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(Photo  by Ted  Kaston) 
By E. E. "Buck"  Hilbert 
President,  Antique-Classic  Division 
As announced in the last issue, we will participate in the lAC Division invitational Spin,
Loop and Roll Contest. A few details on the judging criteria: Altitude and size of the box in
which to complete the maneuvers will be thoroughly explained later, but as for right now,
minimum altitude is 1500 AG, maximum 3500 AG. Position for beginning the sequence - in
relation to the judges; spin to the side, loop in.. front of them, and the roll to the opposite of
starting side. We'll be judged on a scale of 0 to 10. 10 is perfect. Coefficient of difficulty for
spin (1 turn) 10. Loop 10, roll 10, and positioning 10. This doesn't sound too hard for us amateurs.
I'm kinda lookin' forward to it. Hope there are some enthusiasts out there who feel the same
This year the Antique-Classic Division will take on some added responsibility during the
Convention. We are going to need bodies, some dedicated ones to show up three or four
days ahead of time and get the place ready to go. Our judges will take care of themselves.
We will have expanded categories this year, with a little more attention and priority attached
to originality. But we need all sorts of other types to help out. Security for one. Maintenance
men, too, and the ever present wing runners and airplane parkers. I also hope we can take
over our own Antique and Classic registration duties, so we need people to hack away at that
A new wrinkle this year will be the display and flights of a selected few museum
aircraft. We need ground crews, talking guides, security and interested parties to oversee
this facet of the operation. This represents a real step forward insofar as the Museum Founda-
tion is coming out of the shadows and actually participating in the Convention activities this
year. We, the Division, will do all we can to effectively display these aircraft and items from
the museum. We'd like everyone to be aware of the Museum, the largest privately owned
collection of aircraft in the world. The only way we can do it is to display them, get them
out there for the people to see.
So let's get out there early, I'll be there, and I'll be there after most of you have gone home.
See you then . . .

(Photo by Ted Koston)
You'll Never Get It Done, George . .. George Stubbs . ......... . ..... . . .. . .. . . . .. .. .......... .4
Remini scing With Big Nick .. . ....... ... . . . . ...... . ... ....... WILl-ARDE' SCHMf . . ... .. . . . . . 9
General Skyfarer . .. Jack Cox .. .. . . . .... .. ... . .. .... . ·4oe7 'ROCKY RiVER: . ... ... .. .. . . . . . . . 11
1912 Bellanca ...... . . ... . .. . .. . .. ... .......... . .. . . . .. .. . . .   .13
the Flynal Fall Fly-In . .. Buck Hilbert .. .. . . ..... . ... .. . .... . .. . -..- .-. "' .. . .,........... . ' ......... .14
More Touroplane Goodies .. ........ . . . . . . .. .. . .. . ... . ... . ..... . . . . .. ..... . ...... . .. .... ... .. . . 16
Around The Antique-Classic World .. . .. . . . . . . .... . .. . ........ .. ....... . ........ . . ...... . . .. ...18
ON THE COVER ••• George Stubbs' beautiful
BACK COVER •.. Tiger Moth!
Photo by Ted Koston
Photo by Ted Koston
Membership in the EAA Antique-Classic Division 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-
bership correspondence should be addressed to: EAA. Box 229, Hales Corners, Wisconsin 53130.
Publisher - Paul H. ,Poberezny
Assistant Ed itor - Gene Chase
Ed itor - Jack Cox
Assistant Editor - Golda Cox
8102 LEECH RD .
BOX 181
LYONS, WIS. 53148
P O. BOX 2464
g S 135 AERO DR., RT. 1
THE VINTAGE AIRPLANE is owned exclusively by Ant i que Classic Ai rcraft . Inc. and is publ ished
mo nt hly at Hales Corners, Wisconsi n 53 130. Second Cl ass Permit pend ing at Hales Corners Post
Off ice. Hates Corners. Wisconsin 53 130. Mem bership rates f or Ant i que ClaSSIC Ai rcraft , Inc. are
$10.00 per 12 mo nth peri od of which $7.00 i s fo r t he subscri pt ion t o THE VINTAGE AIRPLANE . All
Antique Classic Ai rcraft . Inc. members are req ui red t o be members of the parent organi zati o n. the
Experi mental Ai rcraft Associ ati on. Membershi p is open to all who are interested i n aVI,ation.
Postmaster: Send Form 3579 to Antique Classic Aircraft, Inc., Box 229,
Hales Corners, Wisconsin 53130
Copyright 1974 Antique Classic Aircraft , Inc. All Rights Reserved
(Photo  by Ted  Koston) 
George  E.  Stubbs (EAA  41870,  Ale  17) 
Stubbs  Aviation  Services,  Inc. 
Speedway Airport,  Griswald  Rd. 
R.  R.  18, Box  127 
Indianapolis,  Ind. 46234 
The love and admiration for a type of antique airplane
sometimes originates long before the actual acquisition,
as was the case with Stinson Reliant SR-10G, NC-21135-
Reserve Grand Champion Award winner at Oshkosh 1973
During my hi gh school years in the middle 30's, I had
built many models of Stinsons from the SM8A up to the 9
and 10 Gullwings. As a matter of fact, I built models for
pay in order to help finance some of my high school ex-
penses .
But it wasn' t until the year of 1939 that I had the oppor-
tunity to fly in one of these fine airplanes. I met Colonel
Roscoe Turner one afternoon at Weir Cook Airport in
Indianapolis, bought a ticket for -a sight-seeing ride in his
SR-9, and he let me fly it from the right side. This created
two desires in my life: first , I wanted to fly; and second,
I wanted  to  own a Gullwing  Stinson.  The Air  Force  helped 
on  the  first  desire,  by  teaching  me  to  fl y  during  World 
War  II.  It took  over 30  years  for  the  second. 
While flying  with Colonel Turner,  I found him  to  be  the 
most  interesting  man  I  had  ever  talked  to,  and  from  that 
time  on,  I  made  a  pest  of  myself  in  order  to  talk  to  him 
about  flying  and  the  Stinson  airplanes.  We  became  very 
good friends,  and after WWII,  the Colonel  founded Turner 
Airlines  and  I  became  his  lead  mechanic.  In 1947  he 
sold  the  last  of  his  Gullwings,  and  seeing  the  new  owner 
clinlb  in  and  flyaway  was  like  losing  an  old  friend . 
The  determination  to  own  a  Gullwing  increased  over 
the years,  but it wasn't until 1969  that I had my  opportun-
ity.  My  good  friend,  Bob Younkin,  adverti sed an SR-I0 for 
sale  in  Fayetteville,  Arkansas.  A  twin  engine  familiariza-
tion  ride  with  our  Chief Pilot  was  incorporated  into  a  trip 
to  Fayetteville  for  inspection.  Bob  and I walked over  to  the 
bar n  where NC-21135  was stored. This  was the  moment-
and  after  a  quick-examinati on,  Bob  Younkin  had  a  deposit 
on  thi s  airplane,  minus  engine. 
