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. -'
. J.t •
. .,.
Paul  H.  Poberezny 
President EAA 
The Officers and Directors of the EAA Antique
and Classic Aircraft Association and EAA Head-
quarters staff would like to take this opportunity
to wish all of you a very Merry Christmas and a
Happy and Prosperous 1976.
All in all, we believe that we had a very fine
year. Enthusiasm for all phases of sport/general
aviation is on the increase and 1975 was very kind
to all of us. We had many aviation events in which
so many of us cooperated and participated, regard-
less of the type of aircraft we happen to favor at
the moment.
Sitting here and giving a little thought to what
I have learned in my association with the fine
people of aviation these past 23 years with EAA has
given me a great education and many observations.
We are a very unique group of people - we,
who own and fly aircraft. Many times we are very
divided and sometimes short-sighted. We pick a
segment of aviation and we give it our all, our love,
understanding and participation. Quite often many
of us look at other segments of the same sport/
general aviation as if they were not there - all
aren't important and are not needed.
In reality, we have a caste system. The purest
antiquer, the purest homebuilder, the purest war-
bird, or just the same individual in the above men-
tioned category who is not so pure and doesn't
mind making a few changes to his aircraft. We feel
that each segment that we happen to participate
in is the only one. We're elite, sometimes aloof,
sometimes not wanting to associate with others. It
occurred to me a long time ago that if EAA was
only for homebuilders, only for antiquers, for
rotary-wing, warbirds or aerobatic pilots, neither
one of these would have the financial success need-
ed to put out more than a four or six page piece of
paper called a publication.
Our fly-ins and flying activities would certainly
be diminished because it all gets down to volume
and who does the work. Most times you will find
at your chapter fly-in or your group's activities or
even our National Convention, that the majority
of the help comes from those who are not directly
involved in owning, restoring or building an air-
craft, but comes from those who you have moti-
vated to associate with you because of your sin-
cerity and hard work in producing one or two
models or restoring any particular type aircraft.
Our strength in accomplishment is through num-
bers, both financially and at a local, state and
federal level. This is why I would like to stress the
continuing need for understanding of each other,
accepting those who would like to be a part of avia-
tion, a part of our organization or our individual
association, such as the Antique and Classic or
In reality, out of our over 45,000 active member-
ship at the present time, less than 4,000 belong to
the three groups under the EAA's umbrella. A very
small number of people when one considers the
number of letters received generating a great
amount of work for these activities as compared to
the total number in our membership.
Some expect a publication the size of SPORT 
AVIA TlON  and anyone in association work realizes
that a small number of people in anyone of our
affiliates really does not produce sufficient revenue
to publish much more than we have, (Vintage  Air-
plane)  let alone contribute to heat, light, use of of-
fice equipment and even much of our staff time to
stay in business. There is strength in numbers.
The EAA Antique and Classic Aircraft Associa-
tion - I don't like to use the word "Division"
because it divides. It makes one not feel a part of
what was founded for the basic purpose of provid-
ing and augmenting help here to our EAA Head-
quarters staff, especially in putting on the Annual
International Convention. It was felt that by har-
nessing the enthusiasm and the love within our
EAA membership of those individuals who liked
antique and classic aircraft, that we could better
serve our members attending the Annual Conven-
tion handling such things as aircraft parking,
educational forums, flying activities, judging,
awards and the many, many tasks too numerous to
mention that makes one feel at home. Unfortunate-
ly, our correspondence indicates that by far, the
majority are more than happy, while some 1% to
2% leave in disgust and want more from you vol-
unteers than we, as humans, are able to afford.
Often we hear that the Annual event in Oshkosh
is too large - too big. I have heard the question
often, even when we held the event back in Mil-
waukee and you could have taken the total num-
ber of people and aircraft and buried them, un-
noticed, in a corner of Wittman Field. Would you.
tell any member of his or her organization to stay
home? Would you tell anyone of the over 2,000
aviation enthusiasts that were attracted to your
Convention that joined EAA as a result of seeing
what you have accomplished that they cannot
attend? Would you tell the aviation enthusiast
that he is not wanted? I will not tell them to go
(Continued on Page 19)
(Photo Courtesy Kelly Viets)
The DeHavil/and D.H. 4 was first built in 1916 as a two seat day bomber for the R.A.F. and by the end of World War I hundreds
had seen operational service. D.H. 45 were powered with a variety of engines in the 200 to 400 horsepower range. American
built versions used the 400 h.p. Uberty V-1 2. After the war the D.H. 4 embarked on a new career that would make it more
famous than had its military use. In Europe a number of air Jines began service using modified D.H. 45 and in the U.S. mail
was carried in the lumbering but dependable old birds as late as 1927. Several U.S. aircraft manufacturers, i ncluding
Bellanca, got their start building replacement wings for D.H. 4s employing newly developed high lift airfoils.
Editorial . .. Paul H. Poberezny . ..... .. .. . ... ... , ....... . . . ....... ...... . .. .... .. . ... ... . .... .
DC-3 . . . Ed Williams . ....... , ...... , , , . ... . .. ..... .. , , ... ..... ..... . . . .. .. ... ..... ........ . ,
Staggerwings ... Richard D. River. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 7
Ryan STA - The Unruly Sweetheart ... Bill Dodd .. . .. .. . . . . .. . .. ..... . ... . .. . ........ . .. . . .... 8
A 1933 Homebuilt ... J. A. Blackbourne . . ....... . ..... . ...... .. ... ... ... ........ .. ... . .... ... 11
Wings of Spruce . , . Norm Ginn ........ .. " . . " . ... " .... ... " .. .. . . . . .... . ...... . ........ . . .
Portland, Maine Husband and Wife Are Concerned About Air Safety ...... . .... .... ... . . .. . .... . .
Little Round Engines ... Ken Williams . . ... ... . .... ... .... . .. . .. ... ...... .. ....... ....... .. . . .
Letters To The Editor ... ..... . . . . ......... . .. ..... .. . , ........ .. ... . . ..... .. ..... .. . .... .. .. . .
Publisher & Editor - Paul H. Poberezny
Assistant Editor - Gene Chase
Assistant Editor - Jack Cox
Assistant Editor - Golda Cox
8102 LEECH RD .
P O BOX 2464
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9635 Sylvia Ave.
Northridge, Calif . 91324
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THE VINTAGE AIRPLANE is owned excl usively by Antique Classic Aircraft , Inc. and is published
monthly at Hales Corners, Wisconsin 53130. Second Class Postage paid at Hales Corners Post Office,
Hales Corners, Wisconsin 53130 and Random Lake Post Office, Random Lake, Wisconsin 53075.
Membership rates for Antique Classic Aircraft , Inc. are $10.00 per 12 month period of which $7.00
is for the subscription to THE VINTAGE AIRPLANE. Membership is open to all who are interested in aviation.
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Copyright © 1975 Antique Classic Aircraft, Inc. All Rights Reserved.
By Edward D.  Williams  (EAA  51010) 
713  Eastman  Drive 
Mt.  Prospect,  III.  60056 
It is said that life begins at 40, but that applies to
people, not airplanes. However, the fact that an airplane
is still alive and hard at work at 40 is a great tribute to
the men who gave it birth.
This is the case with one of the most beloved air-
planes of all time, the Douglas DC-3, which will mark its
40th birthday on Dec. 17, 1975, four eventful decades
after its maiden flight at Santa Monica, Calif.
As the historic anniversary appears, hundreds of
DC-3s are still flying, performing jobs that its creators
never dreamed of.
