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By E. E.

  "Buck" Hilbert, President 
EAA Antique/Classic Division 
No one knows better than your Division President what a great bunch we have in EAA.
No matter if I'm in Hartford, Las Vegas, Portland or Atlanta, these EAA'ers are "Good Guys!".
I've called and talked with them all over the country. I find them responsive, interesting, and
interested in our organization. I feel the Antique and Classic Division members are a special
interest group. Some of them are members of the lAC and the Warbirds, too, but there isn't
one of them who doesn't have a soft spot for the airplane they admired as a kid, or even more
so the ship they soloed in, and that makes for a special and nostalgic interest.
And they believe in the Division. I hear from them all the time and they come from all walks
of life . . . gas boys, crane operators, medics, architects, cops, mechanics, designers, factory
workers and even airline pilots. The greatest group of guys I could ever hope to know. I love
everyone of them and there isn't one of them who wouldn't jump all the way across Lake Win-
nebago if he thought he could help EAA and the Division. I'm real proud of them all, and to-
gether we are building the Di visi on into somethi ng all EAA' ers wi II have every right to be proud
of.
A FORD WAS A FORD AND WILL BE A FORD AGAIN!
There is a project coming up that our Division should be very interested in. June 16, 1973
there was this big wind that blew in from somewhere, and it just made an awful mess out of
a whole bunch of airplanes at Burlington, Wisconsin. Among them was a Ford Tri-Motor. Well ,
the insurance company and a couple of very interested and dedicated EAA'ers came to an
agreement and EAA now has the remains of this big old monster.
Shortly there will be a lotta talk about "Saving the Ford" and with the help of the mem-
bers' contributions of time, labor and, above all, money, we will have this big guy flying again.
Can't you just see this great big beautiful corrugated wing wagon in EAA colors? Think of it!
A Ford Tri-Motor! EAA's FORD TRI-MOTOR! What say we get the jump on everybody and
start this thing rollin' . Send us some bucks, and send us any leads you may have on parts for
restoration. If anybody can do it our Division can! Let's be the main instigators on this pro-
ject. Let's hear some opinions on this one.
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VOLUME 1 - NUMBER 8 JULY 1973
TABLE OF CONTENTS
From The Publ isher . .. Paul Poberezny . .. . ...... . ..... . ..... . . ... . . . . . ... . .. ... ..... .... . . .. 4
Rearwin Review . .. Bill Hodges. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 5
" He' s" Back! . .. Buck Hilbert. . . . . . . .. . . .. .. . . . . .. . . . . . . . . . . . . . . . . . . . . .. . . . . .. . . . . . .. . .. . . .. 9
What Ever Happened To The Tunison Scout? ... J ack Cox . . . . ........... . . . .... . ..... ... . . 11
1973 Waco Fly-ln ... Ray Brandly . .. . . .......... . . . ... . . . .... ...... . . .......... . ... .. .... . .. 13
Around The Antique-Classic World ... . . . . ... ... . . .. . .. .. ... . .. .... ..... .. .. . .. ... . . . .. ... .. 16
Cal end ar of Events . .... ...... . ... ... .. .. ..... . .. . . ... ..... ...... .. .. . . . . .. .. .. .. . ... . . ..... 18
HOW TO JOIN THE ANTIQUE-CLASSIC DIVISION
Membership in the EAA Antique-Classic Di "ision is open to all EAA members who have a special
interest in the older aircraft that are a proud part of our aviation heritage. Membership in the Antique-
Classic Division is $10.00 per year which entitles one to 12 issues of The Vintage Airplane published
monthly at EAA Headquarters. Each member will also receive a special Antique-Classic membership
card plus one additional card for one's spouse or other designated family member.
Membership in EAA is $15.00 per year which includes 12 issues of SPORT AVIATION. All mem-
~   r s h i p correspondence should be addressed to: EAA, Box 229, Hales Corners, Wisconsin 53130.
EDITORIAL STAFF
Publisher - Paul H. Poberezny
Assistant Editor - Gene Chase
ON THE COVER . . . Luscombe Phant om -
now In the EAA Museum.
Photo by Dick Stouff er
Ed itor - Jack Cox
Assistant Ed itor - Golda Cox
BACK COVER ... Wi l L Wat erman' s T-Cr aft.
Photo by Dick Stouff er
ANTIQUE AND CLASSIC DIVISION OFFICERS
PRESIDENT -
E. E. HILBERT
8102 LEECH RD.
UNION. ILLINOIS 60180
SECRETARY
RICHARD WAGNER
BOX 181
LYONS, WIS. 53148
VICE PRESIDENT
J. R. NIELANDER, JR.
P. O. BOX 2464
FT. LAUDERDALE, FLA. 33303
TREASURER
NICK REZICH
4213 CENTERVILLE RD.
ROCKFORD, ILL. 61102
DIVISION EXECUTIVE SECRETARY
DOROTHY CHASE, EAA HEADQUARTERS
Postmaster: Send Form 3579 to Antique Classic Aircraft, Inc., Box 229,
Hales Corners, Wisconsin 53130
Copyright © 1973 Antique Classic Airc(aft. Inc. All Rights Reserved .
3
From The Publisher, Paul H. Poberezny
The Antique-Classic Division of the Experimental Air-
craft Association has the potential of being one of the
largest activities within the sport aviation movement. It
brings together those with specific interests in aviation of
the older and the classic airplane.
The forming of Divisions within EAA was for a dif-
ferent purpose than one might think. No, it is not to ex-
pand and gobble up the good work of other fine organiza-
tions. It is to offer to those within our own International
organization the opportunity to seek others with similar
interests - the opportunity to participate and to help me
guide the many aspects of sport aviation in a continued
successful manner. It is to put out an additional separate
publication through its own funding; to elect its own of-
ficers and directors; to help augment our International
officers in carrying out their work and responsibilities;
to help at the annual convention in preparing its forums,
judging for awards, greeting and parking aircraft.
We have' expanded the team; offering the opportunity
to more people to become involved - delegated the re-
sponsibility. With more and knowledgeable leaders the
possibility of our movement failing lessens. True, the
work load at Headquarters in some areas is greater, how-
ever, the advantage outweighs this, and I hope always
will .
The FAA looks to us for greater leadership in all areas,
whether it be antiques, classics, homebuilts or warbirds.
Our desires to work with each other, to maintain and
restore our aircraft with the highest degree of skill is
well known throughout the FAA. This respect will al-
ways lessen the need for additional regulation.
All of us together have developed a great family - a
real fun and good fellowship group. We are giving pur-
pose to our endeavors and our machines. Though we may
at times attempt to rationalize why we own and operate
our birds, would we not have to do the same with a horse,
golf clubs or a snowmobile in summer?
I am very pleased with the growth and enthusiasm of
our EAA members and Divisions. Our renewal rate for
1972 was approximately 88% and for 1973 could be a bit
higher . I hope this speaks well for the work of our staff,
our Divisions and the officers and directors. We will
continue to do our very best.
REARWIN REVIEW
By Bill Hodges 
Assistant Director 
EAA Air Museum 
Often over shadowed and oft-times ignored by aviation
historians, the Rearwin series of aircraft has been sadly
neglected for they were actually quality airplanes with
good performance. Built in small numbers when com-
pared to such contemporary aircraft as the Taylorcrafts,
Aeroncas and Pipers, the higher horsepower Rearwins
could just never seem to make the grade against the lower
horsepower, lower priced competition. However, as a re-
sult of the antique movement, the Rearwin has become a
desirable airplane. Probably the best known of the Rear-
wins, the 6000M "Speedster", was one of the least pro-
duced. Popularized in model form, only eleven were
built.