A  month  later  Steve Brown,  one of our mechanics,  and 
I  made  a  pilgrimage  to  Fayetteville  with  a  trailer  com-
plete  with  come-alongs,  chains,  cables,  ropes,  spare  tire 
and  enthusiasm.  We  arrived  at  Fayetteville  at  ten  o'clock 
in the morning and,  much to our dismay,  realized this  bird 
was  much  too  big  for  a  26  x 8  foot  trailer.  We  loaded  the 
fuselage and wings - to the disappointment of many of the 
chickens  who  had  adopted  this  airplane  as  their  home  -
and trudged back  to Indianapolis,  and unloaded said  mass 
of tubing,  wood,  and  fabric  into  a  hangar.  Two  days  later 
we  made  another  trip  and  picked  up  the  tail  surfaces, 
landing gear  and many extra  parts  that Bob  threw  in  to  tr y 
and give us  a  complete airplane. 
Many  people  surveyed  our  pile  of  SR-I0  with  the 
comment,  "You'll  never  get  it  done",  but  when  one  ad-
mires  this  airplane  as  long  as  I  did,  comments  of  thi s 
type  only  increase  your determination.  Being  an  A&E  and 
AI  doesn't  hurt  the  chances  of  thi s  type  of  restoration, 
From the beginning, all of us who were going to work on 
the restoration were in complete agreement that thi s  would 
be  a  true  restoration  - back  as  nearly  as  possible  to  the 
exact configuration  when  new - no  plastics,  no  synthetic 
or  miracle  fabrics  - just  leather,  wool,  linen and  butyrate 
In January  of 1970  the  fuselage  was  brought  in,  sand-
blasted,  and  we  made  a  thorough  examination  and  esti -
mate  of  what  it  was  going  to  take  to  restore  this  section 
of  the  airplane. 
We  replaced  every  bit  of  wood  on  the  fuselage,  all  of 
the  floorboards,  wiring,  cables,  pulleys,  and  started  the 
monumental  task  of  building  it  back  together.  The  land-
ing  gear  was  removed,  magnafluxed,  and  found  to  have 
many  cracks.  The  process  necessary  to  repair  these  heat-
treated members is somewhat involved.  The member has to 
be  normalized,  welded  in  the  cracked  areas,  remagna-
fluxed,  re-heat-treated,  and  magnafluxed  agai n  to  make 
sure that no  new cracks appeared during  the  heat-treating 
By  May  of that  year,  the  FAA  Ins pector,  who  was also 
a  Stinson  pilot  sai d,  " If you've  got  the  money,  you  can 
cover it." 
A call  to  Cooper Aviation and the  ordering of an envel-
ope of Irish Linen for a Stinson SR-I0 resulted in silence on 
the  other  end  of  the  phone,  and  finally,  "What  the  hell  is 
an SR-lO?" However,  our good friends  at Cooper came  up 
with  a  very  satisfactory  envelope,  and  we  installed  it  in 
June  of 1970. 
WrlLARO  11'. SO  ~
402'1  ROCKY  RIVK"  OR.  NO- :2.;: 
~ £ L   N O   OHIO  44135 
(Photo by George Stubbs)
This was George 's first look at NC21135 ... Fayette-
ville, Arkansas - 1969. 
Our  plan was  to  bring everything  up  to  silver,  and just 
prior to  assembl y  we would  put on  the  remaining  25  coats 
of  Butyrate  dope  and  hand  rub  to  final  finish .  All  metal 
ahead  of  the  door  was  replaced  with  24ST  .032  Alclad 
The  wiring  consisted  of  400  ft.  of  insulated  electrical 
wiring  for  the landing  lights,  navigation  lights,  instrument 
panel,  generator,  starter,  and  other  circuits.  The  instru-
ments  were  taken  out  and  turned  over  to  an  instrument 
overhaul  shop  to  restore  them  to  their  origi nal  configur-
ation.  This  brought  about  an  exclamation  of,  "My  good 
man,  you  mus t be wealthy",  which  is  the overs tatement of 
the  year.  After  six  months  of  hunting  parts,  the  direction-
al  gyro,  gyro  horizon,  rate  of  climb,  and  altimeter  were 
certified.  Thank  the  Lord  that  there  are  still  people  who 
take  pride  in  doing  work  on old  airplanes. 
We had  origi nally  agreed  that  the interior would  be  ex-
(Photo by George Stubbs)
New covering and wiring complete at this point.
actly as the original, and hunted the Indianapolis area
over for enough red leather to accomplish that part of the
restoration. We finally came upon a gentleman who re-
stores antique cars in the area of Brazil, Indiana, who
agreed to reupholster the aircraft if I would bring the parts
to him. We were fortunate enough to have all of the old
panels to use as patterns, and he worked from them. If
you think the price of beef is high, you should try to buy
the leather that covers it. I think we bought 3 cows, but
only got the v';rapping. The only problem with going this
route is that the keeper of the checkbook sometimes says,
"Hold it- we can't afford that this month", and this some-
times slows down the restoration to a snail's pace. After
a long search, we located headliner material, identical to
the original - 100% wool - in Cincinnati, and my wife
proceeded to make the headliner on her trusty Singer.
About this time, we decided we had better be thinking
of a powerplant and propeller, and purchased an army
surplus R680-13 with 111 hours on it. We proceeded to dis-
assemble it, cleaned and inspected it, and decided upon a
complete major, even though it had very low time. I would
like to state to anyone interested in military engines, that
in many cases, time, money, and many times much grief
can be saved by tearing the engine down and rebuilding it
to civilian standards, as was the case with this engine.
I would recommend that all the work be done by a certi-
fied shop or at least someone who knows what they are
doing, especially in the building of the power case of a
radial engine.
With our engine "0" timed, we hung it on the airplane
in May of 1971 and traded space for fuselage and the wings.
During the reconditioning of the wings, the tanks were
removed, steam cleaned, checked for leaks under pres-
sure, and then sloshed with a seam sealing compound just
in case. Tanks were then reinstalled, new cables installed,
flap vacuum cylinder rebuilt, landing light mechanism
removed, cleaned, parts replaced and reinstalled, and nav-
igation lights rebuilt. By November we were again ready
for the FAA to inspect and bless the gigantic wings con-
nected with this beast. One note, as I mentioned, I am an
AI, however, if the airplane does not have a permanent
airworthiness certificate issued, it is necessary for the FAA
to inspect the structure before fabric is applied. The cut-
off date for the permanent certification was March, 1956.
Ours carried an airworthiness certificate dated 1954.