A recent survey by Flight International magazine of
just under 500 scheduled operators and charter com-
panies showed that 134 of them reported having at least
one DC-3 in their fleets, for a total of more than 300
DC-3s worldwide. And hundreds more are still in service
with corporations and private individuals . And this is in
the age when the jet is king!
Tough but tender, the DC3 revolutionized air travel
and earned itself the reputation as a pilot's airplane and
a passenger's airplane.
Douglas turned out almost 11,000 of the durable
DC-3s for air carriers and the military, and it was an
immediate success . It was larger, faster and more luxu-
rious than its predecessors, and airlines found it more
economical and safer to operate. Coast-to-coast travel
was reduced to 15 hours by the DC-3's cruising speed of
165 to 180 mph, which was impressive in those days.
Although abandoned DC-3s, and parts of DC-3s, are
scattered at airports and junkyards all over the world,
a few DC-3s will be kept in top shape by personnel at
various museums. An Eastern Air Lines DC-3 has been
spiffed up for installation in the Smithsonian Institution's
new Hall of Air Transportation in Washington, D.C. (The 
Vintage  Airplane,  April, 1975), and probably the most
(Photo  by Ed  Williams) 
historic DC-3 of all, North Central Airlines' N21278 -
"Old 728" - a few months ago was donated to the Henry
Ford Museum at Dearborn, Mich. "Old 728" was the
flyingest plane in aviation history, with 84,875 total hours
at the time its career ended. (The  Vintage  Airplane, 
May, 1975) .
Symbolic of the DC-3s that have worked hard and
long is the one which has served the Federal Aviation
Administration faithfully since 1948 in the checking on
Airport ILS and other equipment. Unfortunately, the
FAA has announced that the old bird will be phased out
next year and will be replaced by a Sabreliner jet.
Many chapters of the DC-3 saga are almost incredible.
In 1957, a DC-3 carrying 23 passengers clipped a moun-
tain peak during a storm, knocking 12 feet of its left
wing, but still made a safe landing at Phoenix, Ariz .
Another was landed safely after a hidden bomb exploded
in the baggage compartment. And still another, involved
in a midair collision, was landed although the fuselage
looked like a convertible auto with the top down.
Other DC-3's have survived lightning bolts, kamikaze
planes and chronic overloading. One served as a road-
house in South Africa for 12 years and then was recon-
ditioned and returned to flight status.
The first 20 DC-3s sold for $110,000 each, about the
cost of one smaller jet engine today. In 1960, used DC-3s
were selling for twice that sum, indicative of its utility
and reliability. Thirty years after its first flight, more
than 170 air lines in 70 countries reported still using the
DC-3. In 1965, about 30% of the world's airline fleet
consisteq of DC-3s, and 400 large corporations used them
as plush executive aircraft . It has been honored on air
mail stamps by many countries, such as Chile, Hungary
and The Netherlands.
The DC-3 has outlasted a generation of airline pilots,
and many pilots today were not born when the first
"Three" took to the air.
The DC-3's lineage goes back to the DC-1 - Douglas
Commercial -- 1st model - of which only one was built.
The DC-1 was a 12-passenger transport manufactured
according to specifications suggested in 1932 by Trans-
continental and Western Airlines.
The DC-1 contained many innovations. It was sound-
proofed, contained cabin heaters, had side by side seat-
ing and dual controls for the pilot and co-pilot and was
the first commercial plane to be equipped with the Sperry
automatic pilot.
It brought new comfort to the passenger, who no
longer suffered from deafness , lack of sleep and cold
while balancing a box lunch on his knees.
"The One" was rolled out of the Douglas plant on
June 22, 1933, and given extensive testing. This resulted
in several modifications built into its successor, the DC-2,
a 14 passenger plane.
When that model was enlarged and modified and its
capacity increased to 21 passengers, it was designated the
By 1938, DC-3s were carrying 95% of all airline traffic
in the United States and also went into service with 30
foreign airlines . In 1939, DC-3s were flying 90% of the
world's air traffic. Starting in late 1940, the U.S. Army
Air Corps ordered great numbers as C-47s and C-53s,
and the Navy ordered it as the R4D. In addition, large
numbers of civilian DC-3s were taken over by the mili-
tary, with designations from C-48 through C-52.
Japan in 1938 built its own DC-3s under license, as
did the Soviet Union in 1940, as the PS-84 and the Li-2.
But it was a name that gave the DC-3 its charac-
ter - the name given by the men who flew it. They called
it the "Cooney Bird" after the albatross, whose flying
ability is legend.
Douglas built 10,925 Cooneys, 803 DC-3 airliners and
10,122 military versions from 1936 to 1946. Thirty years
later more than 5,000 were still in service throughout
the world.
American Airlines was the first to put " The Three"
into service on June 25, 1936, and that day marked the
end of profitless airline operations .
The first planes for American were designated DST
(Douglas Sleeper Transport), and the prototype X14988
was first flown on Dec. 17, 1935. The first DST went into
service on American's New York-Chicago run, and
Douglas, by removing the sleeper berths, then evolved
the DST into the DC-3.
American eventually operated the largest pre-war
fleet of DST/DC-3 aircraft, with 66. United Airlines was
the second largest operator, with 45, and Eastern and
TW A each had 31.
(Photo Courtesy of Ed Williams)
About half of the early DC-3s were powered by the
1,000 horsepower Wright SGR-1820-GI02 Cyclone, and
the other half were powered by the Pratt & Whitney
R-1830-SB3G Twin Wasp, also with 1,000 horsepower.
The Gooney was a hard worker. During a flood in
Bolivia in 1949, it carried 93 crammed refugees to safety.
It also was the first aircraft to land at both poles. In fact,
its "firsts" were countless.
In 1938, a United Airlines DC-3 made the first sched-
uled flight for a major sports team when it carried the
Detroit Red Wings from Newark, N.J., to Chicago. The
previous spring a baseball team had made an unsched-
uled flight from New York to Boston because of floods
in New England, but the 1938 flight was the first to be
booked for a team in advance.
It was in military service, beginning with World War
II and including the Korean hostilities and the conflict
in Vietnam, that the DC-3 became a legend.
During World War II Americans knew it as a freighter,
troop carrier, flying hospital, sometimes bomber and as
the airplane that always got its crew safely back to base.
Early in World War II, a Gooney was caught on the
ground in China in a Japanese air raid. The bombs hit
the plane's right wing, completely destroying it. Ameri-
can airmen were determined that the transport could be
made flyable if a spare wing were found, but the only
replacement available was the wing from a DC-2. The
Americans "made do" with the replacement, which was
five feet shorter than and tapered differently from the
DC-3's good left wing. This created one of the unusual
hyrids in aviation history, and it was called the "DC-21/2."
Its pilots reported that the DC-21/2 had only a ten-
dency to roll toward the shorter wing. This was corrected
by aileron trim adjustment and a change in propeller
pitch settings on the twin-engined aircraft.
The military version of the Gooney Bird had a color-
ful background. It had been used (minus engines) as a
combat troop glider, a float plane (with each float larger
than a P-40 fighter) and as a ski-equipped transport
which took off from an aircraft carrier.
Gen. Eisenhower said it was one of four pieces of
equipment most vital to Allied successes in Africa and
Europe. The others were the Jeep, 21/2 ton truck and bull-
dozer. "Curiously," Eisenhower said, "none of these is
designed for combat."
But the Gooney Bird had its share of combat action.
