and Phyllis along with theiryoungest daughter lost their lives in anaircraft accident in July 1986 andDave's sister, Julene Powell, executrixof the estate, made the Aeronca available to EM.The plane had been idle for fourmonths and EM members Harold andMike Lossner and Tom Burmeister ofDes Moines prepared it for its flight toOshkosh on November 5 1986. It wasflown here by member Jim Thompson,

who owns the other flyable Aeronca LC.The 1937 LC is registered NC17484,SIN 2060 and was one of the last of thelow wing series manufactured. It is powered with a 90 hp Warner. An articleabout this aircraft appeared in the August, 1983 issue of THE VINTAGEAIRPLANE.

NASM TOUR, APRIL 25-26The 7th annual tour of the NationalAir and Space Museum's Paul EGarber Restoration Facility will behosted by EM Chapter 4 of the Washington, DC area. This program has

SKYWAYSThis was the subject of Dennis Parks'"Vintage Literature" column in lastmonth's issue of THE VINTAGEAIRPLANE. SKYWAYS was the title ofa magazine published from 1942 untilthe final issue in 1963.A publication titled SKYWAYS willonce again be available to aviationbuffs, this time in the form of a quarterlyjournal starting with the January, 1987

issue. The complete title of this newpublication is SKYWAYS the Journalof the Airplane 1920-1940.In addition to featuring aircraft andevents of that period, a Models sectionwill show work in various areas of scalemodelling of the '20s to '40s, includingstructural and three-view drawings.

Carl Schuppel PhotosJim Thompson and theAeronca Le.

New York address (see above).The current December 1986 issue ofWW I ero is the 25th AnniversaryIssue. For this we congratulate Leo Opdycke and wish him equal success withhis new venture, SKYWAYS.

NOMINATIONS FOR ANTIQUECLASSIC DIVISION OFFICERS ANDDIRECTORSIn accordance with the Division'sBylaws, the terms of six Directors, theVice-President and Treasurer will expire at the Division's Annual BusinessMeeting at Oshkosh, Wisconsin on Friday, August 7 1987. In addition it isanticipated that a Resolution to amend


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Headquarters (contact Mrs. Carol FAA GRANTS ADDITIONAL AP 3 Because of its higher volati lity, auBlake) . Each nomination form must PROVALS FOR AUTOGAS USE togas may increase the tendency tocontain a minimum of ten (10) signa ward carburetor icing . Antiquetures of members in good standing, to The M Flight Research Center has airplanes could have marginal or nogether with their membership number been working with the FAA to allow cer carburetor heat rise. Caution shouldand expiration date. The nominating tain airplanes whose type certificates of be used when icing conditions arepetition shall contain a brief resume of "Group 2" documentation did not call present.the nominee's experience and back out the use of aviation gasoline (refer 4 The higher Reid vapor pressure ofground and shall be accompanied by a ence was made to "gasoline"), to use autogas contributes to the tendencyrecent photo. To be eligible for nomina autogas. The rationale was that toward vapor lock in fuel systems oftion, a candidate must be a member in airplanes could use any gasoline since inadequate design. Since no testinggood standing. no specific gasoline was mentioned in has been conducted in these antiqueNominating petitions must be submit the certification paper work. We have aircraft, caution should be usedted to the Chairman of the Nominating received written confirmation from especially in low wing airplanes.Committee, clo of M Headquarters, the FM that "ATC" and "Group 2" The approved airplanes make up ano later than the end of the sixth month airplanes approved prior to July 10, list of over 100 manufacturers repre(February 28 prior to the annual busi 1929 can use autogas without the senting over 900 different models. Inness meeting. Voting instructions and need for a Supplemental Type Certifi cluded in this list are:the official ballot will be published in the cate (STC). Aeronca C-3June, 1987 issue of THE VINTAGE Although these aircraft likely used au Curtiss RobinAIRPLANE. togas in the 1920s, modern autogas is Travel Air 4000 (Curtiss Wright)formulated differently. The M has not Fairchild KR-21tested autogas in these airplanes and Fleet, 1, 2, 7, 9HOW TO ORDER the following should be considered be Ford Tri MotorThe following information was inad fore commencing its use. Great Lakes 2T-1A seriesvertently omitted from the book review 1 Both leaded and unleaded autogas Lockheed Vega serieson Iowa Takes to the ir - Volume Two can be used but unleaded is recom Monocoupes - variousin the November 1986 issue of THE mended because of the absence of Stearman C-3-BVINTAGE AIRPLANE: Order from potentially corrosive chlorine andlor Stinson SM seriesAerodrome Press, Box 44, Story City, bromine lead scavengers. Timm CollegiateIowa 50248 for $24.95 postpaid. Iowa 2 The affects of additives or high Waco ASO, ATO, GXE, RNFresidents add $1.00 state sales tax. concentrations of aromatics have For additional information, call DickWe regret any inconvenience this not been tested in the fuel system Roemer, Senior Project Engineer, atomission may have caused . components of these airplanes. M Headquarters, 414/426 4800

VINTAGE SEAPLANES -


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A PILOT ND PL NE FROMENGLAND Auster Mark 6Ay John Morris and Norm Petersen

(Photos courtesy of John Morris, exceptas noted)It's the next best thing to an opencockpit.So says John Morris of his rare Auster QA . ''The visibility is incredible. Butthen it ought to be, surrounded by allthat perspex.All that what? Yes, perspex. You folks

they're there. Much of the structurelooks the same; the wingspan's thesame; the airfoil is the same NACA23012. However, nothing is interchangeable with the American-builtcousins.And for those of you who ask why theBritish turned a perfectly good, 1,200lb. gross weight T-craft design into a2,300 lb. beastie, there is an answer:

. ,It,was decided to build the TaylorcraftModel B instead of the A, with variousrefinements to meet different Britishstandards.Manufacture began at the end of1939 with the British Model C, poweredby a 55 hp Lycoming 145. Some 24were built before World War II broke outin September, 1939.Taylorcraft replaced the Lycoming


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Auster A.O.P. 6 (later G-APRO) in its early life as an aerial observation plane in Seoul, Korea. Picture taken at K-16 airfield onSeptember 10 , 1954 by Charles N Trask (EAA 69291, AlC 3163), York Haven, PA.


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Off loading the Auster following shipment from England in the John peels off some scale as the framework is bared for asummer of 1984 at The Landings near Huntley, I llinois . Note the complete rebuild. Overall condition of the airplane was verylarge oil tank mounted on the lower firewall. good considering the trials and tribulations of over 30 years ofservice.