In applying the 40 acres of fabric on each wing, great
care was used in securing the edges of fabric and reinforc-
ing tape. You people who have recovered a fabric airplane
and had to rib stitch it, know what I mean when you
have a "rib-stitching party." The wing of the Stinson has
a 8 ft. chord, and is 18 ft. long with a rib every foot, in
some places 14" thick, and rib stitching required 1" apart
in the slipstream. Many of our friends were by now caught
up in our enthusiasm, and volunteered to help rib stitch.
You can tell a true friend or friends when they will stand
up - 4 on each side of a wing - and help guide that
damned 18" needle from top to bottom - bottom to top -
trying to miss the cables and the wiring with the rib
lacing, with the only reward a bunch of perforated fingers
and chord-cut hands. Our banker and his wife were some
of the volunteers who spent much time in this fashion.
Then 2 miles of 2" pinked tape was installed over the rib
lacing, all aileron slots, flap slots, inspection rings, drain
grommets, and all other necessary goodies were installed.
We were then ready to start building the finish.
By March of 1972 both wings were brought up to silver
and hung in the ceiling of the hangar awaiting final coat.
Tail surfaces, flaps and ailerons came next. Again, all
structures were bead blasted, inspected and chromated
and covered with Grade A fabric. Every surface of the air-
craft received 5 coats of clear butyrate dope, 10 coats of
aluminum dope, sanded between coats, and 25 coats of
blue bu tyrate dope, plus 5 to 6 coats of Simonize after
final rubbing out. Since the control surfaces were the last
to be covered, we went ahead and finished them out, put-
ting on the color pigmented dope up to finish.
From June of 1972 until September of '72, the Fuselage
got the finish coats and installation of instruments, interior,
new brakes, new wheels, new tires and wheel fairings.
At this point, we decided it would be time to contact
American Airlines, to get permission to use the American
Airlines emblem on the airplane, since it was one of their
original fleet of survey planes. I would like to add that this
airplane was never used as a passenger carrying airplane,
but was used to familiarize crew members with the various
runways, taxiways,   etc., of different cities
where American operated.
The American Airlines Manager in this area, Mr. S. P.
Fay, is a personal friend of mine and was a great help in
securing permission from American to use the emblem.
As you can imagine, when you write to American Airlines
today and tell them that you have an airplane that used to
belong to them in 1938, and that you would like to restore
the airplane to this configuration - you can't find anyone
who even knows anything about the airplanes in 1938.
We did get permission to use the emblem, and the fuselage
was completed by December of 1972.
Again we traded fuselage for wing space and the wings
were brought up to the final coats, numbers painted on,
and then came February 15, 1973, the glorious day of hang-
ing the wings. There's nothing like having a wing hoisted
into place with 3 helpers and nobody knows where the bolts
are. The poor guy on the wing tip - which was me -
suffers a few minutes in agony while someone else is
trying to insert the line-up punch, and everyone else is
looking for the wing bolts. The wing weighs almost 300
Having survived this crisis, we proceeded to rig the air-
plane, which really isn't too hard on a Stinson. The lift
struts are non-adjustable, so that's it. When the bolts are
in - it's finished. The adjusting of the balance cable and
aileron cables com pleted the job of rigging. The elevators
and rudders are very simple and are as easy to rig as a J-3
In March we installed a new propeller, spinner, and a
remanufactured ring cowl and hit the starter. Nothing
happened other than the prop spun through many times.
One day was spent in finding out that the mags were
timed wrong, and on the third day, the Lycoming was
ticking over just like a $200 chronograph. Four hours of
run-in time, a day and a half of tying up lines, operating
controls, checking out the generator, all electrical systems,
and we were ready to test hop.
At this time, we awakened to the fact that we had
removed many pounds of surplus material such as flares,
camera mount, several antique radios, and before I could
sign this aircraft off as airworthy, it would have to be
weighed, and a new weight and balance computed. Since
our hangar isn't high enough to jack the tail up to level
flight condition, we had to wait for a calm day and weigh
the airplane outside. On the original weight and balance,
the airplane weighed 2825 lbs. dry, and our newly com-
pleted bird weighed in at 2705 lbs. or 120 lbs. lighter than
the original, and the CG came out perfect. The FAA gave us
a new airworthiness certificate, log books were brought up
to date and 337's completed. As the old saying goes,
"When the FAA paperwork weighs as much as the airplane,
it's airworthy." Now we were ready for the test hop.
May 5th - We had  taxied  the airplane 25  miles  arou nd 
the  airport  and  Dale  Gustafson,  a  friend  of  mine  who  is 
an  Allegheny  captain,  and  previously  owned  a  V-77,  just 
happened  to  drop  by  the  airport  for  a  cup  of  coffee.  Gus 
was hustled into the right seat of NC-21135  before he knew 
what  happened.  My  total  time  in  a  Stinson Gullwing  was 
something  like  5  hours  back  in  1939  and  1940  in  the  right 
seat.  After a good run-up check,  Gus was satisfied with the 
airplane  and  he  decided  I should  fly  it. 
The  runway at Speedway  Airport  is  3000  ft.  long,  and 
by  the time  we were 1/3 of the way  down the runway,  this 
beautiful  airplane  was  airborne  and  climbed  like  a  home-
sick  angel.  Anyone  who  has  restored  an  aircraft  of  this 
kind  certainly  knows  the  feeling  connected  with  the  first 
test  hop  after  a  complete  restoration.  The  airplane  flew 
hands  off,  stalled  very  cleanly  - I  was  completely  satis-
fied  with  the  performance of my Gullwing.  After 33 years, 
I  had finally  realized  a  dream. 
So  far  I  have  indicated  that  I  restored  this  airplane 
alone,  but  that  is  not  the  case  as  no  one  person  could 
possibly  complete  a  job  of  this  magnitude.  Among  the 
many  friends  who  helped  us  were  two outstanding mech-
anics  - one,  Mr.  Charles  L.  Desterbecque,  who  I  have 
worked with for many years and who is  known in  the state 
as  one  of  the  best  fabric  men  in  the  business.  We  both 
worked  for  Colonel  Turner  during  the  years  of  Turner 
Airlines,  and later  Lake  Central  Airlines.  "Dusty" is  a  true 
craftsman,  and  a  painstaking  mechanic.  Were  it  not  for 
him,  the  finish  wouldn't be  what it  is  on  NC-21135. Many 
times  he  has  torn  off  a  section  of  fabric  that  looked  O.K. 
to  me,  but  not  to  him,  and  I  thank  Mr.  Desterbecque  for 
his  perfection. 
The  second  and  youngest  man  on  the  project  was 
Stephen Brown,  who was only 18 years old at the  time  we 
started.  His  experience  on  this  type  of airplane  was  limit-
ed  to  stories  I  had  told  him  and  pictures  of  the  airplane 
that  he  had  seen,  but  today  this  man is  a  qualified  mech-
anic  and  an  expert  on  SR-I0's,  aircraft  and  engine,  as  he 
has  helped solve many of the  problems  that  we  have  had. 