Witness the DC-3 whose pilot decided to ditch in the Pa-
cific because it was so badly riddled with anti-aircraft
fire. When the transport bounced 50 feet after hitting
the water, he changed his mind and landed it at a base.
A later chapter in the Gooney Bird's military life was
written when American forces in Vietnam refitted it
with three Gatling guns capable of firing 6,000 rounds
a minute from the cabin. The Air Force designated the
new variation the AG-47, and new names were added to
the list. The AC-47 crews called their planes "Puff, The
Magic Dragon," or, simply, "Spooky Goonies."
(Photo Courtesy of United Air Lines)
Beechcraft  " Staggerwing"  0 -1 7S,  N6719B,  Serial  No. 
6913,  built in  1943. Pratt & Whitney  R-9B5,  450  hp. 
Richard O. River 
P.O. Box 297 
Chillicothe,  Ohi o  45601 
" Retired  Fighter Pilot" 
"International Lover" 
" All -Around Jolly  Good Fellow" 
The records on my Staggerwing are with the air-
craft which as you know is now on display in the U.S.
Air Force Museum, Wright Field, Dayton. I will try to
recall some of the details though.
The aircraft was procured by the U.s. Army Air Corps
but was delivered to the U.s. Navy as a GB-2. It re-
mained in the Navy Inventory until declared surplus in
1950. It was then bought by an airmotive company on
the west coast and "civilianized" . It went through a
succession of owners in the three west coast states finally
ending up in one of the Dakotas. In 1968 it was taken
in on a trade by Courtesy Aviation, Rockford, Illinois . I
purchased it from them during the EAA Fly-in that year
and owned it until it was donated to the Air Force in
Personally, I am retired from the USAF (retired De-
cember 1965) and like to refer to myself as a retired
Fighter Pilot, although during the last four years of my
career, I was in Mats, or MAC as it is known now, fly-
ing the C-121 Connie and the C-130. Fighters include the
F-51, F-80, various F-86's and the F-100. I am currently
a member of the Order of Daedalians and the Quiet
Birdmen. I am between aircraft at the present and am
very seriously considering starting on a homebuilt, pos-
sibly a Coot amphibian. Forgot to tell you that during
the last ten years in the Air Force, in addition to my
flying duties, I was also an Aircraft Maintenance Officer.
Hobbies include flying, fishing and model aircraft build-
ing with a preference toward radiocontrol scale.
One more personal note which I am very proud of,
shortly before Christmas last year I dug my Air Force
Uniform out" of the mothballs, pinned my wings on once
more and was privileged to swear my oldest son into the
Air Force.
I am happy to be a member of your organization and
will enjoy your magazine in the years to come.
By  Bill Dodd 
Box  195 
Prairie  View,  Illinois 
One of the troubles in the world of antique airplanes
is that there are not enough of them to go around. Many
enthusiastic pilots never have a chance to fly their favorite
antique plane. So we will try to give you an idea of what
one of our favorite planes, the Ryan ST, is like to handle
and fly.
As I think back about it now, I can't remember when
I started wanting a Ryan ST nor at what point it became
an obsession to own one. It just seemed that it had to
happen someday. It all happened in quick succession
in a round-about way. We became friends with an owner
of a surplus PT20A - a Kinner 125 version of the ST -
but he would not sell. While helping him find parts
through Trade-A-Plane ads, we unearthed what turned
out to be a tired ST. He didn't want a whole plane, but
we surely did. In time the dollars and delivery of our
"dream" plane was worked out and in it came one late
July afternoon right in the iniddle of our sixth Coke and
the elevendy-seventh walk on the eight foot strip of
ruined lawn. It was tarnished silver; fresh red-trimmed
(Ted  Koston  Photo) 
Bill Dodd and his beloved Ryan  ST. 
to make a better first impression with canvas over the
front cockpit, but it was beautiful!
Since it was unlicensed, all that could be done to
relieve the anticipation was to fire up and taxi around
and around and around. Even all streaked and with the
fabric full of silver patches, it looked eager to fly while
just sitting on the ground.
Ten months later, after commuting 20 miles each
weekend between our apartment and the airport, we
rolled out a completely new metallic blue and yellow,
ready to go STA.
Joe Fornasero, Ryan's chief test pilot, couldn't have
been more excited on the first flight. Although we didn' t
feel we needed anyone to share this moment, we took
an instructor along in the front cockpit. Somehow I re-
call he didn't look too happy. Possibly he was remember-
ing what all the local airport "Sports" - most of them
biplane addicts - had said about the ST: "it would tum
violently on take off without warning; it would snap roll
on downwind approach without warning, or it would
land like a 'streamlined brick' and be too hot for even a
good pilot." (A good pilot indeed!)
We gave it the gun and away we went! It went a little
loose on rudders at first, but then firmed up and started
to go down the runway half way straight and we were off
and in the air! This first time we made simply a normal
pattern and came back in, a little high, a little fast , but
it fitted down over the trees into the 1900 foot strip and
even after a few up and down adjustments touched down
three point. I will admit that then we had to work to
keep it straight. Good firm brake action gave the most
secure feeling, and except for running up to within four
feet of the far fence, I thought it was a pretty good land-
ing. Evidently, the instructor did not think so. He climbed
out on the wing and vaulted over the wing wires, hit the
ground running, yelling back over his shoulder, "You' ll
be alright , just slow her down some".
After that we flew all day; took up every passenger
who wanted to go and some who didn't. We stopped only
for gas and finally quit after my wife pOinted out that it
had been dark for half an hour. I hadn't noticed.
I'll have to admit that in flying around after that, all
did not go perfectly. There was one time we ran off a 200
foot wide concrete runway into the grass at a time when
a straight line between two runway lights seemed better
than a curved path around one. The grass turned out, on
closer observation, to be lespedeza clover about 18
inches high . We cut a swath through it and taxied to
the gas pump with approximately three bushels of new
mown hay in the lower wing and tail wires. That was the
first real lesson about the Ryan and hard surface run-
ways. It is somewhat sensitive and skittish on hard sur-
faces . Of course, this particular incident was compli-
cated by a 100 hour pilot who was going more on luck
than skill. On grass the ST is very docile and rolls out
straight almost unassisted.
On the other hand, I should tell you the Ryan flies
very stably and will go cross-country real well with your
feet on the floor with none or small adjustments of the
stick. It has never even attempted to snap roll by itself
in the pattern or any place else. On take off the pilot
should content himself with doing almost nothing with
the rudders except progressively pushing a little on the
right one as the take off run begins. In a good stiff cross
wind, the best method is to control the first part of the
take off by holding the tail down by back stick until
good speed is attained and the rudder will do the con-
It doesn't come in like a streamlined brick and doesn't
land especially hot. Without flaps, it approaches best at
about 75 mph indicated. The attitude is almost straight
and level with the rate of descent not at all excessive.
Touchdown is at about 50 mph. If you want to come down
more steeply and at a slower speed, you can choose 10,
20, 30 or 45 degrees of flaps by pulling on the conveni-
ently located manual flap handle on the right. Just de-
press the button at the top of the handle and let go when
you get to the slot you want. To release, simply do the
process in reverse . Make a habit when you pull the flap
on to wiggle the handle to be sure it has locked solidly
in the chosen slot. Once long ago I didn't do that and at
20 feet on flareout the flaps popped back up to zero.
There was no emergency. The ST simply sank a little and
floated a little faster and farther down the runway. So
once again we have an example of the Ryan not doing
something violent.
The actual touch down is very soft because the gear
features long travel oleo shock struts and 18-8-3 big fat
(15 pounds fully inflated) tires .