Photo y Gene ChaseSide profile of Auster G-APRO (NX370WJ) at Oshkosh '86 reJulie Morris dopes the surface tapes on the ailerons as the veals Taylorcraft influence in overall design, especially in therebuild begins to go together. Note quality of workmanship NACA 23012 series wing. Silver and black paint scheme is verywhich caught the judges eye at Oshkosh.was with bureaucracy, but it finally won.In early 1942 the Army received its firstTaylorcraft Auster 1 (really a modifiedPlus D . And so the Auster line wasborn . Just

rich looking.including G-APRO.This particular aeroplane began in lifeas a 145 hp, Gipsy-powered, green andbrown camoflaged AOP6 in January1952, and was lent by the RAF to the

posed by the Official Secrets Act onopening up 651 's logbooks and newsletters expires this year, so somethingmight come to light.The Auster quietly returned to Eng


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Photo by Norm PetersenHead-on view shows what a bug sees just before he enters the cooling air intake The German-made Hoffman propel ler works verywell according to John - albeit a it spendy


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Photo by Gene ChaseTail surfaces of the Auster reveal excellent workmanship andmeticulous rib stitching. Our FAA is to be commended for allowing the English registration to remain on the aircraft along withthe U S registration on the rudder.and was a member of the panel thatinvestigated the DH Comet airliner disasters in 1954.On leaving the service he acted astechnical advisor to such films as ThoseMagnificent Men n their FlyingMachines and lue Max and in 1964 hebecame president of the Popular FlyingAssociation .He regularly flew the ShuttleworthTrust's aeroplanes, and personallyowned a Tiger Moth and a Spitfire aswell as the Auster.Not surprisingly, the ShuttleworthTrust engineers were called upon tocivilianise WJ370, and it flew from OldWarden aerodrome as G-APRO in 1961- the first civilian conversion of thatmark of Auster. Allen Wheeler used itmainly to commute between his homeand the Trust.He owned G-APRO until his death in1984 at the age of 80, and it becamewell known in British aviation circles ashis personal mount.Enter John Morris and his wife, Julie.They visited England in December 1981and saw G-APRO lurking quietly in ahangar in the Shuttelworth Trust. Theyalready owned a Taylorcraft BC-12Dand were dreaming of buying a Britishcousin as a stablemate.Allen Wheeler was willing to sell , butthe price was more than they could af

Photo by Gene ChaseUnique trailing flaps are constructed of metal and quite effective, allowing the useful load of 800 Ibs. to be handled nicely.Large perspex roof can be warm in the hot sun!

Photo by Norm PetersenA smiling John Morris holds the plaque awarded at Oshkosh '86 for the OutstandingLimited Production Aircraft in the Classic Division.


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Irish linen on it proved to be over 30years old , and wasn't quite a match forthe fabric testerNothing to do but recover it. "So wethought we 'd do a complete rebuild, "said John. "And that's a story in itself,especially as neither of us had everdone this before .Fourteen months and 1,500 man andwoman hours later, and with the help ofmany fr iends with their various skills, GAPRO flew again in October 1985. Johnhas flown 60 hours in it , and owns theaeroplane alone since he and Julie arenow divorced.Although it would pass muster as agenuine warbird, John decided not tocamouflage the Auster but to leave it incivilian colors in deference to AllenWheeler. In addition, John grew up asa line boy at the Battle of Britain airfieldat Biggin Hill in Kent, and his personalnostalgia harks back to days whenCessnas were rare and all Austers which formed the backbone of Britishflying clubs - were silver.I always dreamed of owning one,and now I do. It's funny that the dreamcame true on this side of the Atlantic ,he said.John is business editor of the Milwaukee Journal newspaper, and stillflies the Taylorcraft as well as the Auster. He is also building an aerobatic version of a 1946 Taylorcraft with a 180 hpLycoming engine, "but you won't seethat for a few years yet ," he smiled.No other Taylorcraft-type Austers arecurrently flying in America. AnotherMark 6 is under rebuild in Oregon; apurely civilian J-1 Autocrat with a Cirrusengine is a candidate for restorationwith the Mid-Atlantic Air Museum; anda Lycoming-engined Mark 5 is stored inIdaho. In addition two or three nonTaylorcraft Mark 9s are known to existover here, although only one - CharlieLuzier's in Florida - is flying. That's itfor the US Auster population. A merehandful of Mark 6s grace the Canadianregister, but few venture south of theborder.Between 1939 and 1965 a total of3,607 Austers were built, including postwar civilian versions.

AUSTER COMBAT NOTESby John MorrisAir Ch ief Marshall Sir David Lee wrote inhis book Eastward that Austers were themost versati le of all aircraft deployed in theMa laysian campaign in 1953 and 1954,being used to mark targets for strike andtransport forces, making low level reconnaissance, constantly used for communicationsflights , leaflet dropping and casualty evacuation.Here's one short description of Austers inaction , taken from a recent newsletter of theInternational Auster Pilot's Club. It's writtenby a Mr. Barwick , who served as groundcrew in the British Army; "I came back fromTripoli in time to join 654 squadron for theinvasion of Sicily. Capt. Butterworth was ourpilot. We went up through central and eastern Sicily; charged around Mount Etna quitea lot. My job as well as engine mechanic which took up very little time - was despatch rider, anti-aircraft gunner, bren gun,part-time cook, truck mechanic, slit trenchdigger and anything else which came along ."After Sicily we loaded the Austers intotrucks for the invasion of Italy at Salerno .Captain Carr - we didn't nickname him'Crasher' for nothing - won a DistinguishedFlying Cross for doing battle with enemy regiments. In the Auster he used to offer himself as a target to tempt them into disclosingtheir positions and then bring down the wrathof whatever the artillery had on them. It washim that landed in a potato field , down therows. Once, in a bog, we had to go and turnthe kite back onto her wheels and borrow ayoke of oxen to pull it out. He flew high ranking officers to look at the ground they wereapproaching and seemed to be completelyoblivious to the risks he took. He crashed sooften only because he insisted on flying fromthe strips that were most convenient from agunnery point of view. One strip, 113 of mypaces was regarded as long enough, was aclover-like crop which when wet with dewgave no braking. It terminated in a ditch. Thetrick there was to get up before light and landin first light, which meant a wet surface. Afterhe 'd slid into the ditch we had a broken prop ,bent exhaust stub and bent longeron to fixbefore the next morning. We, the groundcrew, decided to be brakes. To this effect wewaited a few yards from the ditch and triedto grab the struts as the kite hurtled by. Itonly partially worked and tended to end upC LEND R O EVENTS