His youth and enthusiasm many  times  inspired  the rest of 
us  to  keep  going  when  things  just  didn' t  go  right.  Steve 
or  Dusty  occupies  the  right  seat  many  times  on  trips  to 
fly-ins  with  NC-21135. 
There  are  not  enough  words  to  describe  the  satisfac-
tion  and  pride  of  restoring,  flying,  and  owning  a  project 
of  this  kind.  We  have  made  many  fly-ins  with  the  plane, 
and  have  won  many  trophies,  including  the  Reserve 
Grand  Champion  at  Oshkosh,  but the  greatest  thrill  of all 
was  attending  the  Oshkosh  Fly-In  and  having  thousands 
of  people  come  by  and compliment  you  on a  fine  job  and 
a  fine  airplane.  To  me,  this  is  worth  all  the  busted knuck-
les,  all  the  dope  on  your  hands,  the  grease  under  your 
fingernails,  and  the  frustrations  connected  with  this  type 
of project,  and I would like to thank the EAA  for  providing 
the  place  for  me  to  exhibit my  airplane. 
In  the  past  year,  I  have  had  many  people  ask  me, 
"George,  what are  you  going  to  restore  next?" - and  my 
stock  answer  is,  "My  checking  account." 
(Photo by Dick Stouffer)

(Photo by Ted Koston)
Panel of NC 21135.
(Photo Courtesy of George Stubbs)
George, left , receives the AAA Northern Califor-
nia Chapter Choice award at Oshkosh.
EVERYBODY  knows Big  Nick ... even scores who have 
never laid  eyes  on  the Great One.  They' d  recognize him  in 
the  blackest  pit  of  hell  ... all  he'd  have  to  do  is  give' em 
a  couple of leather-tonsiled  blasts  like, 
"Believe-you-me, ladies and gentlemen, you are about
to witness a spectacular aerial feat
of-Champions, the Showman-of-Showmen
That couldn't be any-
one  BUT  Big  Nick  Rez-
ich,  the  basso  profundo 
by the Champion-
self,  trailing  the  most in-
credible  geyser  of  white 
smoke  you  ever  saw. 
Apart  from  Oshkosh, 
Big  Nick  spends  the  re-
maining 51  weeks  of  the 
year  herding  a  King  Air 
around  the  country  for  a 
Rockford,  Illinois  firm. 
Nobody  knows  when he 
started flying  'cause Wil-
. bur and Orville have long 
since  gone  to  their  re-
wards ... and no one else 
remembers.  We do know 
that Nick was there when 
the  Doolitties,  Turners, 
Wittmans  and  Klings 
were  thundering  around 
the  pylons  at  Cleveland 
and  that  he  kept  the 
DGAs  running smoothly 
down the production line 
for  Benny  Howard. 
REMINISCING  WITH  a  sufficient  number  of 
tt, ",""  .NO. ..
....... vELAoND,  OHI O 44135
When  he's  not  working  (ha!)  in  the  front  office  of  the 
King  Air,  Nick is  home slaving on a  new Travel Air  for  this 
summer's flying season.  He says he needs an N-3-N engine 
mount and oil  tank - it's  O.K.  if  the  mount is  moderatel y 
damaged;  all  he  needs  is  the  ring  for  his  Wright.  And  for 
you  parts  scroungers,  Big  Nick  has  a  pair  of  metal  wheel 
pants  for  a  Stinson  SR  that  he  might  trade  you  for  the 
above  mentioned  N-3-N  parts,  or  whatever  .  .- .  or  he 
just might sell  'em to you 
if you cross his palm with 
of the air show announc-
ing  world.  His  sonorous 
tones  call  the  faithful  to 
toe the air show line each 
evening  at  Oshkosh  for 
the  all-star  air  show  ... 
during  which  he  regales 
them  with  the  kind  of 
derring-do  banter  that  is 
as  much  a  flashback  to 
the 20s  and 30s as  are bi-
planes,  smoke  oil,  gog-
les  and scarves. 
On  occasion  Big  Nick 
gives up his microphone, 
ambles down to his Trav-
el  Air and blasts off to  do 
a  little  trick  flying  him-
coins  of  the  realm. 
Big  Nick  also  opines 
that so many of you Trav-
el  Air  fiends  have  been 
writing  and  calling  him 
for  pearls  of  wisdom  on 
breathing  new  life  into 
worn  out  frames  (AIR 
frames,  that  is  - Nick 
hasn't  taken  up  faith 
healing  or  acupuncture 
... yet!)  that  he  might 
as  well  start  a  "Travel 
Air  Club"  for  the  ex-
change  of  information 
and  data.  Those  of  you 
who  are  interested  can 
, ,
, , ,
. ,
: ,. . • j
. ;
(Photo by Dick Stouffer)
contact  him  as  follows: 
Nick  Rezich 
4213  Centerville Rd. 
Rockford,  Ill.  61102 
In  addition  to  Travel 
Air  info,  you  are  going 
to  get  some  great  con-
versation  (your  nickel 
please!)  and  darn  funny 
letters.  lf  you  are  at 
Oshkosh  this  summer, 
Nick  is  also  going  to 
hold  a  forum  on  Travel 
Airs ... don' t miss that! 
Further,  if  you  want  a 
tremendous  after  dinner 
speaker,  contact  Big 
Nick  at  the  address 
above.  How could you go 
wrong  with  subjects 
like,  "Yo Yo  Rolls  - New 
Or  Old?"  .. .  "Aeroba-
tics  - Yesterday  and  To-
day"  ... and "I Call 'EM 
In  between??  Only  the  Good  Lord  knows  ... but  you 
As  I See  'Em'''? 
can  bet  it  involved  airplanes.  We recently  received  a  pack-
One  last  thing  - everyone  of  you  readers  of  THE
age  of  pictures  from  Big  Nick  and  some  words  of  wisdom 
VINTAGE AIRPLANE get  in  touch  with  Big  Nick  and  tell 
from  him  concerning  their  origin  ... with  the  result  that 
him  you  want him  to  continue to contribute to this rag,  that 
now we also know he was off gallivanting in the sun during 
you  want more pictures,  more stories,  more everything  .. 
the  winter  of 1940-41  - on  the  Miami  Air  Tour. 
- Jack  Cox,  Editor 
(Continued from Preceding
r..t  '.  =l1li ,  !II1lI:I  .  ~
- ,.. . .
• ~ . . .   IIQ,; • ""!\. .- ~ .
_  .£  - .. 
. .,.,..
- ~
(Photo by Nick Rezichj
The Monocoupe factory in Orlando, Florida in early 1941 .
Monocoupe had been forced to vacate its factory in St.