At the age of 50, in June, 1928, Rae A. Rearwin, a
successful lumberman of Salina, Kansas, entered the field
of aviation. Inspired, as so many others, by Lindbergh's
famous Atlantic crossing, he felt that as an experienced
businessman he could succeed, where so many others
had tried and failed.
The first aircraft produced by the new company was
the Model 2000C "Ken Royce", which was first flown in
February 1929. Named after Rearwin's two sons, Kenneth
and Royce, the high performance plane, was low on sales.
X-44E, CIN 101 received its ATC September 18, 1929.
In spite of placing first in the Class C Miami-Cleveland
Air Derby of the 1929 National Air Races; and first in the
1929 Petroleum Convention Air Races in Tulsa, Okla-
homa; and first in the Colorado Springs-Pikes Peak Air
Race of 1930, only 3 were built. A sister ship, the
2000CO was produced and received its ATC, April 16,
1930. Again placing first in the 650 cu. in. Sportsman pi-
lots event at the 1930 National Air Races in Chicago, the
performance didn't payoff and only two are known to
have been built. Meanwhile "back at the ranch", Rear-
win had moved the factory from Salina to Kansas City,
Kansas' Fairfax Field in March 1929 where it would stay
the rest of its life. The 2000CO prototype was NC400V,
CIN 104. None of the 2000 series are known to exist.
Determined to succeed in aviation, Rearwincame out
with an ultra-light design known as the 3000 "Junior".
The prototype X507Y, CIN 201 was first flown in March
1931 and received its ATC on July 9, 1931. The Junior
did prove more popular than the "Ken Royce", though
only 16 were built and 3 of those were converted to other
models. The Rearwin Flying School, which had been es-
tablished after the move to Fairfax Field, used all models
of the "Junior" extensively in their training program.
Next in line was the one and only Model 3001 "Junior",
X508Y CIN 202. This ship was converted to the proto-
type 4000 "Junior" NC508Y CIN 202A, however, and
was ATCed on March 25, 1932. Eight of the 4000's were
built, including conversions. Next along was the 3100
"Junior", with only two being built including one con-
version. The prototype was NC12513 CI N 219. ATC ap-
proval was made on May 6, 1932. The depression was in
full swing though and sales dropped off. A total of 23
"Juniors" of all models were built and one is known to
exist. Both Kenneth and Royce learned to fly in "Juniors"
4
(Photo EAA Archi ves)
William L. Nyiri ' s 1935 Rearwin 9000L N15801 C/ N 437.
(Photo by Dick St ouffer)
Marion McClure' s 1932 Rearwin 3000 N11092 C/ N 218.
Aircraft now owned by Oscar Cooke, who purchased
first " Junior" built. Registration number changed to
N507Y.
5
(Photo EAA Archives)
Daniel Stevens' 1939 Rearwin 9000KR N25432 C/N
653, at the 1965 EAA International Convention.
(Photo by Bill Hodges)
1941 Rearwin 180F N34742 C/ N
1552 at Lakeland , Florida in 1970.
(Photo by Bill Hodges)
Len Frederick's 1938 Rearwin 6000M N20741
C/N 311 at Grand Prairie, Texas in 1964.
(Ph()to by Bill Hodges)
Jerry May' s 1936 Rearwin 8500, N16473
C/ N 502 at Ottumwa, Iowa in 1968.
( Photo by Jack Scholler)
William J. Hill's 1939 Rearwin 8500 Deluxe N20746
C/ N 637D at the 1970 EAA Internat ional Convention .
REARWIN CLOUDSTER
A two to three-place private owner plane with a choice
of Ken Royce engines from 90 to 120 hp.
6
(Photo EAA Archives)
Lloyd Rupe ' s 1936 Rearwin 8500, N15863 CI N
462 at the 1965 EAA International Convention.
during this period, at the Rearwin Flying School.
Still undaunted, Rearwin brought out, or I should say,
tried to bring out the 6000 "Speedster" in 1934. Due to
problems in spin testing it was mid-1937 before this racy
looking airplane was certified. The original prototype was
X12588 C/N 301 and featured a "Sportster"-type fin
and rudder. A second prototype was constructed using
parts of the original, this was NX15865 C/N 302. After
much modification and many test flights the ATC was
finally awarded. Eleven "Speedsters" were built and
four are known to exist.
(Photo by Bill Hodges)
Ken Duncan' s 1936 Rearwin 7000, N15856
CI N 457 at Tulsa, Oklahoma in 1970.
In 1935 both Kenneth and Royce were made partners
in the Rearwin Airplanes, Inc. , and the "Sportster" was
introduced. By far the best seller of the Rearwins, the
"Sportsters" came in several series, basically the 7000,
8500 and 9000. The prototype is NC14443 C/N 401 and
its progeny numbered approximately 250. Production ran
all the way to 1941. Additionally twelve were built under
license in Sweden as the Gotaverken GY-38. In the mid-
thirties Rearwin captured 65% of the export sales of
American aircraft. Thirty-six still are known.
December of 1937 saw the acquisition of the LeBlond
Aircraft Engine Corporation, which brought about two
name changes. The organization now became the Rear-
win Aircraft and Engine Corporation and LeBlond en-
gines became KenRoyce, again named for Rearwin's
sons.
In 1938-39 development work was begun on the Mod-
el 8090/8125 series called the "Cloudster". Prototype
was NX20742 which first fl ew in April 1939, and the type
certificate was issued on October 17, 1939. The Model
8135 evolved and was ATCed on February 27,1940. This
prototype is NC 25451 C/N 809. The 8135T prototype
was C/N 877 and was certified June 13, 1941. About
125 "Cloudsters" of all models were built including some
45 of the T's.*
Al so in 1939 development began on a new series of
light planes called the "Skyranger". This was the 1651
190F models, powered with the new 4 cylinder opposed
engines. Eighty-two Skyrangers were built with the pro-
totype NC25548 C/N1501 flying in April of 1940. Some
35 pre-World War II Skyrangers are still existant.
Shortly after World War II began production was
dropped and Rearwin began building the Waco CG-3A
and CG-4A troop gliders.
In 1942, Rearwin, now 64, sold out to Commonwealth
Aircraft, Inc., a group of Eastern investors. After World
War II , all operations were moved to Long Island, New
York, and thus ended an era.
Some 275 updated "Skyrangers" were built in New
York. The prototype was NC33380, C/ N 1601.
Rae Rearwin, a captain of industry and aviation
pioneer, died November 16, 1969, at the age of 91.
American Flyers of Ardmore, Oklahoma still has on
hand a good supply of Ken Royce engine parts . Contact
Claude Dortch, but be sure you have the proper part
7
ex>
number . No part number, no part! Western Flying
"' Twenty-five 8135T's were sent to Iran; 3 were used Aircraft Yearbook
by Pan American Airways; and 4 went to Parks Air Col- U. S. Civil Aircraft
lege. Others using the T were: Missouri Institute of Aero- Vintage and Veteran Aircraft Guide
nautics, Inc.; American Flyers; Spartan School of Aero- Aviation
nautics; and the Civil Aeronautics Administration.