with the whole bunch of us in the ditch withthe prop to change and the longeron tostraighten out. The Austers were definitelysecond hand when we'd finished with them."Once we had a mainplane wrecked on aMark 4 and they sent us a Mark 1 mainplane.We fitted it. The first Auster with flaps on oneside only The C. O. came to fly it out - wetold him not to use his flaps, or if he did, toexpect some funny effects."The Austers were popular with our frontline troops because after Crasher's effortsthe enemy were loth to use their guns whenone was in the air. I remember the 2nd Paratroop regiment holding a section north ofCasino complaining about there being nopeace at meal time - until they gave us thetimes required and we put a stooging flightfor them which ensured a peaceful mealbreak."The Germans had Storches to do thesame job but they were far too big. We coulddig in an Auster in a few minutes and with acouple of nets it could be hidden very effectively. The Americans had Pipers, but theydidn't seem as effective as our Austers(perhaps they didn't have enough Crashers).The British Government's Official Historyof World War II states that at the Battle ofAnzio the Germans soon associated the airobservation posts with their difficulties . 'Thegreat activity of American and British spotteraircraft , which were unaffected by theweather because they hopped off and on totheir airstrip and flew very low, gave the Germans the impression that all the ir preparations were observed, and lowered theirmorale .' But there were losses; two BritishAusters were shot down and their pi lots killed; three more with artillery and anti-tankguns closely packed in a small area, werehit by their own shells. At Anzio, not onesingle sortie was called off for unserviceability or abandoned for engine failure ."Normally an observer was not carried unless enemy fighter aircraft were expected inthe vicinity: then the observer would watchfor those while the pilot carried out his normal spotting duties.

After the war many military Austers wereconverted into civilian airplanes, and manymore were built specifically for the civilianmarket. Between 1939 and 1965 a total of3,607 Austers were built, including the civilian versions Three Rivers, M149093, 6161279-2540.


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I ~ y p lu ActivitiesAERONCA LOVER'S CLUB

Emergency Locator Transmitters(ELTs are required equipment on mostof the vintage aircraft flown by EAA Antique/Classic Division members. Thefollowing maintenance tips appeared inan issue of the Aeronca Lover's Clubnewsletter and are reprinted here as animportant reminder.To continue to fly legally, the batteryin your ELT must be replaced accordingto the date shown on the sticker. If thesticker is missing you can remove thebattery from the case and check thedate on the battery itself. It makes it allthe easier if you record the date in theaircraft log book, too.For most batteries, the replacementtime is 20 months although it does varywith different makes and models. CAUTION - observe how the battery is installed. If the replacement battery is installed backwards and/or the leads connected improperly the ELT will be permanently damaged. Be sure to connectthe red wire to the red wire and theblack wire to the black wire.Also, before discarding the old battery you should clip the wires off so theycannot make contact. If they do makecontact the battery can get very hot andmay start a fire in your trash can.For information on the AERONCALOVER'S CLUB contact Buzz Wagnerat Box 3, 401 1st Street East, Clark, SD

Compiled y Gene Chase

It seems that a number of ADs weredropped from active listing after the war.Those who are restoring pre-war Chiefsor tandem models should contact theAERONCA CLUB for a copy of theseADS.On another subject regarding Continentals, if you need an up exhaust engine for your pre-war Aeronca or PiperCub Coupe, it is legal to install the upexhaust cylinders from the -3 engineonto the -8 engine. We were aware thatthey would fit, and we have the correspondence from Continental confirmingthe legality per Continental Service Letter 47-16. If you are contemplating such

a conversion, drop us a line for additional data.For more information on theAERONCA CLUB, contact Augie andPat Wegner, 1432 28th Court,Kenosha, WI 53140. Phone 414/5529014.

FUNK AIRCRAFT OWNERSASSOCIATION1986 Annual Funk Fly-In

Many owners of Funk aircraft attended including 13 Funks and severalothers types. The airport at Coffeyville,Kansas was immaculate thanks to BobIngmire, the new airport manager (histitle is Airport Industrial Complex Coordinator) . He gave his full support to the

HEATH PARASOL CLUBThe one and only Heath Model TN is

owned by Paul Schumacher (EAA246138, AlC 9423), 18430 U.S. 12East, White Pigeon, MI 49099. Paul isrestoring this rare, two-place Heath andis looking for a Velie M-5 engine.Jim Jacobson, (EAA 11188), 2461Lake Street, Niles, MI 49120 is lookingfor Heath Super Parasol parts and aHeath/Henderson engine for the localEAA Chapter 865 project of building upa Heath for donation to the Smithsonian's National Air and Space Museum.Anyone having information and/oravailable parts, etc. is asked to contactthese gentlemen direct.For information on the HEATHPARASOL CLUB, contact Bill Schlapman, 6431 Paulson Road, Winneconne, WI 54986. Phone 414/5824454.

TWIN BONANZA ASSOCIATION'87 Convention HeadquartersChangedAs announced in the November 1986issue of THE VINTAGE AIRPLANE theFirst Annual Twin Bonanza AssociationConvention will be held at Jekyll Island,Georgia, May 22-23, 1987, but theheadquarters site has been changed


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Heath Airplane Company, Inc .Chicago, Illinois

turrnlhilltl fur _\ir ([raft. ~ : ~ ~ ~ _ H : . ~ ~

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St:RV O: QL ' AI.IT\'

Heath 2B Tractor Biplane2B Motor ror this Machine, $550.00

Price, complete, ass emb led.with motor. . . . .. . .$1,975.00P r J C W ~ ~ ; h ~ t ~ i ; i : ~ ~ ~ e r i a . l . i ~ t ~ . ~ ~ I ~ ' . . .$ 3 2 ~ : ~

24 U holts 1.9236 1)32' 1] holts . 1 . 2 ~12 Ytll" U l t ~ . . . . . . 1.108 Yiu N angle holls .. .. ... . .XlI3 I.h!i. No. 12 aviator wire .. J.9SI'lal('(1 slock for rIIllllin!!: J,::{'ar. . 1.2';1 Ile;tth lIIonopl;ant'TIIllnil11!: gear. i(I.l MI Box assorted holts .. . .HOI Box assorted ..crcw ." . .\:iI Aviator scat . . . .. .... S.5075 Ft. cahie stranll.. ~ A ;7S Ft. .I:.t cahle strand. . 4.S0IOU Ft. t ("ol1lr :11cahle . .. . . . 11l ..iO1 Set Heath .lipl:l.I1c 'itlinl-!"... .. . 12 .00.16 No.2 standard t\lrnh\lckllS.... 2.X