Louis and had been lured to Orlando by glowing promises
of a  factory site by the Chamber of Commerce. Eleven
carloads of factory equipment and 50 families arrived in
March of 1940 - to find the Chamber's plans had flopped!
(Photo by Nick Rezichj
This hangar was finally procured and production was re-
Dr. Niebersaur, chief engineer of the Monocoupe factory
sumed on a small scale. The company was later sold and
at Orlando.
moved to Melbourne where it finally turned belly-up in
the early '50s.
OK, antiquers, now here's a REAL mystery plane. ~ 1 5 5 5 2
is the number for those of you who have those old owner's
lists from the 30s. This is what Nick Rezich has to say about
" I took this picture in 1937 at Chicago Midway Airport,
The fellow was from Tennessee. He came into Air Associates
and bought a  whole load of tubing which he strapped to the
outside and took offfor home. Note the hand operated flaps and
the navigation light wires running along the outside. The basic
parts came from a  Fleet."
As Nick says, there's a lot of Fleet here - the landing gear,
wing, Kinner engine and likely as not the basic structure of the
fuselage. How about that T-Tail (in 1937) - and somebody tell
us what that slot is running nearly the full length of the bottom of
the wing.
Golden Oldie Of The Month
(fAA Photo)
Dug out of our files at EAA Headquarters, this Skyfarer appears to be at a fly-in somewhere . . . Rock-
ford? Notice that the vertical tail surfaces are fixed fins. The plane was a true rudder-less aircraft.
8yJack Cox
The period immediately before World War II - 1940
and 1941 - is a sort of "lost era" as far as light planes are
  If you flip through the pages of the aviation
magazines of that day - Popular Aviation (now Flying),
Aero Digest, Aviation, etc. - you will find that the war in
Europe dominated their pages. Aviation enthusiasts were
getting their first detailed looks at Me. 109s, P-51s, Martin
B-26s and the like, yet, if you look closely you will find a
surprisingly active light plane industry.
The wet! known companies like Piper, Taylorcraft,
Aeronca, Beech, etc., were cranking out airplanes as rapid-
ly as their assembly lines could handle the load and many
were already turning to military sub-contracting. Some
great airplanes were built in those two years before
Pearl Harbor . . . the magnificent Waco "E"s, for instance.
Another interesting aspect of this "last fling" period
before knuckling down to the deadly task of fighting a
global war, is the number of new designs that were being
developed ... such as the Phillips 1-B, the Ross RS-1,
Swallow Model C, Long Model 100, the Bobcock LC-13-A
(pictured elsewhere in this issue), the Doak DRD-1, the
Rich 1-X-2 (a two place, twin engine pusher powered wi th
two 75 h. p. geared Lycomings) and many more. Almost all
these projects disappeared with the coming of the war as
surely as if they had taken direct hits at Pearl Harbor .
One victim of the Big War was the General Skyfarer.
Sometimes described as a "high wing Ercoupe", the Sky-
farer was another attempt to design a spin-proof, "fool-
proof" airplane for amateur pilots. This was a popular
program in the 1930s, stemmi ng from the Guggenheim
Safe Airplane Competition of 1929. The idea was that
accidents happened to many pilots because they were
inexperienced and/or did not fly regularly enough to re-
main proficient in standard aircraft; thus, the answer was
an aircraft with flight characteristics so forgiving and
which made such elementary demands upon the pilot for
safe control that he was not likely to hurt himself. Sadly,
this line of research died with World War II, also, and has
never really been revived. Today, we stress pilot training
and periodic up-dating ... which is O.K., but does not
solve the problem of the lack of current flight experience.
At any rate, Professor Otto Koppen (later involved with
the Helio Courier) of M.LT. designed and managed to
produce a handful of Skyfarers before the debacle. Fol-
lowing is a description of the project taken from the June
1941 issue of AVIATION.
"TAKE-OFF in less than 300 feet, landing run less than
100, spin-proof, aileron control in stalls and every turn a
perfect one are a few of the outstanding characteristics of
thi s new two passenger light plane. Built by the General
Aircraft Corporation of Lowell, Mass., this unusual ship is
designed for pure, two-control flight in that there are
no rudders, but in their place fixed vertical fins that elim-
inate side slip.
With this simplified control almost any person can fam-
iliarize himself with the relation between the elevators
and ailerons in about 15 minutes flying time, and become
practically an experienced pilot in handling this ship with-
in  two  hours.  Climbing  into  the  ship  one  of  the  first 
things  noticed  is  the lack  of rudder controls,  and  the  floor 
being  bare  except  for  the  wheel  brake  near  the  pilot's 
right foot.  The control wheel is  conventional and embodies 
all  of  the  control  of  the  ship.  With  its  tricycle  landing 
gear,  the  visibility  is  excellent  and  is  better  than  in  most 
Preparing  for  take-off,  the  flaps  are  lowered  to  the  30 
degree  position  by  raising  a  lever,  located  between  the 
side-by-side seats,  to  the  first  notch.  For quicker  take-offs 
from  a  short field  the flap  is  lowered to  the position norm-
ally  used  for  landing  (45  degrees).  Using  these  flaps  for 
take-off  and  during  the  first  few  minutes  of  flying  gives 
the ship  very  good climbing  ability.  When  once  in  the  air 
the  excellent  flying  characteristics  of the  ship  are  immed-
iately  noticeable.  With  the  control  column  pulled  full 
back,  and  the  plane  in  a  power-on  or  power-off  stall,  a 
turn  of  the  wheel  to  the  right  or  left  immediately  has  re-
sponse by tipping the ship.  In making turns the pilot moves 
the control wheel  to  the right or left and has only to  watch 
the  position  of  the  nose  to  make  a  level  turn.  The  plane 
has  been. designed  so  that  the  steepness  of  the  turn  is 
controlled  by  the  ailerons,  making  precision  turns  very 
Coming  in  for  a  landing  the  pilot  sets  the  flaps  at  the 
45  degree  position  and  with  this  he  can descend at a  very 
steep angle.  The  actual landing can  be made with  anyone 
of  the  three  wheels  touching  first,  as  the  position  of  the 
center  of  gravity  tends  to  right  the  plane  and  bring  the 
other two wheels  in contact with the ground. Landings can 
be  made  directly  on  the  nose  wheel,  which  has  been  de-
signed  to  withstand  the  full  weight  of  the  ship.  Once  on 
the  ground  a  very  sudden stop  can  be  made  by  applying 
the  wheel  brakes,  nosing  over  being  resisted  by  the  nose 
Named the  "Skyfarer"  the  ship  was  designed by  Prof. 
Otto C.  Koppen of the Massachusetts Institute of Technol-
ogy.  Throughout it has been built  for  simple  manufacture 
and  easy  maintenance  work.  The  fuselage,  outside  of  the 
engine  mount  and  center  truss  which  are  welded  steel 
tubing,  is  assembled  by  means  of Elastic  Stop  Nuts,  the 
longerons and cross braces being aluminum alloy channels. 