(Editor's Note: The Rearwihs pictured on the top of
Bibliography: page 3 are (left) Ken Williams' 1940 Rearwin 9000KR
Aero Di gest Del uxe N25570 CIN 659D and George Willia.ms' 1939
Sport Aviation Rearwin 8135 N25451 CIN 809. George's plane is the
American Airman prototype 8135.)
REARWIN SPECIFICATION SHEET
EMPTY GROSS
PRICE CRUI SE MAXIMUM LANDING
RATE
~
.-.:JDEL ENGINE H. P. SPAN LENGTH HE I GHT WE I GHT WE I GHT FUEL
F . A. F. SPEED SPEED SPEED CEILING OF CLI Me
~
232 2000C Curt i ss R-600 170 35' 25 ' 9 ' II" 1495 2380 55 gals .
$6 , 750.00 115 rrjlh 138 rrjlh 35 mph 22 , 600 ft. 1,000 fpm 500 mi.
314 2000CO Cont. A- 70 165 35' 25' 9' 1 111 1447 2359 55 gals .
$6,500.00 112 mph 135 mph 35 mph 21,000 ft. 950 fpm 500 mi .
434 3000 Szekely SR-3- 0 45 36' 21 ' II" 7' 6" 569 999 12 ga Is .
$1,795.00 75 mph 80 mph 30 mph 15,000 ft. 680 fpm 300 mi.
3001 Poyer 3-40 40 36' 7' 6
11
J 2 gal s.
481 3100 Szeke I Y SR- 3-55 50 36' 21' 8" 7' 6
11
633 1071 L2 ga I s.
76 mph 92 mph 35 mph 14,500 ft. 640 fpm 240 mt
469 4000 Aeromarine AR-3 50 36' 22' 3
11
7 ' 6" 617 1040 12 ga 1 s .
$1,880. 00 76 mph 91 mph 30 rrjlh 16,000 ft. 700 fpm 240 mi.
6000 Cirrus "Hi-Drive" 96 32' 21 ' 6" 6' 6" 992 1605 34 gals.
$3,295.00 120 rrjlh 144 mph 39 mph 16,000 ft. 800 fpm 680 mi.
661 6000M Menasco C-4 125 32' 22' 2" 6 ' - 8" 1042 1640 34 gals .
$3 , 895.00 140 mph 166 mph 45 mph 17,000 ft. 1,000 fpm 600 mi .
6DDDMS Menasco C-45 150 32' 22' I 0" 6' 8" 1050 1700 34 gals.
$4 , 395.00 165 rrjlh 200 rrjlh 48 mph 18,500 ft. 1,200 fpm 600 mi.
574 7000 LeBI and 5E 70 35' 22' 3" 6' 9" 853 1365 24 gals .
$2 , 095 . 00 100 rrjlh tiS mph 38 rrjlh 13,000 ft. 670 fpm 500 mi.
574 7000 De luxe LeB I and 5E 70 35' 22' 3" 6' 9" 853 1365 24 gals .
100 mph I 15 mph 38 rrjlh 13,000 ft . 670 fpm 500 mi.
71 I 8090 LeBlond SF 90 34' I 3/4" 21' 6" 7' 4" 1030 1635 34 gals.
$3,795.00 J 10 mph 125 mph 48 mph 14,000 ft. 750 fpm 675 mt.
711 8125 Ken Royce 7F 120 34' 13/411 21' 6" 7' 4" 1100 1734 34 gals.
$4,295.00 120 mph 135 mph 48 mph 16,300 ft. 910 fpm 600 mi.
711 8135/LC-1 02A Ken Royce 7F 120 34' I 3/4" 21' 6" 7' 4" 1130 1800 34 gals .
$4,995.00 t 20 mph 135 mph 48 mph 16,000 ft. 900 fpm 550 mi.
711 8135T Ken Royce 7G 120 34' t 3/4" 21' 6" 7' 4" 1340 1900 34 gals. $6,495.00 125 rrjlh 145 mph 50 mph 15,000 ft. 860 fpm 600 mt.
591 8500 LeBlond 5DF 85 35' 22 ' 3" 6' 9" 853 1365 24 gals . $2,370.00 103 mph 118 rrjlh 38 rrjlh 15,200 ft. 700 fpm 475 mi.
591 8500 De luxe LeB I cnd 5DF 85 35 ' 22' 3" 6' 9" 853 1365 24 gals.
103 mph 118 mph 38 mph 15,200 ft. 700 fpm 475 mt .
624 9000 Warner SJ40 90 35' 22' 3 liZ" 6' gil 861 1460 24 gals. $2,960.00 107 mph 123 mph 38 mph 15,000 ft. 1,000 fpm 450 mi.
624 9000 De J uxe Warner SJ 40 90 35' 22' 1/2" 6' 9
11
861 1460 24 gals. 107 mph 123 rrjlh 38 mph 15,000 ft . 1,000 fpm 450 mi.
624 9000KR Ken Royce SF 90 35' 22' 3" 6' 9" 830 1460 24 gals. $3, 295.00 112 rrjlh 123 mph 40 ~   15,000 ft. 950 fpm 450 mi.
624 9000KR De luxe Ken Royce SF 90 35' 22' 3" 6' 9" 830 1460 24 gals. 112 rrjlh 123 rrjlh 49 mph 15,000 ft. 950 fpm 450 mi.
591 9000KRT Ken Royce 5G 90 35' 22' 3" 6' 9" 830 1460 24 ga I 5 . $3 , 795.00 112 mph 125 mph 38 rrjlh 15,000 ft. 900 fpm 500 mi.
591 9000L LeBJond SF 90 35' 22' 3
11
6' 9" 830 1460 24 gals. $2 , 895 . 00 110 rrjlh J 20 mph 38 rrjlh 17,000 ft. 900 fpm 500 mi.
591 9000l De luxe LeBlond SF 90 35' 22' 3'1 6' 9" 830 1460 24 gal s . 110 rrjlh 120 mph 38 mph 17,000 ft . 900 fpm 500 mi.
165 Cont . A-65 65 34 ' 21' 9" 6' 7" 760 1350 18 gals. $2, 195.00 95 mph 105 mph 40 rrjlh 12,000 ft. 550 fpm 450 mt .
729 175 Cont. A-75 75 34 ' 21' 9" 6' 7" 760 1350 18 gals. $2 , 295.00 100 mph 110 rrjlh 40 mph 14,000 ft. 625 fpm 400 mt.
729 180 - Cont. A-SO 80 34 ' 21' 9" 6' 7" 760 1350 18 gal s. $2,745.00 105 mph 115 rrjlh 38 rrjlh 15,800 ft. 750 fpm 500 mi.
729 180F Frankl in 4ACI76F3 80 34' 21' 8" 6' 7" 815 1350 18 9a I s. $2,475.00 105 rrjlh 115 rrjlh 38 mph 15,500 ft. 720 fpm "SOO mi.
729 190F Franklin 4ACI99E3 90 34' 21' 8" 6' 7" 815 1350 J 8 ga Is. $2,575.00 112 rrjlh 120 mph 38 rrjlh 16,800 ft. 900 fpm 450 mi.
HE'S  BACK! 