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YOLUtl,.EERSBool Of Heroes

Photo by Jack McCarthyUnfortunately, not everyone could be present for this group photo of the Antique/Classic Aircraft Parking Committee at Oshkosh '86.(L-R) Back row standing - Bill Campbell, Earl Nicholas, Ted Peterson, Ben Olcott, Jerry Hanson, Geoff Foote, Karl Bishop, ReinhartKuntz, Jeff Hinklin, Roy Hinklin, Peter Vine, Cletus Cisler, Selene Bloedorn and Anna Osborn.Back row, on bikes, etc. - Geoff Robinson, Tom Howard, Ann Howard, Milon Thorley, Brett Howard, ob Brauer (kneeling), KenKuick, Bob Mason, O'Niel Gederos, and Bob Majka.

by Art Morgan and ob BrauerThis first installment of a new monthlyfeature in THE VINTAGE AIRPLANEwill serve as an introduction to a column

(achievements and qualities). One whoshows great courage.So says the well-known word merchant, Webster in his New Collegiate

few that aren't so free. That's quite avariety, don't you agree?In describing EAA volunteers, we saythey are a unique group of people who


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Photo by Jack McCarthy(L-R) Bob Brauer, Art Morgan and Dani Sandlin. Bob and Art are co-chairmen of theAntique/Classic Aircraft Parking Committee at Oshkosh.is the common bond.They are there every year - everyfly-in - everywhere - working 10-12hours and more a day. They're out inthe sun or rain , or working in a hotkitchen. They are bumping their back

sides into black and blue blisters ridingover a rough field on a motor scooter ,designed for sidewalks.You can recognize these volunteersat a glance. They are the ones with thesunburned nose and wet feet with a

dirty, sweaty M cap screwed downon their heads so the wind won't blowit off. They are the ones with that certainsparkle in their eye, and a big, widetoothy grin stretching from here to therethat says for all the world to hear. Hotdog. That's fun .Here is where the stories will be toldof those behind-the-scenes heroes whodo it because they love it And we wil ltell it because they deserve itIt's our honor this month to give a tipof the Oshkosh kepi to all EM volunteers, past and present. Stand tally'all.By the way, Join us and you have itall . .

Editor s Note: Art Morgan is amember o the Antique/Classic Division board o directors and BobBrauer is an advisor to the boardThey have long been involved withthe Division s volunteer program atEAA s Annual Convention atOshkosh and will co-author amonthly column on the subject. Theauthors intent is to recognize theefforts o these dedicated people atall levels from the smallest localchapter activity to the annual big oneat Oshkosh . . . G.R G

ROGER AND BELINDA DUNHAM'S WACO YKS-7

I,Roger and Belinda Dunham with daughter Blair.

Wacos for a customer, a 1934 modeland a ZPF.Roger Dunham (EAA 90676, N5912), his wife Belinda and daughterBlair had an uneventful flight to Oshkosh behind the smooth-running 220 hpJacobs. Roger has it fitted with a fixedpitch wood propeller which he saysyields .115 mph cruise, a noticeable im-provement over the original CurtissReed metal prop.Roger isn't new to Wacos, havingowned a 1936 YKS-6, NC16236 whichhe sold in 1985 to a fellow in eastern

colors of the Civil Air Patrol , and hopefully will be flying sometime this year.The Dunhams camped in the ShowPlane Camping Area at Oshkosh '86and thoroughly enjoyed meeting manynew friends. He particularly had a goodtime flying in the Parade of Flight onTuesday, August 5. He followed anolder Waco in the traffic pattern and enjoyed being a part of the show.Roger calls the Annual EM Convention and especially the Parade of Flight,a great tradition and he plans to attendthe 1987 event and partake some more


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Air Force PhotoJimmie Haizlip, being congratulated by Amelia Earhart and Senator HiramBingham. Jim had just returned from New York after setting a new transcontinental record of 10 hours and 19 minutes.

by Truman C "Pappy WeaverEAA 151476, AlC 7699)P.O. Box 707New Baden, IL 62265

PhotoEditor's Note - Truman C. "Pappy"Weaver is a recognized authority on air

race history, especially the 1929-39 era.His intense research has producedsome of the most comprehensive articles of that period. He also co-authoredwith S. H. "Wes" Schmid, the EAA publication , he Go den Age o Air Racingrecently re-printed in two volumes totalling nearly 600 pages. Pappy is a retiredU.S Air Force command pilot and holdsseveral FAA pilot ratings . Until recentlyhe lived on the airport at the originalWedell-Williams Field at Patterson,Louisiana where he was curator of theWedell-Williams Memorial Aviation


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, Wedell-Williamslbum

Museum. This museum was established by the Louisiana Legislature asthe Official State Aviation Museum andis responsible for the preservation andexhibition of documents concerning allof Louisiana's aviation history. TheWedell-Williams Memorial Foundationhas several levels of membership participation starting at $15 per year. Membership includes a quarterly newslettercontaining much air racing history anddetailed accounts of yesteryear's aviation events. These newsletters, titled ,Home Pylon News have become collectors items among aviation historybuffs G. R C.

-Roscoe Turner and, I believe, Cecil B DeMille, M M movie director, with theGilmore Special - taken in California in 1932. Note Gilmore Lion Cage inbackground.


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University of ew Orleans PhotoPart of the Wedell-Williams crew - taken inPatterson during September, 1930 Acrossthe top: Doug Worthen, Frenchy Fortun,Harry Williams, R Henderson, EddieRoberton, Charlie Fersen, Stanley Lasha,Tom Lemmon. Sitting: Snake Hurst, RHendrick, A. J. Shine Adams and FultonDub Felterman. Aircraft pictured is .the#90 Cirrus Racer, the Wedell-WilliamsLockheed Sirrus NC-167W - left wing of#90 We Will and right wing of WeWinc #92 just visible.

Wedell- WilliamsPhoto Album

Lockheed Altair departs Patterson Airport. Thought to be James G Hall's aircraft. He had held Three-Flags recordprior to Jim's 1931 December speed run.Hall had been in Patterson during p-tember 1931 to have long range fuel tanks


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The Wedell-Williams 92. Picture takenin Cleveland shortly after Mary Haizlip'sworld record run of 255.513 mph.

Wedell-Williams 44 shortly after theBendix Race 1932 - note oil streaks onfuselage. No outward visible changeswere made for the three-capital recordflight.