(Aha!  Jim  Bede)  Replacing  a  damaged  brace  can  be  done 
in  the  field  by  undoing  the  fastening  nuts  from  inside 
of  the  plane  and  inserting  a  new  member,  the  fabric 
covering  being  held  away  from  the  fuselage  structure  by 
four sheet.alurninum alloy fairing strips on each cor'1er. 
The cabin seats two people with a luggage space behind 
the  seats.  A  door is  located  on each  side  of the cabin  with 
a  foot  step on the landing gear  strut. 
The landing gear is attached to  the fuselage by means of 
three bolts  which  can  be  detached  from  the  outside of the 
ship.  A  double  acting  shock  absorber  Oleo  is  used  which 
has  a  travel  of  six  inches.  The  nose  wheel  attaches  to  the 
firewall  and has been built  to  be easily removable. 
The engine mount uses vibration dampening mounts on 
top  of  which  the  engine  "floats."  The  cowl  is  completely 
free  from  the  engine  and  mount,  allowing  the  engine  to 
turn  idle  without  moving  the  cowl.  Power  is  supplied  by 
a  75  horsepower  geared  Lycoming engine. 
The  wing  is  built  up  on  a  "D"  section  leading  edge 
spar  for  the  first  35  percent  of  the  chord.  On  the  back  of 
this  is  a  shear  web  made up of a  sheet  of  aluminum  alloy 
with  angles  riveted  on  the  ends.  The  section  behind  the 
spar  is  constructed  of  built  up  ribs  with  cloth  covering. 
At  the  rear  of  this  section 'are  attached  the  flaps . next  to 
the  fuselage  and  the  ailerons  outboard  from  these.  The 
flaps  and ailerons  are made with a  rounded  nose of sheet 
aluminum  alloy  to  which  are  attached  built  up  ribs,  the 
assembly  being  cloth  covered.  The fabric  on the main  sec-
tion  of  the wing is  attached in a  unique  fashion  by means 
of  a  piece  of  wire  running  along  the  top  and  bottom  of 
the shear web,  and can be done in a  very  short time. 
The stabilizer is  made like  the "D" section of the wing, 
being  constructed  of  aluminum  alloy  sheet  covering.  The 
elevators  are  made  just  like  the  ailerons  and.  are  cloth 
covered. The vertical fins  are built up of tubing with former 
ribs  and are cloth covered. 
One  of  the  features  of  its  easy  maintenance  is  that  all 
the  parts  of  the  plane  have  been  numbered  so  that  for 
replacements  the owner has  only  to  send the  part number 
back  to  the  factory.  The  specifications  for  the  ship  are  as 
,   - - - - - - - - - - - ~ + - - - - - - - - - - / /
Outlines of the General "Skyfarer"
Span  ...... ... ... . .. . .. . . . . . . . . . ........ , . . . .. . . . .. . ..... .31  ft.  5  in. 
Overall  length  . .. ....... .. . .......• . .................. .. ........22  ft. 
Overall  height  ............. , .•........ . ..... ...•.. •. .......8  ft.  8  in. 
Cruising  speed  (SOOO  ft. )  ......... . .... . ...... .. . .. . . .. . ......92  mph 
Landing  speed  . .. . ..... . . . . .. .... • ... .. . . • . ... .. . . • .... .40  mph  min. 
90  mph  max. 
Range ....... .. . .•..• . .... . . .. ...... .. ...•.............. ... .425  miles 
Horsepower  . ... .. . . . ......... . ..... . .. ... • .. • ... . .. .75  hp  Lycoming 
Gross  weight  ... . .......... . . . ... .. .. .. . . . ... .. ... .. ..... ... 1350  lbs. 
Weight  Empty  ....... . ... . .. . ....... • ..... .. .. . ..............890  lbs. 
Baggage  ................. . . .. ....... • .. . .... . . . • .... . . . .. . .. . .40  lbs. 
Gasoline  capaci ty . . .. ..... . .. . . ......• .. • ..... . ... . ...........20  gals . 
Oil  capacity ..... .... . .... • . .... . .. . .. . .... . . .. .................5  qts. 
Wing  area  .. . .. . .... .. ... . .. . . . .. • .........................890  sq.  ft. 
Tail  area . ...... .. ..... . . ..• .. . .. .. .. .. . . .........16.6  sq.  ft.  stabilizer 
8.3  sq.  ft.  elevator 
25  sq.  ft.  (total)  fins 
Wing  loading  ..... ... .. ... .. ... ... ............... ......11.1  lb./sq.  ft. 
There  are  but  two  Skyfarers  left  on  the  FAA' s  Civil 
Aircraft Register: 
N-29025,  Serial  Number  12  owned  by Jack  L. Wads-
worth,  264  W.  Pamela Rd.,  Arcadia,  California  91006. 
N-29030, Serial Number 17 owned by Howard C.  Cagle, 
45  Sutton Way,  Reno,  Nevada 89502. 
NC-29015 appeared in the 1941 magazines, so must have 
been  the  prototype  or  first  production  model.  Does  any-
one  know  how  many  were  built?  Do  others  still  exist? 
Who can add  to  the story of the plane? 
You  send  it in and we'll  print it. 
When young Mike Murphy showed up at Oshkosh last
summer with his 1912 Bellanca replica, some thought it
was a joke, some never heard of a Bellanca built in 1912 ...
and almost everyone doubted the " thing" would fly.
Well, sports fans , as you saw in the February issue
(Photo Courtesy of Howard Levy)
of Sport Aviation, Mike's creation does indeed fly. Now,
we will prove to you that there WAS a 1912 Bellanca ...
the picture above does that once and for all. Incidentally,
that' s Guiseppe Bellanca in the helment.
1974 '2
(Photo by Ted Kaston)
Wagon Wheel Airport, Rockton, Illinois, site of President Buck's "Flynal Fall Fly-In."
By Buck Hilbert
(All Photos by Carl Rosauer)
One  evening  las t  October  Paul  Zernechel,  then  Pres-
ident  of  the  Rockford,  Ulinois  Chapter  of  AAA, and  I  got 
to  talkin'  about the  possibili ty  of one  last  fl y-in  before  the 
long  IlIini -Wisconsin  wint er  grounded  us.  Why  not? 
What'd we have to  lose,  and besides  today  the weather was 
just great - why wouldn' t it be that way in two weeks? 
Between  the  two  of us  we  ran  our  phone  bill  up  to  the 
level  of  the  nati onal  debt  inviting  any  and  all  who  would 
come. Dick Wagner  liked  the idea and approached  the Wis-
consin  Chapter  with  it.  They  agreed  to  come.  We  called 
all  the  individuals  and  chapter  people  we  could  think  of 
and  told  them  to  spread  the  word.  We  bugged  the  women 
into  getting  some  sort of pot-luck picni c planned,  and  then 
we sa t  back  to  see  what  would  happen. 