THE  PRODIGAL  SON 
RETURNS!  - OR  -
(Photo by Di ck Stouffer)
NINE  MONTHS' WAIT  FOR 
THE  BIG  EVENT! 
By "Buck" Hilbert
If you read The Vintage Airplane back in January
you know Mr. Fleet went over to South Bend, Indiana
for new threads, new shoes, and a MOH. Well, he's
back home r-esplendent in his new Tennessee Red and
Diana Cream colors with a newly majored engine, new
tires and stainless steel hub caps ... and I am one happy
clam!
Bill Haselton was sad enough to cry when I took him,
Mr. Fleet, that is, away from him. After nine months of
undressing him and then redressing him in his new suit,
Bill formed an attachment for "Him" too. Bill even now
calls it a "Him". As a matter of fact, Bill and Bud Kilbey
attended a Mishiwauka, Indiana Fly-In with the two
Fleets and they were billed as "Him and Her". How about
that?
I'll let Bill fill in later on the actual details of the com-
plete restoration but right now Ijust want to tell the world
I've got "him" back and how "Great it is!"
''Talk about pre-conceived notions, I had made up my
mind that Mr. Fleet was never gonna be the same again.
He was a very tired but proud bird when I gave him to
Bill. A very easy to fly, comfortable, friendly guy. I was
so sure that would be changed and that I'd have a deuce
ofa time getting with him again when he came back. Not
so.
Curt Taylor and I flew over to SBN Monday, June 18,
for the final inspection and relicense. After the amenities
we drew lots to see who would first flight him. I must
have had "That" look about me, 'cause both Curt and
Bill declined the opportunity and somewhat reluctantly
wished me luck .. . and away I went.
With word of caution about watching the brakes and
other final last minute advice, I taxied out for the crucial
test. Ground handling was better or was I imagining
things. The engine sure had a nice sharp bark ... mag
check was real good ... carb heat and mixture worked
great . . . throttle was a li ttle stiff . .. stab. trim was really
stiff ... instruments cross checked, controls free and full
travel, nothing else left to do but go ...
A hundred foot ground roll and up we go. He still
climbs like a homesick angel. Up to 1500 feet - with
this brand new engine I'm goin' a little easy. Try some
stalls, same as ever only easier. Straight and level, Wow!
95 indicated! O.K., back it off to 1550 where it belongs.
That's better. Almost 85 indicated here - nearly a 5 mph
increase over what it used to be. Great! - now back to
Chain '0 Lakes airport. Cross the fence at sixty-five, feel
for the sod and he squishes on. Can't complain about
that one.
"Bill , he's alittle left wing heavy and that right landing
wire needs a little less angle of attack - it oscillates all
the time." - "That's all I can complain about right now."
After some strut adjustment and wire twisting - with
a question and answer session going fast and furious as
Curt and Bill ask and I answer their queries - it is now
Curt's turn. There it is ajiSain, that funny feeling of mixed
emotion. What a pretty sight as Curt taxis out, but it is
sort of like watching your brother-in-law test drive your
new car. I tell Bill to watch him. I can't ... Bill chides
me into it though, and I watch Mr. Fleet leap off the
ground and climb into the blue above. Gee, that Kinner .
sounds good!
For fifteen apprehensive minutes I wait for the land-
ing, and then I can' t watch! And then I do watch and it's
beautiful! Grinning like a Cheshire cat, Curt climbs out
and sez somethin' to the effect that it's a lot tighter than
9
(Photo by Lee Fray)
(Photo by Lee Fray)
it used to be. I'm lookin' for oil leaks and running a quick
hundred hour inspection to see he hasn't hurt My airplane.
And now it is Bill's turn. But Bill declines. It isn't until '
I'm I begin to realize why. The body
enghsh, facIal distortion, and possessive inspection dur-
ing and after Curt's flight unnerved him or else he didn't
want to torture me, so he respectfully declined. I must
admi t to being selfish enough to not press the issue ei ther.
Before Curt and I leave for home, I brief Bill on flyin'
the Fleet and insist he put some time on him. The idea
is that Bill will fly Mr. Fleet for a couple weeks and then
deliver him to me at the DuPage Air Show where I will
then fly him home. Tha t is to be two long weeks away.
Bill calls me. I call Bill. Two weeks is too long a time.
I go over there Sunday night the 24th and bring him home
Monday the 25th. Sunday was the day Bill and Bud Kil-
bey had flown all day at the Mi shawauka Fly-In and Bill
had shot eight landings that day alone. He was beat, but
very pleasantly so, and was all smiles and talk about
the "Him and Her" tag the two of them had picked up at
the Fly-In. They flew everybody who would climb in and
really had a ball.
I leave a couple minutes after eight Monday morning.
I'm like a kid as I hear sounds I haven't heard in a while.
I'm vibrating right in tune with the Kinner. Aren't these
10
( Photo by Lee Fray)
new instruments beautiful. Thank you, Dan Lutz! Look at
me pass. up that VW down there on the highway, too.
Wonder If he notIced my shadow pass him by?
?n we Past Michigan City, Hobart and Gary,
IndIana . There s Lemont, IllInOIS up ahead and we circle
Frank Lang's house to show off the tail brackets he made.
No one home? Guess that bull dozer spreading gravel on
hIS new drive is making too much noise and they can' t
hear me. The operator heard me though, and waves .
towar.ds home. Past   Naperville, and
there s Burhngton. Wonder If Stan Humm is home?
There he is! Lisa is wi th him in the back yard. "Hey! You
guys, look at my new airplane! Ain't he pretty?" and on
home.
I fly around to show all the neighbors and as I land
Elroy II opens the hangar door. All four kids come
runnin' and crowd around to see the "Fleet" and ask a
million questions and beg for a ride. I stall them off and
go call Bill. I tease him a little about being down in a farm
field and then tell him what a wonderful trip it was and
how good it is to have "him" back home. He confesses
he had tears in his eyes when I flew away, and we agree
he now has Fleet Fever. We gotta find one for him now.
In the meanwhile though, I'm already cookin' up a new set
of excuses for not allowing people to fly this one. It's
all mine.
WHAT  EVER  HAPPENED 
TOTHE TUNISON SCOUT? 
By Jack Cox
The pages of old aviation magazines are filled with
aircraft that didn't make it .. . for a variety of reasons .
Often these planes were simply too advanced for their
day and time. Some are filled with an amazing variety
of innovations - if viewed from the time reference of the
year they were built.
Take as a for instance the Tunison Scout. The July 13,
1929 issue of AVIATION magazine contained an article
by Col. R. S. Hartz that ran to five full pages attempting
to list the unusual features of this early low wing mono-
plane. The Scout was built entirely of molded plywood,
with the exception of the engine mount and fittings .
Even the 32 inch wheels were of molded plywood!
The thick 36 feet wing was the backbone of the air-
plane. It contained no spar whatever - the molded ply-
wood skins carrying all loads. The only internal structure
consisted of four ribs in each side of the wing - one at
the Wing/fuselage juncture, two at the landing gear at-
tach point and the fourth at the wing tip serving as a
"hard point" for aileron attachment.
The one-piece wing was constructed in two halves,
an upper and a lower shell. Sheets of spruce and cedar
were laid up in molds, painted with casein glue, covered
with additional layers until the desired thickness was ob-
tained and then subjected to heat and pressure until the
shell had "cured". Next, the eight ribs were glued in place
and, finally, the two halves were mated. The result was
a super strong wing that could be walked on from root
to tip without damage.