The one main distinguishing feature of the ST is the
roll out on landing. Everything is smooth and normal
after touchdown until it starts to slow down at which
point the nose wants to wander to one side or the other,
which requires quick alternate rudder action . Every-
thing is again OK for a while until you begin to realize
you could use a small assist from the brakes - just in
case. The trouble is that the brakes are supposed to be
activated by your heels on a tube with a pad at the end
that curves down and to the middle from the rudder
pedal. Take a look at these pedals next time you look into
an ST cockpit . The trouble is you can't get your heels
on the brakes while you are alternating rudders because
the brake arm travels with the pedal and when a pedal is
forward the brake is up in a position that no human foot
can position to. You must get the rudder pedals cen-
tered and put both heels on your respective brakes at
the same time. Once you learn this, life becomes rela-
tively simple again. You can, of course, ride it on out with-
out brakes and do pretty well, if you are an accomplished
Mambo dancer. Also, it doesn't work too well to put
your heels on the brakes on final , so as to be prepared.
You can't move the rudders the necessary preliminary
amount and you usually end up applying brakes on
touchdown. It really is not difficult to learn the heel
placement trick. However, it is the one real "trick" in
learning to fly a Ryan ST.
The cockpit is clean, neat, somewhat Spartan in its
simplicity, but quite utilitarian. There is everything there
that is needed but nothing more. The controls are sim-
ple. The elevator trim tab, for example, is a small cable
that runs through the cockpit just under the throttle.
Three pulls forward or back gives full up or down trim.
This is a very good feature for aerobatics when quick
trimming is needed during or between maneuvers . Try
to get the back cockpit. though, if someone is going with
you. It is the roomiest and has the best view of the plane.
The front cockpit is somewhat snug, but warmer in win-
ter. Of course, solo you always fly from the rear.
In the air, for just flying around, you will look a long
time to find a plane which flies so smoothly, stably and
with such good visibility. The narrow, oval monocoque
fuselage and low wing with relatively narrow cord makes
you feel as if you can see almost everything. It is an excel-
lent feature for aerobatics.
A good deal of dihedral is built into the wing rigging
which evidently helps with the stability of flight. How-
ever, in rough air, the ST tends to roll continuously from
side to side - not extreme, but requiring constant stick
It is unusual, I think though, that it flies more stably
inverted than right side up even though the dihedral
becomes extreme cathedral. The reason is, I believe, that
the fuselage hangs down under the wing like a stabilizing
Stalling from any attitude, even inverted, is a delight.
It simply stalls and drops off lazily and recovers quickly
with any help at all. If, however, it is held in tight, it will
reluctantly spin. The spin is really something! It points
straight down as if on a spit and really winds up. You count
the number of spin turns like this: "one, three, seven,
18, 42 . . . " You don't have to be alarmed though - at
least not after the first time; the first time might shake
you up a bit - because with recovery controls applied,
it stops spinning after half a turn.
The stall and quick spin recovery once again prove to
you that this is definitely not a violent airplane. If you
were to apply one word to the Ryan ST, it would have to
be "predictable".
This big feature is surely comforting when you are
attempting aerobatics. You realize that no matter what
you try, you can, at worse, only fall out and stall or spin
and recover quickly with no more than 200 or 400 feet
lost in altitude. Incidentally, the Ryan is designed for a
positive and negative "G" load factor of 10. You would
have to pull awfully hard to pull more than 6.
As far as aerobatic maneuvers go, the ST will do them
all, both inside and outside, both basic and advanced.
The airfoil, which is an NACA 2412, has a good curve to
the bottom for excellent outside loop and inverted flight
characteristics. It  has, indeed, a very good rate of roll,
which surprises most people who think that single stock
ailerons can't be that good. For its size and speed, it
operates in a relatively tight framing area for aerobatic
sequences . For example, inside and outside loops can
be pulled through 400-500 foot circles.
The only two maneuvers I've found the Ryan doesn't
do as well as I'd like is an outside snap and a vertical roll.
This could be my fault, of course. On the vertical roll
there just isn't either enough aileron to get you around
fast enough to complete or not enough power to give
the amount of climb needed. We must note though that
there are not too many planes around today which can
do a vertical roll.
The controls are all good and light to the touch - ex-
cept the stick requires a good muscular push when you
are inverted. Their biggest advantage is that they feel
equally balanced on the amount of effort needed to acti-
vate each.
Most models of S1's that I've flown indicate between
110 and 120 mph depending on horsepower and props.
The specs list the dive limit speed at 156 mph. However,
many instructors who operated Menasco-powered Ryan
trainers for the Air Force, with whom I've talked, say
they saw 215-220 indicated on air speeds many times when
students went completely to sleep during aerobatics.
And too, we personally have had ours up to 210 to test
the truth of this. The wings flap a bit, the wires sing like
banshees, the wind whistles, but there was no ' big vibra-
tion or buffeting and it coasted out to a more comfortable
During aerobatics, you will operate between narrow
speed limits. Snaps start at about 95, loops at 120-125,
Immelmans at 140 and outside loops at 150. Excessive
speed for most maneuvers just isn't needed.
People ask me about the reliability of the Menasco
engine. Maybe a couple of quotations from some well-
known aviation men will give you a better idea. Tex Ran-
kin said: "Here's my experience with Menasco engines
during the past 21/2 years . I flew with the first engine
more than 450 hours without even a top overhaul. Much
of this time was under wide open throttle on aerobatic
and race flying. After I sold the ship, it wa's flown another
100 hours before being overhauled. My second Menasco,
which I am still using, has flown more than 600 hours,
mostly on acrobatic work. I used this engine in winning
the International Aerobatic Competition and on 26 acro-
batic exhibitions throughout the U.S. and Canada.
"Many of the maneuvers require an rpm of over 3000.
I don't believe anyone ever abused an engine half as
much as I abuse the Menasco. In more than 1000 hours
of flying with these engines, I have never had a forced
landing due to engine failure."
T. Claude Ryan said: "As an airplane manufacturer,
I have long recognized the sound engineering, the sta-
mina and high performance of Menasco engines which
we are now using and have been using for several years
as standard equipment on our Ryan airplanes."
From my own experience, I must agree with both
gentlemen, except that I never go past 2500 rpm and try
never to abuse my engine. By the way, Menasco had an
interesting slogan: " You wouldn't shoot a bullet side-
If a plane has a personality, the Ryan would certainly
be called vivacious, eager and dependable.
There are several major reasons why I have kept a
Ryan ST for so long a time. Some coincide with some of
the reasons why I bought one in the first place. It  looks
real pretty from all angles either sitting or flying. It  has
good cruise speed, a reasonable size - not too big but
just big enough - and, most important of all, it is chal-
lenging enough to be a thrill each flight. Each Spring I
still get a big kick out of the first flight after a long win-
ter, almost as if it were the first maiden flight.
The design of the little Ryan was way ahead of its
time. For a 1934 deSign, it incorporated monocoque metal
fuselage, stamped metal ribs, beautiful streamlining,
completely faired gear and four position flaps . Not bad
for 1934 vintage. It  seems to realize its own worth and
enjoys flying. It is always ready to try anything you feel
big enough to try.