The  weather  cooperated  as  only  October  weather  can 
and  the  people  came  from  all  over.  There  were  forty-
three  registered  - and  maybe  a  dozen  more.  Oh,  they 
weren' t all  Antiques  or Classics .  There  were  even a  coupl e 
of  twins  and  a  Centuri on,  but  I'll  say  one  thing,  when  we 
discovered  we  had  a  crowd  of  kids  and  peopl e  who  had 
wandered  over  from  Wagon  Wheel  Lodge  who  had  never 
ridden  in  an  airplane  before,  the  mass  airlift  was  on. 
We  commandeered  any  and  all  ai rplanes  and  pil ots  who 
would  volunteer  to  fl y,  and  we  encouraged  the  littl e  old 
ladies,  and  some  young  ones,  too,  to  take  a  ride.  We  got 
at  least  seven  persons  who  had  never  been  in  an  airplane 
before.  We  fill ed  the  Cess na  210  with  seven  ki ds  all  at 
once.  Wagner  took  all  the  girls  who  " dared"  up  in  hi s 
Cub.  Ralph  Redmer  took  an  older  couple  in  the  Cherokee 
180  who  sat  together  holding  hands  in  the  back  seat.  It
was  their  fir st  airplane  ride  and  the  way  they  were  cl ing-
ing  to  one  another,  you'd think  they  were sure  it  was  their 
last.  The  happy  sequel to  thi s  one  was  when they  returned 
they  were  just  beaming.  "We  saw  our  home",  the  lady 
said,  " and  the  fall  colors  were  just  beautiful  from  up 
there."  "Yeah,  and  everything  looks  so  cl ean  and  neat 
from  up there,  too",  said  the  old  man. 
Chip  Wilson  fl ew  my  Aeronca  C-3 almost  continually 
with  one  kid  after  another  taking  rides  in  a  Reall y  Old 
Airplane.  I  finall y  spelled  him  so  he  could  get  a  bite  to 
eat  before  Paul  Zernechel  fini shed  it  all .  Paul  didn' t  do 
much  flying  until  after  all  the  food  was  gone,  and  then 
there  was  no  holding  him.  He  fl ew  the  Chief  after  that, 
and  so  much  that he  almost  went home  in  the  dark. 
I almost went home in the dark, too. Mr. Fleet doesn't
like 100 octane gas we found out. I tried to take Jack
Cox for a ride. Mr. Fleet got one good mouthful of that 100
proof stuff and wouldn't even poop. Talk about being em-
barrassed. There was my big chance to impress the Great
Jack Cox by giving him a ride in Mr. Fleet ... and Mr.
Fleet wouldn't co-operate' I was a little peeved at first, but
then the rumor of the situation hit me. Here was thi s
individualism creepi ng out that I'm so fond of. Here was
Mr. Fleet, just getting his way in a manner to illustrate
that he does have an individual personality like NO AIR-
PLANE I have ever owned. I called him a HIM in more ways
than one while cranking for better. than half an hour,
but it was no go. Two minutes after Jack departed for
home, He started almost by himself, and never missed a
lick all the way home.
Anyway, what I'm trying to say is that these get- to-
gether fly-ins don't have to be big put-ons. It takes a
lour Fearless President : O.K., shut Him down an' 1'1/
show ya how easy He starts. "
Fearless One: " Contact? Alright, betch"a a buck He goes
on the first pull J"
. . .22-
couple   It takes the
ladies to make the picnic, and anyone who trul y loves
to fly regardless of the type, age or airplane will come and
will help if you ask them. We had a real good time. We
depleted the RFD Chapter's coffee money a little, and we
made a little work for the clean-up crew, but everyone went
home just as happy and with a sense of accomplishment
like you never saw. We even sol d some first-riders on
airplanes, and we may have made some friends who wand-
ered over to see what all the fun was about.
There were many people there I didn't mention - from
Illinois, and also from Wisconsin. There were prizes, and
there was a feeling of happy abandon. As I landed along-
side the C-3 just at sunset back here at the Funny Farm,
I just sat there in the Fleet for a littl e while, marveling
at how beautiful it can be, when people have something
in common to share.
Fearless President: " Hold it while I get my knickers 2
hitched up . . . O.K . . . . OFF AND CLOSED??"
Chagrined One: " WHATTA YA MEAN YOU ' THINK'
Cheesecake, circa 1929. If you can tear
' yourself away from the Flappers, there
are some interesting close-up details of
the Touroplane visible.
-' - ,"
'his is prpbably the most widely pub-
lishec;l picture of a Touroplane. Over Kan-
sas Gity .
., .
Folding wing of the Wallace Touroplane. Notice the unusual folding " center section. "
Last month we featured the Wallace Touroplane as our Golden Oldie of The Month. A couple of
pictures were included of the only known surviving Touroplane owned by Jim Fros t of Tulsa. He has
si nce mai led us some extremely rare company photos and a Wallace Aircraft Company brochure. These
are reproduced here for your enjoyment and edification.
Our thanks to Jim Frost for his willingness to share these items with the res t of us and for risking
sending them through the mail. A commendation is also due our staff photogra pher, Lee Fray, for some
tremendous copy work. Several of these photos were yellowed with age - but Lee's darkroom genius
made them look like new agai n.
- Jack Cox
Photocopy of a rare Touroplane brochure.
The  Story  of  the 
m Pictures 
WINGS F. ,\ S" TO rot.D.
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UEAl'TI FU LL" tj l'I·IQ I.STli: REI>,   HI!,' TED CAJUN .
....,.. ti •• siJ.. u . n.f: ,.,,.,. :,.•• , lolJ,'"t 'F"  , .110"' '' ' JQ c• • It, 
Around  The  Antique/Classic 
Dear  Sirs: 
Please  enter  my  name  ' in  membership  in  the  EAA 
Antique-Classic Division.  Currently my brother and I have a 
1941  Piper  J-3  Cub  and  a  Travel  Air  D-4000.  Both  are 
undergoing  restoration  and  any  information  that  you  may 
be  aware  of  to  aid  in  the  project  (particularly  the  Travel 
Air)  would  be  appreciated. 
Thank you, 
Lt. Brian  W.  Dalton 
98th  General  Hospital 
APO  New  York,  N.  Y.  09034 
Dear  Sir: 
Enclosed  is  my  check  for  membership  in  the  Antique-
Classic  Division  of  the  EAA.  The  additional  money  is  for 
any  back issues  you  have  in  stock. 
I  have  been  involved  in  antique  aircraft  activities  for 
many  years  and  have  files  on  most  pre-war  airplanes.  I 
have index cards on those that were manufactured in  small 
numbers.  On  the  high  production  planes,  I  keep  only 
manufacturing  data,  such  as  N- numbers  and  serial  num-
I can supply owners of aircraft  manufactured from  1929 
through  1941  with  dates  of  inspections  and  registered 
owners at  the  time  of these  inspections. 