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A PAIR OF BRITISH VETERAN AIRCRAFTby Michael Peare12 Nash DriveRedhill RH 1 LHSurrey England

The Sopwith Pup N5195/G-ABOXwas built in 1916 and was last flown inOctober, 1918. It was discovered byDesmond St. Cyrien in a grain silo in1960 and he acquired it and stored ituntil the late seventies. Desmond's lastPup N5182 was put into the RAFMuseum at Hendon leaving Desmondwith nothing to do so he decided to re-store N5195.N5195 was rebuilt with the aid ofBritish Aerospace, British Caledonian ,and several local companies. The engine was dug out of the ground in Salisbury Plain and rebuilt using French,British and American components plus

locally machined items. Andrew Cox rebuilt the engine, a LeRhone rotary of 80hp.Altogether a lot of effort was put intothe rebuild of this aeroplane, and I feelvery honoured to be the appOinted pilot.The Pup flies like an angel and doestighter turns than anything I have yetflown. She's a gentle and easy aeroplane to fly.I am trying to get some decent aerialphotographs, but since the Pup canonly fly when the airport director's backis turned, this is difficult.The Heath Parasol is an Americandesign and this one, G-AFZE, was builtin the late twenties in Epsom, England.It is powered with a Bristol Cherub twocylinder aero engine of 32 hp. Thisaeroplane has a long history of crashes.It has done more miles on the road than

in the air, but when flown properly issafe enough.The Heath has been stored for anumber of years, but now it is to be re-built yet again, continuing its colorfulcareer.

Editor s Note - This article and accom-panying photos were obtained by An-tique/Classic Director Gene Morris oRoanoke, Texas. Gene flies for Amer-ican Airlines and met Michael Peare onone o his layovers in London. We havesince learned that the Pup was dam-aged in a crosswind landing at MiddleWallop. Pilot Peare was unhurt but thePup received damage to its landinggear, upper wing, engine casing, cowl-ing and propeller. It is being rebuilt. . .. G. R C


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by Gene Chase

BOX SE T OVER HELL by Hardy D.Cannon. Published by the author1985. 138 pages numerous photos.This is the true story of America's

World War II Liaison aircraft and thebrave men who flew and maintainedthem. From training bases in the Statesto combat areas in Europe, Asia andacross the Pacific, these L-Bird missions were vital to the war effort.These light, unarmed aircraft wereflown under extreme conditions, fromdecks of ships, narrow roads, unprepared fields, wherever and wheneverneeded. Read about General Patton 'suse of an L-Bird, how one of the Grasshoppers downed an Me 109, how a

Liaison pilot downed a German Storchwith his .45 Colt.The reader is in for some surprises .. . most of us know the designations ofthe L-Birds but how many know thatMonocoupe built some. The researchby author Cannon and his friend BillStratton (EAA 147044, N 6853) hasresulted in a book you will not want toput down until you've read it all. Thisbook is long overdue and is guaranteedto bring the respect so well-deservedby everyone involved in the wartime operations of L-Birds.Order for 7 .50 plus 1 .50 postagefrom : Hardy D. Cannon, Rt. 5, Box388M, San Antonio, TX 78221 .

named Ole Miss for the state of Mississippi landed before a wi ldly enthusiastic crowd of more than 30,000well-wishers , AI and Fred Key hadstayed above the earth longer than anyother human beings.For 653 hours and 34 minutes - a totalof 27 nonstop days and nights - thebrothers had circled the city of Meridian.Had their flight been in a straight line,they would have circumnavigated theglobe more than twice. Not until 1973would man stay above the earth longer- when NASA's Skylab II mission waslaunched.Although other brief accounts of theKey Brothers' long-standing world record flight have been written , SteveOwen's book is the first comprehensive

improvised with pragmatic down-homeAmerican ingenuity. For example, thefuel shut-off valve in their refuelingequipment is virtually the same as usedin today's daily air-to-air refueling missions by the military.The brothers had lots of help in theirefforts and they earned the support ofnot only the local townsfolk, but somewell-known aviation personalities including (then) Major Claire Chennault.One of their prinCipal motives for theendurance flight was to draw attentionto aviation in the Meridian area so thatthe Municipal Airport would not be converted back to farm land. This they accomplished and lots more. When theU.S. was drawn into World War Two, AIand Fred Key enlisted and both flew


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Restoration CornerThis is the twelfth and final installment

o the current series o Restoration Cor-ner articles. he series began in theFebruary, 1986 issue o THE VINTAGEAIRPLANE and the subjects covered aresummed up in President Bob Lickteig'sStraight and Level column on page twoo this issue. he intent o the series wasto present information of general ratherthan highly detailed nature, thereforemore could have been written on eachsubject. We encourage readers to sharetheir restoration techniques with us forfuture Restoration Corner articles.. . . GRC

STEVE WITTMAN O TAXI TESTSFIRST FLIGHT ANDDE-BUGGINGy Norm Petersen

imaginary hand that would twist the fu Steve Wittman's wise words comingselage opposite to the crankshaft rota from sixty years of experience: "Don'ttion . "This was a bunch of gobbledy fly until you are ready to fly. And whengook " ready, have your mind made up - don't"I once flew Bonzo into Cleve land for extend the agony " Steve relates howthe National Air Races only to read a they once lost a "Knight Twister" at Osh

It is one thing to spend years restoring an airplane with attendant sorehands, tired muscles and a flat pocketbook - only to suddenly realize - nowyou have to fly the critter To enlightenus on the many details of flying a newlyrebuilt airplane for the first time, weasked the old master, "Steve" Wittmanto give us his thoughts on the properprocedure.The first item on the agenda, according to Steve, is to properly "rig " theairplane during final assembly. This includes putting in the proper wing dihedral and wing incidence. And when establishing incidence, don't forget the all .important "wash-out" at the wingtips perthe manufacturers recommendations."Wash-out" tips the trailing edge of thewingtip upward, allowing the wing tostall first at the root of the wing progressing to the wingtip in a very controllablefashion. "Wash-in" lowers the trailingedge of the wingtip, causing it to stallfirst. This is a bad situation for tworeasons: The stall is violent and uncon

story in the evening paper that itcouldn't fly Supposedly, there was insufficient aileron to offset the hugeamount of torque The newswriter estimated that 300 mph was necessary before Bonzo would fly straight and levelI am most happy to report that such wasnot the case " Steve went on to explainthat when you have a mid-wing aircraftusing a thin wing section with a largechord, the propeller slipstream is "antitorque" as it goes by the wing, allowingthe aircraft to be nicely controlled by theailerons about the roll axis.Once the rigging is determined to beokay, the taxi tests may begin. This isalmost an art in itself and should onlybe attempted on a tail dragger if youhave tailwheel experience. Without experience along this line, the taxi testscan be dangerous endeavors If youdon't feel comfortable making the taxitests yourself, by all means, swallow thepride and find a competent taildraggerpilot whom you can trust.The taxi tests allow you to checkmany items, including wheel alignment,brakes, tailwheel control, rudder effec

kosh because the pilot wasn't sure whathe wanted to do. Making a high speedtaxi down the runway with the tail in theair, the pilot abruptly closed the throttleand lowered the tail. The resulting increase in angle of attack caused theTwister to leap some 10 feet into theair. The pilot was so surprised he "lostit" and proceeded to wrap the small biplane into a ball.