The thickness of plys was the key. The hollow wing
was actually designed on the principle of a modified
truncated cone. It was built up of layers of 1/16 inch
veneer varying from 38 layers at the root (or center) to
only five layers at the tip. The skin was 2% inches thick
in the center and only \4 inch at the tips.
The airfoil was amazingly complex for that period.
The root or center area was a curve similar to the Got-
tingen 387 and varied along the span to a tip similar to
a Clark Y. The gradual change in profile between the
two extreme ends embodied features of the Eiffel,
R. F. C., Royal Indian and U.S.A. series. An analysis of
the forces on the wing surfaces at varying speeds and
angles of attack had been made prior to the actual de-
signing so that the magnitude and action of these forces
could be determined and the wing shape at various points
could be decided upon in light of the characteristics of
various airfoils. Can you imagine how much paperwork
and slide rule fiddling that must have taken in those pre-
computer days? Mercy!
The wing was so monstrously strong that everything
was attached to it - the landing gear, engine and fuse-
lage which was described as just a fairing for the cock-
pit. The cockpit, in fact, was simply a 48 inch wide hole
cut in the 2% inch thick upper surface of the wing. The
bottom surface of the wing was the floor of the cock-
pit. The wing was over two feet thick at center span so
that the pilot and crew quite literally sat in it. A heavy
ring of wood veneer reinforcement was built in around the
cut-out to carry wing load stresses.
As can be imagined, this hunk of timber was heavy.
It was 36 feet long, had a maximum chord of 12 feet
tapering to a minimum at the tips of 5 feet 6 inches .. .
:\HATION 131
; ..;s IJ.l91'9
THE TUNISON  "Scout"
MONOPLANE 
Airplane Having Molded Plywood SIn/cture Without [nurnal
Bracing is Approach to Flying Wing Type
This was t he heading of t he 1929 art icle in AVI AT ION
on the Tunison Scout . This must have been quite an air-
plane in those days.
and weighed 600 pounds! This was intentional, however,
because the strength factor of the wing allowed the re-
mainder ofthe aircraft to be lighter than would have been
otherwise possible.
The basic design was adaptable to three configura-
tions: the Scout Junior, a two place, open training plane
of 75 to 150 hp; the Scout Senior, a four place "converti-
ble" (open or closed) of 200 to 400 hp; and the Scout
Cruiser, a five to seven place cabin monoplane of 400 'to
500 hp. As far as the author has been able to discover,
only a closed version of the Scout Junior was built pow-
ered by a 150 hp Hisso H-3. This big water cooled V-8
was bolted to a tubular engine mount hinged with heavy
bearings so that the thrust line could be varied from the
cockpit for changing trim . . . has anyone ever heard of
that before?? An accompanying drawing shows the
worm gear/pin gear stabilizer trim apparatus - so the
pilot certainly had ample means to make his aircraft fly
at its most efficient attitude. Even the cabin, which had a
sharp pointed windshield like the prow of a boat and
faired rearward into a dorsal fin, was slightly off-set to
counteract torque or "P" effect.
The fuselage and tail group were also of molded ply-
wood. Because the engine and landing gear were attached
directly to the wing, the fuselage only carried tail loads
and the stresses imparted by the tail skid/wheel.
The stabilizer was 16 feet long and mounted an ele-
vator that extended only part of the length of the trailing
edge. It and the rudder were attached by means of ordinary
piano hinges. One has to wonder if the high aspect ratio
stabilizer was the result of possible blanketing by that
two foot thick wing at high angles of attack (??).
The     cabin was attached by means of
a number of small bolts and could be removed easily to
switch to open cockpit flying. The prototype, X-2471,
was a three placer with the seats in a clover leaf pattern
- the pilot in front and the two passengers side-by-side
and immediately behind. It appears the designer went to
great lengths to keep the crew weight right on the C. G.
Entrance to the "cabin" was through a hatch in the roof
of the cockpit enclosure. Photos indicate the unusual
amount of glass in this enclosure - the original "Omni-
Vision", eh, Cessna? The cabin was quite plush and
equipped with all the instruments considered necessary
in 1929. Mohair velvet covered everything, two cabin
dome lights were standard and the dashboard was
covered in bright "red Fabrikoid. Extras included a flare
tube, fire extinguisher, first aid kit, log book and map case.
The navigation lights were neon tubes and "idiot" lights
11 
to  warn  of  low  oil  pressure  or  generator  failure  were 
standard equipment. (We've  really  made  a  lot of progress 
in  the  past 44  years,  haven't we??  Sarcasm  intended.) 
As  the  pictures  show,  the  landing  gear  was  stream-
lined  with  huge  molded  plywood  fairings.  A  skid  was 
built  into  the  lower  end,  so  that  a  successful  landing 
could  be  made even if a  shock  cord  broke  or if a  tire went 
flat.  It was  claimed  that a  safe  landing could  be  made on 
the skids alone, if necessary.  Landing lights were built in 
the  fairings .  The  tail  skid  was  a  leaf spring  affair  that 
had  a  tail wheel  mounted  that  could  be  lowered  and  re-
tracted  from  the cockpit. 
Interestingly,  the  Tunison  Scout  was  test  flown  by 
Jimmie  Angel ,  whom  we  assume  was  THE  Jimmie  An-
gel,  and  despite  the  fact  that the  plane  was  HEAVY  -
2,259  pounds  empty  - some  good  speeds  were  claimed: 
190  mph  top  speed,  165  mph  cruise,  45  mph  landing 
speed  and  a  rate 'of climb of 800 feet  per minute. 
Now,  here  is  where  you  readers  come  in.  What  ever 
happened  to  this  very  interesting  and  innovative  air-
plane?  In case  any of you  want to  do  a  little digging, here 
are  some  additional clues: 
The  Aircraft  was  designed  by and  named  for  an aero-
nautical  engineer named  M.  C. Tunison. 
The  Scout  was  first  flown  by  Jimmie  Angel  on  De-
cember  21,  1928  from  Eddie  Martin's  Airport  at  Santa 
Ana, California. 
Sometime  in  1929  an  application  was  filed  with  the 
Department  of  Commerce  for  an  approved  type  certifi-
cate - but apparently none  was  ever granted. 
It was  claimed  that  "many  patents"  were  pending  on 
various features of design and construction ofthe plane. 
The  construction  of the  prototype  was  financed  by  a 
gr oup  of Los  Angeles  men  headed  by  one  Forest J.  John-
son  (address not given). 
A  company  known  as  Pacific  Air  Industries,  Inc.  was 
formed  to  manufacture  the  Scout. 
California members  in particular should be able to un-
cover  some  additional  information.  Of  course,  anything 
- any  clue  - will  be  printed  on  these  pages  for  a ll  to 
share. 
So, welcome to the first "do  it yourself' or "group shar-
ing" antique airplane research project!  Incidentally, ifany 
of  you  do  uncover  any  info,  please  include  a  little  about 
yourself,  what  airplane(s)  you  own/have  owned,  etc.  so 
all  of us  can become  better acquainted. 
TUNISON SCOUT SPECIFICATI ONS
(Source: July 13, 1929 Aviati on)
Length  Overall  . . ... .. .. ... . ... . . . . .... .. .. . .. .  31  ft . 