(Photo Courtesy Kelly Viets)
Y AIRPLANE QUIZ - If you can identify this
  your answer to the Editor. The origi-
'" Loadin for flood victims -

a1033 homebuilt
By J.  A. Blackburne (EAA  16423) 
3477  Parkview  Drive 
College  Park,  GA 30337 
Due  to  the  Great  Depression  1931  was  not  an  ideal 
time  for  one  to  seek  his  first  employment .  However, 
the  intense  desire  to  fly  was  so  great  that  I  did  not  Jet 
the  innumerable  (no  jobs  available)  discourage  me. 
Fortunately  I  did  secure  employment  in  late  July.  My 
starting  salary  was  ten  cents  an  hour  for  sixty  hours  a 
week.  After  a  couple  of  months  I  was  earning  fifteen 
cents  an  hour.  In  each  of those dollars  that I saved,  I could 
visualize  a  small  whirling  propeller. 
During  the  summer  of  1932  I  managed  to  get  four 
and  one  half  hours  of  flying  time  in  a  Curtiss  Wright  Jr., 
NC  10910.  Many  people  thought  that  only  a  nut  would 
waste  $8.00  an  hour  on  a  Tom  Fool  Flying  Machine.  By 
their  standards  I  was  extremely  happy  to  be  a  nut.  The 
flying  was  great.  The  real  draw  back  was  that  there  was 
not  enough  of  it.  I  hit  upon  the  idea  that  I  would  build 
my  own  Flying  Machine.  After  careful  consideration  I 
decided  that  the  Pietenpol  Air  Camper  was  just  what  I 
needed.  Many  hours  were  spent  studying  the  plans  and 
just  how  the  various  components  would  fit  together. 
Fortunately,  the  raw  material  kits  were  divided  into 
several  units .  During  Sept.  1932  the  first  kit  arrived.  By 
the  time  I  finished  building  the  wing  ribs  there  was  suf-
ficient  money  to  order  the  next  kit  from  Mr.  Pietenpol, 
and  then  the  next. 
The  time  passed  very  quickly.  August  13,  1933  the 
Flying  Machine  was  finished.  With  the  one  piece  wing 
removed  it  was  trucked  to  a  large  pasture  field  about  two 
miles  south  of  Spring  Hill,  Tennessee.  It was  late  after-
noon  when  five  gallons  of gasoline  were  strained through 
a  chamois  skin  into  the  galvanized  iron  fuel  tank.  It was 
hard  to  realize  - my very own Flying Machine and  it  was 
After  securing  my  safety  belt  I  called  - "Switch  off, 
gas  on,  throttle  closed."  The  wooden  propeller  was 
pulled  through  several  compressions.  Then  I  heard  the 
magic  word,  CONTACT.  I moved  the ignition  switch from 
the  Off  to  the  On  position,  cracked  the  throttle,  pulled 
the control stick  to  the aft stop and replied,  "CaNTACT'. 
One pull  on the  propeller and  the  Model"A"  Ford engine 
began  to  bark  very  nicely.  After  the  water  temperature 
gauge  indicated  warm  engine,  I  slowly  opened  the 
throttle  enough  to  taxi  across  the  turf  field.  After  a  bit  I 
made  several  runs  with  the  tail  up .  When  the  wheels 
would  begin  to  tip-toe,  I  would  close  the  throttle  and 
roll  to  a  stop.  So  far  the  little  ship  was  handling  beau-
tifully.  I  could  tell  by  the  feel  that  it  would  fly.  Naturally 
the  temptation  to  take  off  was  tremendous.  However,  I 
was  committed  to  wait  another week.  The  first  flight  was 
to  be  a  feature  of  an  Air  Show  when  two  Nashville, 
Tennessee aviators would hop passengers. One in a
Ryan Brougham and the other in a Hisso Swallow. I
forced myself to postpone the Big Day and was thinking
- self discipline is an arduous task. It was hard to leave
the little ship, all alone, and tied to the pasture field
I am sure the next week was the longest week of my
life. Fortunately, Sunday, August 20, 1933 dawned bright
and clear. I was at the field early. The little ship was
just beautiful. Soon a fellow aviation enthusiast arrived.
Eventually, I heard the wonderful sound of a whirling
propeller. The big Ryan floated in very nicely, followed
by the Swallow Bi-plane. The Air Camper had already
attracted a small crowd. The barnstormers started to
hop passengers and with each flight the crowd grew.
We were kept busy answering questions, discouraging
would be souvenir hunters and listening to remarks as
to how crazy people were. I delayed my flight as long
as possible so that we could take in a few more dollars
for the airplane rides.
POSSibly a half hour before sundown I climbed into
the Air Camper, adjusted my belt, helmet and goggles.
As expected the engine started on the first attempt.
While waiting for the water to reach operating tempera-
ture, I had a bit of time to think. A lot of thought, time,
and to me a great deal of money, had been devoted to
this Flying Machine. Now the day of my dreams was at
hand. As I smoothly opened the throttle I immediately
forgot that there was anyone in the whole world except
me. My complete being was concentrated on this flying
Almost immediately the tail was up. Slight rudder
pressure and the machine accelerated in a straight line.
Soon we were airborne and climbing as expected. I
noticed the fence posts pass underneath and then the
horse barns. I had easily cleared the obstacles and had
another open field straight ahead. The field must have
been comforting as it suddenly dawned on me that the
control stick was far to the left of center. I had auto-
matically applied left aileron, throughout· the climb,
without realizing that the ship was badly out of rig. I
tried to push the left wing down a bit but it would not
respond. It was requiring full aileron to keep the wing
level. All the while I was getting further from the field.
Then I made a stupid mistake of the unexperienced. I
tried to rudder the ship to the right. The right wing was
going down and aileron would not stop the descent. By
this time I was over some tall trees. I realized that some-
thing had to be done quickly, or else my little flying
machine would be good only for the tooth pick factory.
I went forward with the left rudder and held on. After a
violent slip I realized that the right wing was on its way
up to a level attitude. I had changed direction almost
180 degrees and lost about half of my 300 feet of altitude.
Now that I was in control and it would require several
minutes to reach a position south of the field, I had
some time to analyze the situation and try and figure
out how I could make a more docile 180 degree change
of heading.
I came to the conclusion that I would very carefully
make a flat turn to the left by using the rudder. However,
I could not tryout my theory, as yet, as I had not reached
the field. Every time that I could ease the nose to the
right, without the right wing going down, I would be in
a better position. By careful use of the rudder I was able
to turn to the left and assume some degree of bank.
Checking the location of the crowd I planned a flight
path that would keep me to the west of their position.
Things were looking up. I eased the nose down a bit and
reduced power. The big green field was very inviting.
Then I noticed that I was settling a bit too fast. I did
not want to add power and pOSSibly upset my lateral
attitude. Then it dawned that the burst of power would,
due to torque, be in my favor. I applied power until
the fence was cleared. I broke the glide and was about
to settle in nicely when the left wing stalled out. A hard
landing on the left wheel and tail skid resulted. Almost
immediately the right wheel was down and I rolled to
a stop. I thought all is well that ends well, Thanks to the
I made a 180 degree turn and taxied toward the
crowd. Then the unexpected gave me the fright of my life.
The crowd had broken ranks. Here they came in a run.
Men, women and children. Immecliately I cut the switch
and kicked right rudder. Thankfully the propeller came to
a rest just as the people engulfed the machine. I sat
in the little ship and yelled over and over, "Please don' t
break my airplane".
Quickly the crowd dispersed and the barnstormers
took off for McConnell Field. As I taxied the Air Camper
to the tie down position I realized that I was real tired.
Also, I realized that I had learned something about fly-
ing and that was what was important.