I  am  also  involved  with  homebuilt  activity  - have  an 
original  design  parasol,  N-59320. 
Kenneth  W.  Jerolaman  (EAA  527) 
P.O.  Box  532 
Bernardsville,  N.  J.  07924 
Rudolph Timmerman's restored Stinson 10B-1.
STINSON  108-1 
Dear  Sirs: 
Enclosed  you  will  find  a  photo  of  my  latest  project, 
1947  Stinson 108-1,  N-8403K.  It is  powered  by  a  165  h. p. 
Franklin.  It has just been rebuilt,  including recovering with 
Razorback.  The  project  was  started  in  December  of  1972 
and  was  completed  in January of 1974. 
This  is  my  second  project,  the  first  being  a  Taylorcraft 
Rudolph  H.  Timmerman  (EAA  74771) 
408  Maple 
Earlville.  Ill.  60518 
Dr. Mallory Harwell 's Continental 65  powered
Aeronca C-3.
Dear  Buck: 
r enjoyed  reading  about  your  C-3.  I  have  several  parts 
of an  Aeronca  engine  which,  if  you  would  be able  to  use, 
r will  send  to  you  as  r have  a  65  Continental  on  14556 
now.  Also,  I  could  not  find  the  old  Goodyear  air  wheels 
and had to convert my axle to Super Cub wheels and brakes 
and  if  you  are  still  using  the  original  axle,  I  will  be  glad 
to  send  those,  also. 
I  thought  your  article  about  your  C-3  was  most  inter-
esting and r certainly  admire your  perseverance. 
With  best  regards,  I am 
Mallory  Harwell,  M.D. 
321  South  Bellevue 
Memphis,  Tenn.  38104 
BELLANCA  14-19 
Dear Jack: 
I was  pleasantly surprised upon receiving  the  February 
issue  of The Vingage Airplane because  it  featured  Bellan-
cas,  but  I  must admit  to  momentary  disbelief  when  I  saw 
the  picture  of the 190  Bellanca  N6597N  which  is  the  same 
registration  number on my  "190" - and then followed  the 
realization  it was mine. 
The  photo  was  excellent but 97N  was  caught at an em-
barrassing  time  without  the  side  trim  stripe  completed  on 
the cowling.  It took some remembering  to  figure you  must 
have  taken  the  picture about six years  ago.  The location  is 
in  doubt  - could  it be  Bluegrass  Field  in  Lexington, 
"97N" is  my second Bellanca  which I have owned since 
purchasing from  Tom Noonan at Cincinnati's Lunken Field 
in 1964.  My  first  Bellanca  was 1948  Cruisair  N74473  which 
I  purchased  after  my  first  exposure  to  Bellanca  flying  in 
it.  That  aircraft  now  belongs  to  Larry  Culbert  (another 
Bellanca enthusiast) of Merritt Island, Florida who pur-
chased it trom me in 1962.
I am no different from most Bellanca pilots in that I
am continually impressed with the Bellanca's strength and
flying capabilities especially when compared with current
private aircraft designs 30 years newer.
I look forward to each issue of The Vintage Airplane
but the February 1974 issue will no doubt be my favorite
for some time.
Yours truly,
Richard Belush (AC S24)
2331 Mayhew Dr.
Indianapolis, Ind. 46227
Dr. Stan Morell of Arlington, Texas and his Fokker
DVII, N-11BS. Should be flying soon.
Calendar Of Events
- Fly-In sponsored  by  Florida Sport Aviation AntiqueIClassIC
of the Carolinas-Virginia EAAlAntique-Classic Chapter 395. Contact:
Jim Oevenger, President, B(II( 1044, Black Mountain. N.C. 28711.
195 Oub Fly-In. Contact Dan Kindel. 560 Cody Pass. Cincinnati. Ohio
45215, for additional infonnation.
MAY 1. - HARVARD, D..LINOIS - Dacy Chapter AAA Fly-In. Dac:y Air-
port. Spot landing contest on initial landing. Contact: Tom Lowe,
823 Kingston Lane, Crystal Lske. lB. 60014.
MAY H-27- GUERTSVILLE, KENTUCKY -International Swift AaIOda-
tion Anftl&ll Fly-In. Kentucky Oem 9fate Park. Contact: CharHe Nel-
son. P.O. Box 644, Alb.... T..n. 37303. 
(Editor's Note - The slide was taken in 1967 at Blue-
grass Field. My wife and I were a part of an Aztec load
of antiquers on the way to the AAA Fly-In in Ottumwa,
Iowa. I was looking for a Bellanca at that time, and was
taking pictures of everyone I saw. Incomplete stripe,
notwithstanding, I thought N6597N was a beauty! -Jack
(Photo by Dick Stouffer)
Carl Swanson of Sycamore, Illinois, well known builder
of World War I replica aircraft, is at it again - but with
a difference. In the past, his aircraft (Sop with Pup, Sop-
with Traiplane, etc.) have been authentic to the "Nth"
degree, but now he is building a S.I}.A.D. VII be
regularly . .. and with reliability . . The bir.d WIll lo?k lIke
the real thing, but, as can be seen In the pIcture, WIll have
a steel tube fuselage. It will have a "flat" engine, but
you won't know it from outward appearance.
MAY 24-26 - HAMILTON. OHIO - Annuai National Waco   Satur-
day night banquet featuring Clayton J. Brumer as speaal guest.
Contact: Ray Brandly. 2650 West Alex.-BeUbrook Rd., Dayton. Ohio
45459 .
JUNE 7-1 - DENTON, TEXAS - Texas ClIapter of Antique Airplane
Association Annual Fly-In. Denton Munidpal Airport. Contact: Ed 
McCracken. 1044 Easy St. Grapevine. Texas 76ail .
Antique Transportation Meet. Antique Airplanes and Air Games, Steam
Tnin Rides, Antique Car Games and HID Oimb. Swap Meet. Fun for
the whole family. NO landing or parking facilities for  modern  air-
craft. Contact: Edward C. Wegner. 10 StaffOid St.. Plymouth. Wis.

SB'1EM8ER 13-11 - GALESBURG. D..UNOIS - 3rd National Stearman
Fly-In. Contact: Jim Leahy. 445  N. Whitesboro, Galesburg. D1. 61401
or Tom Lowe, 823 Kinpton Lane, Crystal Lake, m. 60014.
Back  Issues  Of The Vintage Airplane 
Limited numbers of back issues of THE VINTAGE AIRPLANE are available at .SOc each. Copies
still on hand at EAA Headquarters are:
June 1973 August 1973 October 1973 December 1973
July 1973 September 1973 November 1973 January 1974
February 1974