Height  Overall  ... . . . ............ . .... .....  7  ft .  6  in. 
Span  . .. . ..... .... ... .... .. . . . .... .... . . .. .. . . .  36  ft . 
Maximum  Chord  ........... . . . . . . .. .. ... . .... .  12  ft. 
Minimum  Chord  . . ... . ... . ... . . ..... . .. . ..  5  ft.  6  in. 
Wing  area  ..... .. .............. .. ...... . ..  270  sq.  ft . 
Weight  of  Fuselage  .. . .. . . .. .. .. ............  135  Ibs. 
Weight  of  Wing  .... . . . ..... .. . . ....... ... ...  600  Ibs . 
Weight  of  Cabin  ... .. . . . . .... . ... . . . ....... ..  40  Ibs. 
Weight  of  Horizontal  Stabilizer  . . . .. . .. .. ... . .  60  Ibs . 
Weight  of  Fin ...... . . . ........... . ... ....... .  12  Ibs. 
Weight  of  Rudder  ... .. . .. ..... . . . .. . .. .. . ....  12  Ibs. 
Weight  of  Landing  Gear  ........ . ..... . .....  145  Ibs. 
Total  Empty  Weight .. .. . .. . ... .. . . ..... ...  2,259  Ibs. 
Gross  Weight  Loaded  . ... ... ... . . ...... . . ..  3,650  Ibs. 
Disposable  Load  . .. . . . .... .. . . . ..... . . . . . . .  1,391  Ibs. 
Powerplant  (various  models)  ... . ...... ..  75  to  500  hp 
High  Speed  (150  hp)  .... .... ...............  190  mph 
Cruise  (150  hp)  ........ .... ........ .... ....  165  mph 
Landing  Speed  . . .... . . . . ........ .. . . . ... . ...  45  mph 
Take-Off  Run  .. .. .. . . . . .. ... . . .. .. . . . . . ..  250-270  ft . 
Time  To  Take-Off  .. . . . . . .. . .. . . . ... .. . .. .. .  7-12  sec. 
Landing  Run  Without  Brakes .... .. . . . . . . .... .  250  ft . 
Climb  at  Sea  Level  .. .. ............ .... . . ...  800  fpm 
Service  Ceiling  ........... . . ... . . . . .. .... . .  18,000  ft . 
Absolute  Ceiling . .. . . . .. . .. ....... ..... . ...  24,000  ft .' 
Range  (70  gallons)  at  Cruise  .... . . ......... .  600  mi . 
Suppor f  
Tall  s k id  and  retractable  tall  wheel 
!>hock  a bsorber 
anti snu bber
mecha.nism
The Tunison Scout with designer M. C. Tunison , left ,
and test pilot Jimmie Angel. Everything was made of
molded plywood , even the wheels!
12 
FIIUI<>9"'r
          j
The stabilizer adJustinC devlee
Hgnditv,*
pilDftlHf
This three-view shows a small horizontally opposed
engine. Designer M. C. Tunison was supposed to have
been developing a series of air cooled engines for use in
the Scout variants, ranging from 75 to 500 hp.
operate. Especially hard hit were our Waco owners from
the area east of the Appalachians. Just two made it over
and only then because they came in early.
Many persons arrived by auto or airline transportation
including a delegation of fifteen from Iowa, twelve from
Texas and Illinois and nine from California. Wacos rep-
resented thirteen states and thirty two states were rep-
resented by Waco owners and admirers.
Saturday, May 26, was an absolutely beautiful and
busy day at Hamilton, highlighted by the banquet and
awards meeting at which Mr. Clayton J. Brukner gave a
most interesting talk . Certificates of Merit were present-
ed to the following Waco owners: Ted Voorhees, Ocala,
Florida; Glen Hanson, Dundee, Illinois; Walt Weber, At-
lanta, Georgia; Ted Trevor, Santa Ana, California and
Dick Wagner, Lyons, Wisconsin. This award is given to
the person and not the airplane - in appreciation of
outstanding restoration, maintenance and flying of one or
more Waco airplanes for a specified period of time. Own-
ers of all Wacos in attendance were presented gold pens
inscribed with the official Waco emblem and 50th Anni-
versary 1923-1973. Upon departure, all Wacos received
free gasoline and oil. Glen Herring of Amarillo, Texas re-
ceived the worn piston award for furthest flight in an open
Waco. Al Nogard presented to Mr. Brukner the original
wing fabric from Waco 10 NC3370, compliments of
Emil Yandik, the present owner.
Sunday, May 27, was almost a wash-out except for
some formation flying late in the afternoon. Otherwise,
there was an abundance of hangar flying that extended
late into the evening as many of the Waco people gathered
at either the Holiday Inn or at Ramondo's Lounge.
I would like to inform all Waco owners and admirers
that a second Waco get-together will be held this year ...
at Gastonia, North Carolina the weekend of September
28-30. This is in conjunction with EAA Antique-Classic
Chapter 395's annual Fall Fly-In. Held at the Gastonia
(Chester Chlopek Phot o)
John Hatz's venerable 1928 GXE was the only
OX-5 powered Waco at the Fly-In this year.
(Photo by Ted Koston)
Walt Weber ' s 1929 JYM in the
colors of Northwest Airways.
(EAA PhotO)
Th e ever popular UPF-7 ser ies was well represent ed by
N32084, own ed by Loel Cr awford of McHenry, Il l inois.
(Chester Chlopek Phot o)
Glen Herring of Amarillo, Texas r ecei ved th e " Worn Pi s-
ton" award for the long est flight in an op en Waco. Th is
is hi s 1940 UPF-7.
Municipal Airport (just west of Charlotte, N. C'), this i3
one of the largest and most successful antique airplane
fly-ins in the nation. A number of beautiful Wacos are
owned by pilots in this area, including Richard Austin's
ARE - the only one flying. George McKiernan and Gor-
don Sherman hangar their UPF-7s right on t he Gastonia
airport. George's UPF-7 was completely rebuilt just a few
years ago and is certainly in the r unning for the best of
this model in existence. Gordon also owns several OX
powered Wacos and only has trouble deci ding which he
will restore. Joe Hurdle of Mebane, N. C. has a beautiful
yellow YKS he has owned for over 20 years and has re-
cently put in top shape again. There are others, of course
- RNFs, YKSs, etc., plus, the fact that the Florida,
Georgia and northeastern Waco owners are but a couple
of hours away.
So, Waco lovers, see you at Gastonia.