That night I made the following entry in my log book:
Aug. 20, 1933. Air Camper 11559 Ford A. :10 Spring Hill,
Tenn. Solo Flight. After more than three million miles
behind whirling propellers I made another entry in my
log book:
March 22, 1965. Fulton Co. Airport. Miniplane. Cont.
C85. N4761S :15 First test hop.
EAA probably offers more to the aviation enthusiast
than any other organization for those who want to start
at the bottom.
Many EAA members have their own "store bought"
planes and some are fortunate to have their own cor-
porate jets, but the idea of a man building his own plane
with his own hands and then test hopping it himself
really does something for the ego.
I had almost given up flying until I learned about EAA
in 1959. Many phone calls to EAA Headquarters, which
was then in the basement of the Poberezny home, con-
vinced me that this was a new idea and interest in flying.
For Christmas 1961, Dorothy Smith gave me a set of
prints for the "SMITH-MINI" plane DSA-1. Six and a half
years later the little bird was test hopped and is still fly-
ing today, (N1G) .
During this long building period, I met a number of
homebuilders that just wanted to build a plane "CHEAP"
just to get into the air. One of these I recall was fatal,
others just gave up.
The purpose of this article is to encourage the new
members to not take "SHORT CUTS" because of cheap-
er building. Buy the BEST in tubing, aluminum, spruce,
A few years back I started a mail order business called
"AIRCRAFT SPRUCE" and advertised only in SPORT
By Norman Ginn (EAA 10591)
2822 E. North Lane
Phoenix, Arizona 85028
A VIA TION. A few years later my job transferred me to
Arizona and I sold the spruce business. It is now known
advertised in SPORT A VIA nON.
While going through some papers recently, I came
across a list of "FAMOUS FLIGHTS" supplied by the
spruce supplier to me a few years ago. The purpose of
this article as I have mentioned is don't go the "CHEAP"
way, go the "SAFE WAY" .
EAA is a wonderful organization and is the only one
of its kind, "PROTECT IT". This list of " FAMOUS FLIGHTS"
used the finest spruce money could buy. Although this
list was compiled approximately 41 years ago, the same
quality is still available today.
No fatigue period - no weakening from rust, corro-
sion, or vibration. Selected, graded and manufactured
to stand the most grueling test which may be required
of any material.
Dried and graded according to current U. S. Govern-
ment specification and ready for use.
All finished material properly packed to prevent dam-
age in transit. Many outstanding achievements in avia-
tion have been made on "WINGS OF SPRUCE".
April, 1924
August, 1925
Augus t, 1926
May, 1927
May 30, 1927
July 13, 1927
August, 1927
August, 1927
Feb. 12, 1928
May 31, 1928
June 17, 1928
June 30, 1928
August, 1929
October, 1929
July 4, 1930
August 1930
August, 1930
October, 1930
Fall, 1931
Leslie P. Arnold, Douglas Globe Circling
Commander Tour
Lt . Richard Byrd Loening Arctic Expedition
Walter Beech Travel-Air Ford Reliability
Maj . H. A. Dargue Loening Army Goodwill
C. A. Lindbergh
Smith and Bronte
Schlee and Brock
Art Goebel and
Mr. Davis
Charles Holman
Kingsford Smith
and crew
Amelia Earhart
& Wilmer Stultz
John H. Wood
Nick Namer and
Art Walker
John Livingston
Hunter Bros.
Dale Jackson &
Forest O' Brien
Lee Gehlbach
Charles Bu tier
Command- Aire
Flight into South
America, Central
America and re-
New York to Paris
California to the
Hawaiian Islands
Flight around the
world - flight
abandoned in
Non-stop San
Francisco to
Hawaiian Islands
1093 Loops
San Francisco to
Newfoundland to
Ford Reliabilit y
Seattle to ew
York and return
Ford Reliabili ty
Remained aloft
553 hrs. 41 min.
30 sec.
Remained aloft
647 hrs.
Winner of All
American Flying
Harbor Grace to
Paris. The same
ship, "The
Columbia" used
by Chamberlain
in 1927 flight to
Com per Swift, England to
world' s smallest Australia
airplane weigh-
ing about 500
Unseen and unnoticed Aircraft Spruce carried its
heavy loads under the most severe conditions which
tested the metal of planes as well as pilots.
Portland International Jetport
Portland, Mai ne 04102
October 31, 1975
Mr. Jack Cox
The Vintage Airplane
Antique Classic Aircraft, Inc.
Box 229
Hales Corners, WI 53130
Dear Mr. Jack Cox:
"First on the highways now in the skyways Mai ne sets
the pace for safety." By proclamation of Governor James
B. Longley, Governor of the State of Maine, the week of
August 31, 1975 to September 6, 1975, inclusive was
made Maine Aviation Safety Week.
In proclaiming this week Maine became the firs t state
in New England to have an Aviation Safety Week and the
first State in the United States to have one in direct and
full support of a Federal Aviation Administration Acci-
dent Prevention Program.
One of the highlights of the safety campaign was Maine' s
Secretary of State Ma rk Gartl ey taking hi s proficiency
check flight in a WWI Vintage Tiger Moth bipl ane. FAA
Accident Prevention Counselor William J. O' Connell of
Portla nd, Maine administered the unusual tes t fli ght .
The Secretary passed with fl ying colors .
Enclosed please find pictures for use wi th the s tory.
Woul d appreciate the return of these photographs as
they are the originals.
Very trul y yours,
Nancy E. O'Connell
Public Relations Coordinator
Shown here are William J. O' Connell, FAA Accident Pre-
vention Counselor, leaving the plane and Secretary of
State Mark Gartley, on the ground.
Pictured here in this World War I Tiger Moth owned by
Alton Cianchette of Pits field, Maine are John E. Van
Horn, Chief (GADa) , General Aviation District Office,
Portland, Maine and Elwyn R. Barnes, Accidental Pre-
vention Specialist, GADa, also of Portland.
Left to Right: Philip Simpson, Chief Inspector, Maine
Bureau of Aeronautics; Nancy E. O'Connell, Public Re-
lations Coordinator and Mark Gartley, Maine Secretary
of State.
Portland, Maine
Husband and Wife Are Concerned
About Air Safety
Portland, Maine - A former crop-dusting pilot who
is a World War II Marine Corps hero and his wife who is
a former horse-shoer and student of criminal justice
have at least one thing in common: Aviation safety,
particularly in the State of Maine.
William J. and Nancy E. O'Connell of (285 Read St.)
Portland, Maine, dramatically proved their concern
about aviation safety in a way that won't be forgotten
for quite some time by those people and agencies con-
cerned about air safety.
The O'Connells for about a month dropped their
daily routines and activities and devoted virtually all of
their efforts in producing voluntarily a "blitz" campaign
throughout the Pine Tree state.
With the blessing and guidance of Federal Aviation
Administration officials, the pair literally set up shop in
the agency's General Aviation District Office in Port-
land. From an office there they orchestrated a promo-
tional campaign affecting all of Maine's 16 counties on
the virtues and importance of aviation accident preven-
The real reason for their concern about accident pre-
vention is because last June Mr. O'Connell ("Just call
me 'Bill' "), who has more thaR. 6,200 hours flying time
to his credit, was appointed an FAA Accident Prevention
This designation is given by the FAA only to pilots
who possess the technical expertise on flying airplanes
safely and have the interest of helping their peers to
better their flying proficiency.
Bill took his appointment seriously. And this serious-
ness rubbed off on his wife. From the beginning of August
through last Labor Day the O'Connells were seen daily
in the General Aviation District Office planning and exe-
cuting their own special "game plan" on getting the word
to Maine residents on the importance of aviation safety.