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According to Steve, his normal proce co-pilot's seat. Following take off, Steve Close fitting fairings are important alongdure is to take off and climb for altitude, says, "I was in the right seat as we with eliminating lumps, bumps and exwatching the temperature gauges leveled off in cruise and the pilot turned traneous protuberances. Be very criticalclosely. Once he has 1500 feet AGL, he it over to me . After a few turns, I slowed of any intersection of less than 90 dechecks for wing heaviness and pro the bird to check the stall. The pilot grees as they create extra drag . Roundceeds through stalls and slow flight. looked over at me and said, 'Watch it, tubes should be faired to a streamlineThis helps to relieve the tension about it comes off the hook pretty fast ' Be shape and gaps should be sealed.coming in for a landing . If the aircraft lieve me, never in my life have I heard Good common sense will help a greatwill stall at the proper nose-high at a better description It was a clean, deal in ''tweaking your airplane to op-titude, he knows it will make a three sharp, abrupt stall - just like someone timum performance. Even a close lookpoint landing. (And a minimum of 1500 had cut the string " at a Wittman "Tailwind" will give you afeet is the best insurance you can have When queried about the age-old number of clues as to making anwhen doing these manuevers.) question of toe-in versus toe-out, Steve airplane go fast. A look at the strut stubSome years ago, Steve was invited thought a minute and answered, "Toe reveals a cleaner juncture as the boltto fly another racing airplane, only to in is the worst of the two as it exacer head and nut are moved out of the highdiscover in flight that it had a vicious bates the swing of a turn arid makes it speed air Even the wing roots and thestall and would not get into a normal worse. Toe out is easier to control , how wingtips are tapered down in size tothree-point attitude The only option left ever, on hard surface runways, it will save drag on each end. Little, tiny imwas to make a tail high wheel landing, wear out a set of tires in nothing flat I provements, when all added together,which he did with the usual Wittman have always liked 'straight ahead' the make for a very fast airplane.finesse. After the flight, he wondered best with neither toe-in or toe-out. I love One of the real joys in life is to sitwhat might have happened if the engine grass over hard surface runways as you back and observe Steve Wittman lookhad failed, as it would have been an can fly for years from a grass runway over an airplane from nose to tail. Asabsolute bearcat to land without power. and never wear your tires out The in each part is examined by Steve, youCuriously, the owner never gave so side of the tire carcass will look like new can almost hear his brain figuring out amuch as a hint of the weird flight charac after many years while the outside gets way to make it go 25% faster. It is justteristics before the flight all weather checked and cracked." a natural thing with Steve - and afterThe nearest thing to such an unusual When it comes time to get your nicely sixty years of dOing the same thing flight envelope in a commercial airplane restored classic or antique up to its ad- you get pretty good at itwas a twin-engined pusher amphibian vertised cruising speed, Steve says Thank you, Steve Wittman, fo r settingwhich Steve was invited to try from the there are many little things to consider. an example for the rest of us to follow .ASP TI RE UVE IT

\ The fabulous times of Turner. Dooli ttle Wede lland Wittman recreated as never before in this600-page two-volume series. Printed on high gradepaper with sharp, clear pho to reproduction. Officialrace resu lts 1927 through 1939 - more than 1,000photos - 3-view drawings - scores of articles aboutpeople and planes that recaptu re the glory, the drama,the excitement of air racing during the golden yearsVolume 1 and 2 sold at $14.95 e ch add $2.00postage for first item and $1 00 for each item thereafter - a tota lof $3.00 for both volumes. SPECIALOFFER With pu rchase of both THE GOLDEN


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~ w Vr- )ductsCompiled by Gene Chase

GUIDEBOOK FOR AVIATION HISTORICAL RESEARCHERSA new, specialized report has beenproduced by the Ottawa Chapter of theCanadian Aviation Historical Society inresponse to a perceived need for aguidebook to assist aviation historicalresearchers in finding their way about

the complex and confusing structure oflibraries, museums, institutions, clubs,etc., in the Ottawa region that collect ,husband and dispense information inthis field . To the embryo researcher itcan serve as a primer on where andhow to get started ; and to the more experienced it can help speed access anddo much to ensure that comprehensivesearches are done.The booklet is entitled A Survey ofSources of Aviation Historical Information in the Ottawa Region. In its presentfirst edition form it lists approximately30 primary sources of information andeach is described in tabular form according to the resources offered, the location, address(es), contact persons,nature and cost of services available,accessibility , physical amenities, andhours of operation. In each case a briefdescription is provided of the scope anddepth of the information available. Asresponse to the report and circumstances warrant, the contents willbe updated periodically to include additional significant sources (including private collections), and may ultimately include repositories outside the Ottawaregion as well. A short cross-index listssubject categories of research andserves to bring the researchers' attention to specific sources that may bemost relevant to his or her area of study.For reasons of economy, and in recognition of the highly specialized natureof the guidebook, only a limited numberhave been published and placed at

D) Toronto Public Library , 40 OrchardView Blvd., Toronto, Ont. , M4R 1B9.E) National Headquarters, CanadianAviation Historical Society, P. O.Box 224, Willowdale, Ont. , M2N5S8.F) Western Canada AviationMuseum, Inc. , Hangar T-2, 958Ferry Road, Winnipeg, Manitoba,R3H OY8 .G) Canada s Aviation Hall of Fame,Edmonton Convention Centre, 9797Jasper Avenue, Edmonton, Alta. ,T5J 1N9.H) Canadian Museum of Flight andTransportation, 11040 CambieRoad, Richmond B.C. V6X 1 L2.

Over the years, many airplanes havechanged hands between American andCanadian owners, and this new information source may provide researchdata previously unobtainable or at best,very difficult to obtain.For additional information, contactMr. Christopher Terry, President, Ottawa Chapter, Canadian Aviation Historical Society, 648 Denbury Ave. , Ottawa, Ontario, K2A 2P3, Canada.