AIRCRAFT AT THE 1973 WACO FLY-IN
HAMILTON , OHIO
1928 GXE NC6974 John Hatz Merrill . WIS.
1928 ATO NC719E Gordon Bourland Fort Worth. Texas
1929 JYM NC731 K Walt Weber Atlanta. Georgia
1929 ATO NC763E Bill Hogan Hamilton. OhiO
1932 IBA NC12453 Dr. Ed Packard South Bend. Ind.
1932 UBA NC13041 Bud Williams Madison . Ind .
1933 UIC NC13434 Paul Lehman Winterset. Iowa
1934 UKC NC14086 Gene Overturf Columbus. Neb.
1935 YOC NC15244 R. J. Hardin Justin. Texas
1936 YKS-6 NC15613 Ted Trevor Santa Ana. Calif .
1938 ZGC-8 NC19360 Glen Hanson Dundee. III.
1940 SRE NC20961 Ted Voorhees Ocala. FlOrida
1940 UPF-7 NC29316 Glen Herring Amarillo. Texas
1940 UPF-7 NC29336 William Maldhof Kansas City. Kan.
1940 UPF-7 NC29357 John Lawrence Prattville. Ala.
1940 UPF-7 NC7TD Tom Dillingham Enid. Okla.
1940 UPF-7 NC29998 Harold Johnson Dayton . OhiO
1940 UPF-7 NC30122 Bob Wagner Dayton . OhiO
1941 UPF-7 NC32083 Dick Wagner Lyons. WIS.
1941 UPF-7 NC32084 Loel Crawford McHenry. III.
1941 VKS-7F NC31653 Vince Mariani Findlay. OhiO
15
AROUND  THE  ANTIQUE/CLASSIC  WORLD 
WANTED - A Stinson SR-10 airframe manual. Norm
Burley, 1117 East Ash Street, Herrin, Illinois 62948 is
restoring an SR-10-J and needs the manual to complete
the work on his fuselage . Can anyone help?
VAGABONDS  ... CONTINUED 
We have had quite a good response from the Vaga-
bond article in the May issue. Several owners have sent
along descriptions of their airplanes. Dr. Charles C. Mar-
tin, 413 Landry Drive, Lafayette, Louisiana 70501 sent
photos of his stunning dark blue PA-17 - but unfor-
tunately they are in color and are just too dark for good
black and white reproduction. He writes: My Vagabond
is ... "N4606H, Serial 17-22, a PA-17. Restoration was
completed 5/2173. It was finished with 35 coats of dope
and has a hand rubbed finish. Monocoupe-type rear
windows have been added. The color is Key West Blue
with Navy Blue trim. The trim is pin striped in white.
"I entered this plane at the Denton, Texas Fly-In
June 9-10 and was given a Trophy for Judges Choice for
aircraft under 85 hp. On June 23 the Vagabond won the
Grand Champion Trophy at the Oklahoma City Fly-In
held at Paul's Valley Airport. Needless to say, I was ex-
tremely proud of this."
Dr. Martin hopes to have the plane at Oshkosh . ..
and so do we. From the pictures it appears to be a super
restoration.
H. Cecil Ogles, 448 C Avenue, Coronado, California
92118 (whom we mentioned last month as having start-
ed a Vagabond newsletter) wrote:
"Last May I mailed a flyer to every Vagabond owner
listed in the FAA Register - then 287 persons (174 PA-
15 and 113 PA-17 owners). I am glad to see the number
has grown as quoted in your article in The Vintage Air-
plane. (Editor's Note: EAA's latest IBM readout from Ok-
lahoma City shows 197 PA-15s and 117 PA-17s - see,
old airplanes aren't dying or even fading away, they are
being pulled out of cobwebs and put back into service
everyday!) My flyer asked for some statistics of each
owner and if they would be interested in an informal
Vagabond club/newsletter. I currently have 84 Vag own-
ers on my mailing list who responded. To date I have put
out three newsletters, supported by me and the contribu-
tions of eight others.
I feel sure that there are at least another 100 or so
Vagabonds lying around that are not on the FAA records
one way or the other. We (my sons and I) have three that
are on the records. Two are flying. N4696H has an STCed
30 gallon fuel system and sports bucket seats. N4382H
has an STCed Continental 0-200A with 36 gallons of fuel
and our third Vag, N4456H, is in the backyard."
RYAN  PT-22  DRAWINGS 
Dan Rush of the Smithsonian's National Air and
Space Museum in Washington reports that copies of
drawings for the NR-1 (Navy version of the Ryan PT-22)
are available. A list of the drawings available and price
information is $1.50 from the following address: Na-
tional Air and Space Museum, Preservation, Restoration
and Storage Division, 3904 Old Silver Hill Road, Suit-
land, Maryland 20023 (Phone 202-381-5359).
CHEVROLET 333  ENGINE 
Member Dave Stevenson, Box 224, Kingston, Ten-
nessee 37763 sent along this very interesting letter:
"Bob Puryear's letter on the Phillips Fleet with the
Martin engine prompted me to look up some old notes on
the Martin 333. This engine originated as the Chevrolet
333, designed by Louis Chevrolet around 1929. l ~   and
brother Arthur Chevrolet organized Chevrolet AIrcraft
Co. in Indianapolis with plan,s to build and market air-
craft engines. Depression and misunderstanding between
the brothers led to litigation. Chevrolet Aircraft dis-
solved and the 333 was sold to Glenn L. Martin Co. of
Baltimore. Martin built the engine in relatively small
numbers. Phillips acquired the ATC but probably did not
build any except possibly a few from parts acquired from
Martin.
"The 333 was an inverted 4 cylinder air cooled inline
developing 120 hp at 2100 rpm. Bore 4.5" stroke 5.25",
dry wt. 260 lbs., Zenith updraft carburetor.
"One of these engines was flown on a round-the-world
trip in 1931 by Charles Healy Day and Mrs. Day. Day
was a pioneer designer who had designed the WW I
Standard and later was co-founder of Gates-Day Aircraft
with Flying Circus great Ivan Gates. The Days made the
trip in a side-by-side open biplane design of Days' built
following the failure of New Standard Aircraft Corp. of
which Day was chief engineer.
"Day performed a feat of amazing proportions w h   ~
they experienced an engine failure due to a clogged 011
cooler off the coast of Burma. Hauling the engine from
the beach to an American Missionary's home with the
help of natives in dugout canoes, Day overhauled it, re-
placing melted babbit bearings with only the tools from
hi s emergency kit carried aboard the plane, then replaced
it in the plane and flew it off the beach, picked up Mrs.
Day and continued their flight. The fact that this flight was
made during the period of numerous frantic attempts to
establish records and grab headlines probably accounts
for its relative lack of publicity and note in aviation his-
tory. Day was really one of the great men of early Ameri-
can aviation."
BACK  ISSUES  OF 
THE  VINTAGE  AIRPLANE 
Limited numbers of back issues of The Vintage Air-
plane are available at 40c per copy. Copies still on hand
at EAA Headquarters are:
December 1972 - SOLD OUT
January 1973
February 1973 - SOLD OUT
March 1973
April 1973
May 1973
June 1973
Send your orders to: Antique/Classic Division, EAA,
Box 229, Hales Corners, Wisconsin 53130.
16
NO  WINNERS  IN  MARCH 
MYSTERY  PLANE  CONTEST 
In the March issue of The Vintage Airplane we placed
a photo on the bottom of page 2 and challenged the
membership to identify the plane's designer . We even of-
fered a modest reward for the first person to do so. Only
one person came up with anything - our EAA librarian
Phil Peterson discovered a photo and three view of the
airplane in the February 19, 1917 issue of Aerial Age
Weekly. Buteven he was unable to come up with the name
of the designer.
The airplane was known as t he S. S. Pierce Sporting
Tractor and was designed by Sidney S. Breese of South-
ampton, Long Island in 1916. It was exhibited at the 1917
Pan American Aeronautic Exposition in New York by the
S. "S. Pierce Company.
How did we come across the photograph? Si mple ...
the wife of the man who owns the salvage yard down the
street from EAA Headquarters is the daughter of Sidney
S. Breese. She brought the picture into the office one day.
An interesting historical footnote is that the engine
that was eventually fitted to the plane was a very early
three cylinder design of Charles Lawrence. A caption on
the back of one of the photos stated, "This was the first
of the line of radial engines that developed into the fa-
mous Wrights".