What the aviation enthusiasts accomplished during
August has been described as "remarkable" by FAA of-
ficials at the Portland General Aviation District Office
and at the agency's New England regional headquarters.
These officials watched the O'Connells' accomplish-
ments with pride.
Here's some of what the O'Connell team accom-
* Convincing the Maine Governor, James B. Longley,
to proclaim an aviation safety week. The proclamation
was signed by the Governor and it stated that the week
of August 31, 1975, would be "Maine Aviation Safety
Week". This proclamation marked the first time that a
New England state observed such a week.
* Having the theme of " First On The Highways, Now
In The Skyways - Maine Sets The Pace For Safety" car-
ried in print and broadcast news media throughout the
state in connection with the Governor's proclamation.
* Broadcasting of O'Connell-developed public ser-
vice "spot" announcements on aviation safety by vir-
tually all Maine radio and television stations throughout
* Issuing a variety of press releases, in conjunction
with the General Aviation District Office, emphasizing
the importance of aviation safety.
* Conducting proficiency flight tests on Maine nota-
bles, including its Secretary of State, Mark Gartley, with
Bill as the FAA inspector and Nancy acting as an "ad-
vanceman" in getting information on the event to the
* Appointing the Maine Governor, in cooperation
with the General Aviation District Office, Portland, an
honorary FAA Accident Prevention Counselor. The ap-
pointment was made in the presence of the Maine press
corps in State House ceremonies.
* Coordinating radio and television " talk show" pro-
grams involving FAA personnel discussing the agency's
accident prevention program.
These accomplishments, done on purely a voluntary
basis, are not achieved by most "ordinary" citizens. The
O'Connells are not ordinary.
Consider this : Bill, a Maine native, has lived a life
that is considered nothing less than adventuresome.
During World War II he served in the South Pacific
area in the Marine Corps where he received three Dis-
tinguished Flying Cross awards. This in itself made him
Maine's most decorated Marine of that war.
After the war, Bill was a pilot crop-duster in New York
State, flew for American and foreign airlines as a pilot,
and at one time was a ship captain for a Maine passen-
ger ferrying firm.
His flying experience is extensive. He has flown in
biplanes and many types of single and multi-engine air-
craft. This flying expertise resulted in his flying men and
equipment in the Libyan desert for an oil firm; and to
being a pilot for a commercial air carrier in Ireland.
Bill's "better half" is also an unusual personality.
Consider this : Nancy was raised in the Biddeford
area where she learned to shoe horses when she was
twenty-four. Her interest in horses increased and later
she was in the business of training horses for harness
But this isn't her only interest. She has had experience
as a newspaper "stringer", political campaign organizer
in Maine and Massachusetts and has completed courses
towards a college degree in criminal justice.
Nancy is also learning to become a pilot. When inter-
viewed, she was on her way towards her private pilot's
license, with the assistance of her husband.
The O'Connells are not the type to speak with bravado
about their "blitz" campaign on aviation safety. Instead,
they praise the FAA persons they worked with, the Gen-
eral Aviation District Office. "Without their help, we
could have accomplished nothing."
They were referring to John Van Horn, chief of the
Portland Office, and Elwyn Barnes, the office's Accident
Prevention Specialist.
The O'Connells' efforts have not gone unnoticed in
the FAA's New England regional headquarters . Director
Quentin S. Taylor said in a letter to them, "We in the
FAA are fortunate in having able and dedicated volun-
teers such as yourselves available and willing to help
spread the 'gospel' to the various publics on the im-
portance of aviation accident prevention."
The Regional Director plans to present an award to
them at a U. S. Department of Transportation Field Co-
ordinating Group ceremony to be held in Boston in late
Meanwhile, you'd think that the O'Connells would
be off flying, right? Wrong. Nancy may, but Bill won't.
He'll probably be in New York City on a tug boat.
That's his regular job, a tug boat pilot, in New York
Shirley and I took a camera and flew our Rearwin
Sportster to a few shows this summer - taking pictures
of all the Little Round Engine powered airplanes we saw.
A Little Round Engine is round with anywhere from
three to nine cylinders, up to and including 125 hp.
Ken Williams (EAA 10866, AIC 513)
331 E. Franklin St.
Portage, WI 53901
Gene Morris of Dundee, Illinois and his family, with
their Szekely 35 hp American Eaglet, was the lowest
powered. The whole family flies it and they do get around
the country with it. Great!
John Innes of San Jose, California has to be the cross
country champ. California to Oshkosh in an 85 hp Le-
Blond Porterfield. That's a long ride! The oil tank split
Spartan C-3 LoWing, 55 (?) hp Jacobs. Burt and Mary
Mahon, Tulsa, Oklahoma.
over Nebraska, John landed, removed the tank and got
it fixed. The next day he had a two page spread in the
local paper. Said he could go back and be elected Mayor!
We watched Burt and Mary Mahon of Tulsa hauling
rides in their 3 cylinder Jacobs powered Spartan at Taleh-
quah, Oklahoma . They took in almost $100.00 in dona-
tions to the Airpower Museum at Blakesburg, Iowa.
Properly maintained, with a few modern improve-
ments, these are good, economical, dependable engines .
We had over 900 hours on our 90 hp LeBlond since over-
haul, when we removed it, still running good.
If you have one of these engines, take care of it, fix
it up, or sell or give it to somebody that will. There are
kids growing up who will thank you.
Davis, 125 hp Warner. Dick Geist, Wichita, Kansas.
American Eaglet, 35 hp Szekely. Gene Morris, Dundee,
Porterfield Sportabout, 85 hp LeBlond. John Innes,
San Jose, California.
Franklin Sport, 90 hp Lambert. AI Kelch, Mequon, Wis-
Rearwin Sportster, 90 hp 70 LeBlond. Ken and Shirley
Williams, Portage, Wisconsin.
Rearwin Sportster, 85 hp 50F LeBlond. Alford Nagel
and Ken Gatske, Montello, Wisconsin.
Monocoupe 90A, 90 hp Lambert. James L. White, Phoe- Rearwin Sportster, 90 hp 5F LeBlond. James A. Wilson,
nix, Arizona. San Antonio, Texas.
1932  FRENCH  MORANE-SAULNIER  130  - Rebuilt 1973
to original condition. Biplane, aerobatic, motor Salm-
son 230 HP, 65 hours on engine/airframe. Perfect for
museum/collection. Only two in world. $39,000 in
your container. 1926  FRENCH  MORANE-SAULNIER 
138. Rebuilt 1975 to original condition. Biplane,
aerobatic, motor 80 HP Rhone rotary, zero hours .
Only one in the world. $41,000 in your container.
For more information contact Jean Salis, Aerodrome
de La Ferte Alais, Cerny 91 France, or Dale Brooks,
5903 Boise D'Arc, Houston, Texas.
90  WARNER  - O-time since major. Accessories need
rebuilding. Contact Gary Rubottom, 1862 S.E., St.
Andrews Drive, Portland, Oregon 97202.
(Continued from  Page 2)
home. True, we do have problems with a few, but
a comparatively very, very few.
Do you know that in most cases it is those in
aviation that we have problems with? Take note
sometime and you will find that it is not the general
public (who, incidentally, are not on the flight line
at Oshkosh), but those in aviation who cause the
touching and finger poking at any airport. I know
that every nick I have on my aircraft has been pro-
duced by a person in aviation, either the mechanic
or line personnel. Give it some thought.