Engine exhaust gaskets by Rapco, Inc.REPLACEMENT ENGINE EXHAUSTGASKETS INTRODUCED BY RAPCO

A complete range of replacement engine exhaust gaskets have been developed by Rapco, Inc. for all Continental and Lycoming engine applications.The gaskets are being manufacturedin two types - one being a solid highcompression style, made of solid stainless steel. The other is also made ofstainless but is designed with a heavyduty spiral wound insert. This insertallows for movement between theexhaust system and the cylinderscaused from expansion and contraction . This in turn assures tight sealingof the exhaust gasses over long timeperiods.A new catalog showing engine appli


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1940 EXPERIMENT N AIR FREIGHT

by Bob Geier2202-5 River Run DriveSan Diego CA 92108

Air freight to small towns has come along ways since 1940 when experimenting with it was conducted in , of allthings, an open cockpit biplane.We have had a refrigerator shippedto Los Angeles by air from the East andfor publicity purposes need to have itshipped here to Santa Ana by air,explained the Montgomery Ward storemanager to Martin School of Aviationowner Floyd Martin in early 1940.When he described the applianceand its size, Martin said, We don 't haveany ship here that could handle that bigan item .Maybe I do, Bob, a recently licensedCommercial pilot listening to the conversation, said. I know it won 't fit intoany of your cabin jobs, but maybe I canget it into my open job. He was referring to his old Lincoln Page biplane.

switch, (there were a few less of themthan on a 747 panel) it took a little lesstime to rearrange. He fastened thepanel in place in the front cockpit withwire and reconnected the instruments.The removal of the cowling around thetwo cockpits was a cinch, exposing thetwo top longerons and somewhat diminishing the overall beauty of the fuselage.The rear joy stick was easy to re-move, and the pedals were low enoughthat they did not interfere. The planealready had dual controls in the front.So the funniest looking biplane inSouthern California was soon ready tohead to the Telegraph and Atlantic Airport in East Los Angeles to begin theexperiment in air freight.Its landing attracted a crowd, all howling with laughter at this plane with thewide slot across the middle of the fuselage. The laughter escalated to a roarwhen the Wards people set the re-frigerator in the back cockpit , resting iton the seat. Its top extended an inch orso above the top wing. The sweat (not

cockpit, Bob had to guess at where toset it for the fifteen minute flight to SantaAna. He estimated it to weigh a littleless than a man and set the control ac-cordingly.After seeing that the device was securely tied in place so it would not fall outif he should feel the urge to attempt aslow roll enroute, he ignored thefriendly advice of the local experts and their peals of laughter - andheaded for the end of the runway .As he started the take off, and hadnot seen any men with badges, he wasable to forget about the CAA but beganto worry about aircraft control. To hisrelief he found there was little trimchange from normal, except that whilehe had guessed pretty close about thestabilizer, he still had to hold forwardpressure on the stick to keep the planelevel. This got a little tiresome by thetime he reached Santa Ana.The first commercial air delivery toOrange County was completed withoutincident and with a landing that was described by an onlooker as if it was set


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Photo by Irene GomollStan Gomoll, Minneapolis, N and JohnFogarty, Roberts, WI after loading thecupola and parts for the two observationtowers fabricated by John at his homeand loaded onto his truck for transport toOshkosh. Stan and Irene Gomoll paintedthe units at John 's place two weeks priorto Oshkosh '86

VOLUNTEERST WORKby Gene Chase

Photo by Gene ChaseJohn Fogarty (EAA 24499, AlC 1834) with the cupola and its base for the Red Barn. Inthe background are the two observation towers he assembled after arrival at Oshkoshon 7/22/86 10 days before the Convention.

Photo by Gene ChaseJohn points to the ultimate location of the cupola atop the Red Barn.


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.... .. ..... .... .

by George A. Hardie, Jr.

Here's another entry in the Iightplane race in the Golden Age era. Thiswas the period when the supply ofcheap war-surplus Curtiss OX-5 en-gines was nearing exhaustion. Manufacturers were designing lighter weightaircraft to meet the rising demand re-sulting from the Lindbergh boom in avi ation. The photo is from the AI Meyerscollection in the EAA library archives.Location is not given. Answers will bepublished in the April, 1987 issue ofTHE VINTAGE AIRPLANE Deadlinefor that issue is February 10 , 1987.The Mystery Plane in the October,1986 issue of THE VINTAGE

test pilot when he flew the tests on the AIRPLANE went to press, no correctairplane. answers had been received for the OcAs th is issue of THE VINTAGE tober mystery plane.

Sun n un 87March 15-21Antique/Classic Division Room ReservationsRooms are available from Friday, March 13th, through Saturday, March 21 stat the Ramada Inn in Lakeland. Earlier arrivals may not be able to get a roomas this is prime season for all Florida motels. Room rate per night is $44.10 forsingle or double per night. One night deposit is required. Please complete thisform and mail your deposit (make your check payable to Ramada Inn) to:Rod &Sandy Spanier


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WEL OME NEW MEMBERSThe following is a listing of new members who have joined the EAA Antique/Classic Division (through October 14,

1986). We are honored to welcome them into the organization whose members common interest is vi ntage aircraft.Succeeding issues of THE VINT GE IRPL NE yvill contain additional listings of new members.Sonnenschein, Brian A. Stough, Lynn D. Mann, James R. Towerton, Carol L. J.Willowbrook, Illinois Bryan, Ohio Ontario, Oregon Austin, TexasJorgensen, David L. Gay, Steven C. Hinkle, Jim Oler, Robert GaylesRiverside , California Tunkhannock, Pennsylvania Dayton, Oh io Dallas, TexasBrasseur, Donald R. Granfors, Gary M. Simpson, G. D. Stanger, Mary LouiseNorth Andover, Maryland Inver Grove Heights, Minnesota Hanna, Alberta, Canada Poplar, MissouriPerrier, Jack Futrell, Roger Smith, Harry J. Bauer, StevenBaltimore, Maryland Wausau, Wisconsin Mason, Michigan Western Springs, IllinoisWalters, Linn Hoffman, Paul Pixley, Henry J. Shepherd, David L.Pa lm Bay Florida ,Mount Airy, Maryland Phoeniz, Arizona Bakersfield, CaliforniaMcNeill D. L. Hasenfus, William A. Pase, Richard L. Watkins, Mark D.Dhahran, Saudi Arabia Oshkosh, Wisconsin Jupiter, Florida Port Neches, TexasFox, H. B. Wheelock, Robert L. Hall, Harry Scott Dirkse, Harold D.Ickenham, Middle England Dayton, Ohio Park Forest, Illinois Holland, MichiganChristie, William C. Packard, Howard S. Warner, Joel S. King, AndrewTallahassee, Florida Laguna Hills, California EI Segundo, California Valley Cottage, New YorkGebhardt Jr., Charles Hampshire, Tom Gennuso, George Grady, John F.Lombard, Illinois Menomonee Falls, Wisconsin Lakewood, California Rockville, MarylandHurthlbise, Michael D. Holloway, Howard A. Talsma, Donald Compton, BurtCornell , Michigan Acacia Ridge, Queensland, Australia Saline, Michigan Miami FloridaHamm, William R. George, W. E. Wiesner, E. P. Kukulski, MichaelRockford, Illinois Indianapolis, Indiana Littleton, Colorado APO, San Francisco, CaliforniaMiller, Travis L. Weaver, Ted R. White Jr., Murray M. Towery, Daniel T.Lees Summit, Missouri Smyrna, Georgia High Point, North Carolina Cheswold, DelawarePohlman, Mike Mercer, Geary P. Beck, Douglas Sellers, Dorothy F.Boynton Beach, Florida Lakewood, California Plano, Texas Berwyn, PennsylvaniaRheams, William Humphreys, Randy G. Humm, Joseph D. Abernathy, TommyNew Orleans, Louisiana Levelland, Texas Bloomsbury, New Jersey Mount Holly, North CarolinaHoltz, Jeff Boos, M. L. Hoffman Jr., Paul Galpin, Henry M.Woodridge, Illinois Palatka, Florida Mount Airy, Maryland Kalispell, MontanaWoldow, Frederic Browne, A. M. Weeks, Larry J. O Connor, Timothy P.Peoria, Illinois Rosmere, Quebec, Canada Orangeville, Ontario, Canada Marietta, GeorgiaHamilton, Franklin C. Harvey, Todd E. Alexander, John Pester, W. BruceReno Nevada Highland Park, New Jersey Sacramento, California Bonita, California