ThElse two Vagabonds belong to H. Cecil Ogles (EAA
21280) and his sons. Both have several STCed altera-
tions to improve range and performance. Notice the " 0 "
windows and Stits spinners. 82H is trimmed in red and
96H with yellow. By raising the tail of one, both Vags
can be stored in the same T-hangar space.
MOTH  CLUB 
Ralph M. Wefel (EAA 7128) , 114 Fontana Drive, Ox-
nard, California 93030 (Phone 805-488-1343) invites all
persons interested in the restoration of De Havilland
Moth aircraft to write him about the Moth Club. The pur-
pose of the club is to bring together those of similar in-
terests so that all can mutually benefit by sharing Moth
aircraft knowledge, and to preserve these outstanding
antique flying machines. Dues are $4.00 per year for
which members receive newsletters, parts and aircraft
source lists and other items of interest to Moth owners
and enthusiasts.
(Photo Courtesy of Ralph Wefel )
Ralph Wefel roars by in his 1941 Oe Havilland OH-82A
"Tiger Moth" . This one was imported from Australia.
Ralph is Chairman of the Moth ClUb.
The Luscombe Colt will soon be flying again. De-
signed by Don Luscombe and Fred Knack and built in
Luscombe's back yard in Ambler, Pennsylvania in 1944,
the four placer passed through several hands without
ever achieving production status. Weatherly-Campbell
and Swallow Aircraft Corporation were among the com-
panies that once owned the rights. Purchased last year
by Joe Johnson and Bobby Slaton of Bedford, Texas, the
one-of-a-kind prototype should be flying before the end
of summer. It is powered by a 190-hp Lycoming 0-435-C.
Joe has already restored a Luscombe llA Sedan and a
Phantom 1 - both prize winners.
(All  Photos  by  Gene  Chase) 
CALENDAR  OF  EVENTS 
AUGUST 10-12 - ARLINGTON. WASHINGTON - EANAntique Fly-
In. Contact Dick Baxter, 15845 8th N. E.. Seattle. Wash. 98155.
Phone 206/ EM5-1657.
AUGUST 26 - SEPTEMBER 2 - BLAKESBURG. IOWA - Annual An-
tique Airplane Association Fly-In. Antique Airfield. Contact: AAA,
Bob Taylor, Box H. Ottumwa. Iowa 52501.
SEPTEMBER 28-30 - GASTONIA. NORTH CAROLINA - Gastonia
Municipal Airport. Carolinas-Virginia Chapter 395 Annual Fall
Fly-In. Contact Morton Lester. P. O. Box 3745. Martinsville, Va.
24112.
18
SEPTEMBER 28-30 - GASTONIA, NORTH CAROLINA - National
Waco Club Fly-In in conjunction to Carolinas-Virginia Fall Fly-In
(SEE ABOVE). Contact National Waco Club,
SEPTEMBER 28-30 - GALESBURG, ILLINOIS - 2nd National Stear-
man Fly-In. Contact Jim Leahy, 445 N. Whitesboro, Galesboro, il-
linois 61401 or Tom Lowe. 823 Kingston Lane. Crystal Lake. IllinoIs
60014.
OCTOBER 13-14 - TAHLEQUAH, OKLAHOMA - 15th Annual TULSA
Fly-In to be held this year at Tahlequah. Oklahoma (50 Miles ESE
of Tulsa). Cookout on Friday night for early arrivals. Sponsored by
AAA Chapter 2, EAA Chapter 10 and EANIAC Chapter 10. all of
Tulsa. Contact Doug Philpott (918-936-9418) or Ray Thompson (918-
622-3492) .
EAA  Antique/Classic  embroidered  patches (pictured  at  right) 
- A distinctive,  colorful  emblem. $1 .50  each 
EAA  Caps - men  and  ladies. Specify  small , medium, large, 
or extra  large.  Ladies, one  size.  $2.25  each 
1973  EAA  Calendar.  Made  of heavy,  unbleached  cloth. 
Features  full  color renditions  of a  Standard  J-1 , 
P-51 , Scorpion  Hel icopter, and  a  Dyke  Delta. $2.30  each 
EAA  Flight  Bags. Durable  nylon  with  waterproof lining.  Blue 
with  EAA  decal  on  both  sides. $4.50 each 
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Write  for  a  complete  listing  of  EAA  publ ications  and  merchandise 
free  of  charge.  Includes  a  listing  of  all  available  back  issues  of  Sport 
Aviation 
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EAA  PUBLICATIONS  OF INTEREST TO ANTIQUE  AND 
CLASSIC  ENTHUSIASTS AND/OR  RESTORERS 
Wood .  Vol.  1  $2.00 
Wood .  Vol.  2  $2.50 
Sheet  Metal.  Vo l .  1  $2.50 
Sheet  Metal .  Vo l .  2  .  $2.50 
Tips  on  Fatigue  $2.50 
Wel d ing  $2.00 
Dope  and  Fabric  $2.50 
Hand  Tools.  Vo l.  1  ........... .  $2.50 
Hand  Tools.  Vol .  2  $2.50 
CAM  18  (Repri nt)  .  $3.00 
CAM  107  (Reprint)  .  $4.00 
Flying  and  Glider  Manual  Repr i nt s  . 
1929 .  $2.00 
1932 .  $2.00 
1929-32 ... . . . .. .. .. . . . . .. . .. .  $2.00 
...  Add  30c  postage  for  first  m anual  plus  10c 
for  each  addi t ional  one 
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Wings  Of  Memory  - 72  pages  of  Aero  Digest  reprint s.  Covers  the  greats  of  civil 
aviat ion  f rom  1932  to  1941.  Ryan  STA,  Howard  DGA-9,  Fairchild  24,  Cessna  Air-
master, Rearwin  Speedster , Fleetwings  " Sea  Bird",  Stinson  SR-1O,  Stearman  Model 
80, and  many  more.  Beautiful  phot os, 3-views  and  fl ight  reports. $2.50 
Golden  Age  Of  Air  Racing  - 168  pages  coveri ng  t he  great  1929-1939  air  racing 
era.  All  about  the  racers  and  their  pi lots  who  fl ew  for  t he  Bendix ,  Thompson, 
Greve and  other trophies.  $2.75 
Back Issues  of American  Airman, Whi le  they  last  - 25c  ea. 
ANTIQUE  AND  CLASSIC  ACHIEVEMENT AWARDS  - When  you  complete  the  restoration  of an  an-
tique  or  classic  (specify  which),  you  are  eligible  for  a  beautiful  certificate  you  will  frame  and  be 
proud  to  display  in  your  home  or  office.  These  certificates  are  free,  courtesy  of  EAA  to  recognize 
your efforts to  save  another great old  airplane. Just  send  your name  and  address and  the  year, make 
and  model  (i .e.  - 1937  Monocoupe  90A)  of your aircraft.  Solo  certificates are  also  available. 
JOIN  EAA - JOIN THE  ANTIQUE/CLASSIC DIVISION - WRITE  FOR  INFO PACKET - $1.00 
EAA Antique/Classic  Division 
P. O. Box 229 
Hales  Corners,  Wisconsin  53130 
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