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Where The Sellers and Buyers Meet...per word, 20 word minimum. Send your d 1The Vintage Trader Wittman AirfieldOshkosh WI 54903-2591.

AIRCRAFTStinson L5-E, N5624V. Partially restored. Parts,manuals complete. Two engines. Fuselage andcontrols finished. Hard work done. N. Howell, 213/3175646 or 805/488-9353. $6500.Rare 1948 Emigh Trojan, 1640 TT, C90, 460SMOH. Recent annual. $11,900 or $12,500 w/KX170A KT-78, etc. Excellent. 503/838-1292. (1-3)

PLANSPOBER PIXIE - VW powered parasol unlimitedin low-cost pleasure flying. Big, roomy cockpit forthe over six foot pilOt. VW power insures hard tobeat 2 gph at cruise setting. 15 large instructionsheets. Plans - $60.00. Info Pack - $5.00. Sendcheck or money order to: ACRO SPORT, INC.,Box 462, Hales Corners,WI 53130. 414/529-2609.ACRO SPORT - Single place biplane capable ofunlimited aerobatics. 23 sheets of clear, easy to

follow plans includes nearly 100 isometrical drawings, photos and exploded views. Complete partsand materials list. Full size wing drawings. Plansplus 139 page Builder's Manual - $60.00. InfoPack - $5.00 . Super Acro Sport Wing Drawing $15.00. The Technique of Aircraft Building $10.00 plus $2.00 postage. Send check or moneyorder to: ACRO SPORT, INC., Box 462, Hales Corners, WI 53130. 414/529-2609.ACRO II - The new 2-place aerobatic trainer andsport biplane. 20 pages of easy to follow, detailedplans. Complete with isometric drawings, photos,exploded views. Plans - $85.00. Info Pac $5.00 . Send check or money order to: ACROSPORT, INC., P.O. Box 462, Hales Corners, WI53130.414/529-2609.

MISCELLANEOUSB CK ISSUES Back issues of THE VINTAGEAIRPLANE (and other EAA Division publications)are available at $1.25 per issue. Send your list of

issues desired along with payment to: Back Issues,EAA-Wittman Airfield, Oshkosh, WI 54903-2591.FUEL CELLS - TOP QUALITY - Custom madebladder-type fuel tanks and auxiliary cells, anyshape or capacity for Warbirds, Experimental, Vintage, Sport and Acrobatic aircraft. Lightweight,crashworthy, baffled and collapsible for installation .Typical delivery 2-3 weeks. Call or write for details:1-800-526-5330, Aero Tec Labs, Inc. (ATL), SpearRoad Industrial Park, Ramsey, NJ 07446. (C5/87)

WANTEDWanted - Operation and Construction plans for1927 Buhl Airster, two-cockpit biplane, Model CA3A Wright J-5 motor. George W. Polhemus, P.O.Box 1208, Pembroke, North Carolina 28372 (3/87)Wanted : U.S. Civil Aircraft by James Juptne r Volumes 1 2 3 and 5. Ron Testerman, 1839 OxfordAve. S. W. , Roanokae, VA 24015. Phone 703/3452320 (2-2)

VINT GE TR DER AD fORMSend check or money order with copy to Vintage Trader - EAA, Wittman Airfield, Oshkosh, WI 54903-3086.


30/32

MEMBERSHIPINFORMATIONEAA

Membership in the ExperimentalAircraft Association, Inc. is $30.00for one year, including 12 issues ofSport Aviation. Junior Membership(under 19 years of age) is availableat $18.00 annually. Family Membership is available for an additional$10.00 annually.ANTIQUE/CLASSICSEAA Member - $18.00. Includesone year membership in EAA Antique-Classic Division, 12 monthlyissues of The Vintage Airplane andmembership card. Applicant mustbe a current EAA member and mustgive EAA membership number.

Non-EAA Member - $28.00. In-cludes one year membership in theEAA Antique-Classic Division, 12monthly issues of The Vintage Airplane, one year membership in theEAA and separate membershipcards. Sl?!'rt Aviation not included.

lACMembership in the InternationalAerobatic Club, Inc. is $25.00 annually which includes 12 issues ofSport Aerobatics. All lAC membersare required to be members of EAA.WARBIRDSMembership in the Warbirds ofAmerica, Inc. is $25.00 per year,wh ich includes a subscription toWarbirds. Warbird members arerequ ired to be members of EAA .

LIGHT PLANE WORLDEAA membership and Light PlaneWorld magazine is available for$25.00 per year (Sport Aviation notincluded) . Current EAA membersmay receive Light Plane World for$15.00 peryear.

THE JOURNAL OFTHE EARLY AEROPLANE

The most authoritatillejournal on ll1 se \lbnderfulhying Machines 1900-1919

WORLD WAR I ~ I N C .15 Crescent Road, Poughkeepsie, NY 12601. USA

]FLYING AND GLIDER MANUALS1929 - 1931 - 1932Price: $3.50 ea. ppd.

SEND CHECK OR MONEY ORDER TO:EAA A VIATION FOUNDATION, INC.WITTMAN AIRFIELD OSHKOSH, WI 54903-3065Allow 4-6 Weeks for DeliveryWisconsin Residents Include 5% Sales Tax


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Documents

Vintage Airplane - Jan 1987