Also, I cannot understand the thinking of a few
who work so hard for many long years to build or
to restore, whether it be a homebuilt, antique
rotary wing, classic or warbird, who flies it many
hundreds of miles to an event and then doesn't want
anyone around it to look or to have questions
answered. Again, fortunately, these people are few.
But, I am sure that most of us are quite proud of
our machines and that this inspiration to be recog-
nized and to be proud of what we put into an air-
craft and showing it off to others is one of our great
motivations . Many times, after this motivation, this
lure for compliments and gazers has worn off, we
diligently look through barns, garages, attics and .
old hangars for a relic to again bring back to life.
Oshkosh '76 will be a challenge for the many
Chairmen, Co-Chairmen and hundreds of volunteer
workers. I know it is a great challenge to us to oper-
ate this on a financially successful basis and I only
wish that the funds were available or even collect-
ed that so often many people believe it attracts.
The problems of putting on annual events are
not insurmountable. Especially when one looks at
the great amount of talent that EAA has attracted
that work so hard and makes this all possible. I
would imagine it boondoggles some people's minds
to imagine themselves in a position of being able
to put together, manage and direct such a large
event. However, with the hundreds of wonderful
people on the team, and though there are some very
trying times for all, we all must agree that we have
put on the most successful aeronautical event in
history and we have attracted quality. Our hats are
Just purchased a 1948 Luscombe T-8F, N1580B, Serial No.
6207. Trying to gather as much information as pos-
sible. Would like to hear from other T-8F owners
and would appreciate any information available.
Especially interested in original paint scheme and
when originally manufactured. John L. Bradberry,
701 West Industrial, Apt. 128, Sulphur Springs, Texas
LEFT  WING  STRUT  for Luscombe 8A, N71296. Lloyd
Alan Laflin, P. O. Box 511, Lake Forest, Illinois 60045.
STINSON 108-1, 108-2 or 108-3 (ISO-plus HP), frame must
be sold for rebuild or ferryable. Peter Brand, 1621
North Jefferson Road, Rt. 1, Midland, Michigan 48640.
off to all of those pilots of all types of aircraft who
fit into the traffic pattern and ground pattern so
successfully. It seems that we always hear about the
bad parts of aviation, a constant pounding on safety,
giving all of us the feeling that we are not so good.
Well, in my book, pilots do an outstanding job,
much better than we have given ourselves credit
for and when one sees the frequency of how little
most of us fly, it even looks better. By creating more
flying activities, causing us to fly more often, it
will only continue to improve our proficiency. This
is a much better route to go than check rides, flight
tests and any further restrictions.
Let's continue to stick together, work hard,
recognize each other's particular in teres ts and keep
one thing in mind - suggestions and recommenda-
tions come easy - but the helping hand behind
them is always hard to come by.
The many comments regarding parking specific
type aircraft in rows at Oshkosh is but one example.
But where are those who suggest this four days be-
fore the event starts to get the ball rolling and
where are those individuals to insure that those
rows are maintained throughout the Convention of
the type of aircraft that they desire? The land is
there, the roads are there, all we need is the help-
ing hand.
Before closing this bi-monthly publication (bi-
monthly until such time that the financial picture is
sound and stable and there are sufficient articles
and help for the Antique and Classic Association
to take on the entire publication, editorship, etc.),
I would like to mention that quite often members
will show up at Headquarters and ask if they can
spend a day or two helping us in the shop. The
thought occurs to me that maybe there are a num-
ber of others who would like to come to the EAA Air
Museum Shop to help us do rib-stitching, covering,
restoring of engines or help begin work on the
Ford-Tri-Motor. We've got a lot of re-skinning to
do, a lot of rivets to drill, engine stands to build,
a multitude of work. If you would like to spend a
day or two or even a week, we can even arrange
some cots in the clean work shop area where there
are toilets and showers.
Let us hear from you.
Dear  Buck : 
Received  the  July-August  Vintage Airplane
yesterday.  Found  that  Paul 's  editorial  hit 
close  to  home.  Without  the  support  of  the 
membership  it  can  become  next  to  impossible 
to  put  out  something  as  simple  as  our  Spars 
newsletter.  We  have  been  fortunate  though 
as  response  has  always  exceeded  my  ability 
to  keep  up. 
Unfortunately  when  restoring  an  airplane 
Oshkosh  ' 76  seems  mighty  close  but  we  have 
once  again  resolved  to  give  it  a  go.  Seems 
like  I  said  that  last  year  too!  My  wife  asked 
me  last  night how much we  had  to do to  finish 
one  bird.  After  explaining  she  said  it  sound-
ed  easy,  then  she  looked  at  the  airplane  and 
asked  how  come  it  looked  hard.  Guess  we' ve 
all  asked ourselves that  at  one time or another. 
Nonetheless,  we  are  giving  it  a  try  and  even 
if  it  comes  on  a  trailer  we  are  going  to  have 
a Skyranger  at  Oshkosh! 
We  would  like very  much  to  help  you  out  in 
your  endeavors  with  the  Division.  Please  let 
me  know  if  there  is  anything  that  Spars  or  I 
can  do to help.  We  have  had  some really  good 
write  ups  over  the  past  2'12  years  and  would 
be  most  happy  to  forward  those  to  you  for 
Thought  yesterday' s  issue  was  the  best  yet. 
Keep  up  the  good work. 
Best  regards, 
Scott Carson 
29912  - 4th  Ave. S. 
Federal  Way,  Washington  98002 
Dear  Buck: 
I  want  to  thank  you  for  trying  to  help  me 
locate  a  pair  of  J-3  original  wheel  pants  thru 
The Vintage Airplane. I  really  appreciate it. 
So far I HAVEN'T GOT ANY. If noneshow up in 
a few  months, I'm  going  to try  and  build some, 
copying  the  plastic  ones  in  metal. 
Yours  truly, 
Howard  C.  Holman 
Sky  Ranch 
Wayne, Maine  04284 
Dear  Paul : 
Enclosed  I  am  sending  you  a  picture  of  my 
1946  Aeronca  Champ  7AC-7DC.  I  would  like 
very  much  to  see  it  used  in  a  small  article  at 
some  future date  in  our magazine. 
This  aircraft  was  built  by  Don  Frietag  in 
1973  and  was  overturned  in  a  tornado  at  Bur-
lington,  Wis. just 4  hrs after it was  completed . 
I  acquired  it  after  the  tornado  and  with 
much  help  from  my  friends  Tom  Johnson  and 
Vic  Andrews,  we  rebuilt  the  damage  and  re-
painted  it just in  time  for  Oshkosh  1974. 
I  am  proud  to  say  it  has  won  at  Oshkosh 
both  74  and  75.  Also  at  Ottumwa  in  ' 74.  Un-
able  to  attend  in  '75.  It  has  won  13  trophies 
(4  Grand  Champions)  out of 12  airshows. 
It  is  covered  with  Stits  fabric  and  Stits Aero-
thane  paint.  Also  has  beautiful  Airtex  interior. 
Hoping  to see  it in  our magazine soon. 
Melvin  B.  Hill 
102 Ash  St. 
Danville, ILL 61832 
Gentlemen : 
Just  received  the  " Sept.-Oct. "  issue  of  The
Vintage Airplane , which  makes  a  guy  wonder : 
what  next !  Are  you  going  to  cut  down  on  the 
number of  mags  made  up  per year? 
You  could  have  substituted  a  nice  photo  of 
a  real  antique  for  the  shot  of  EAA  Museum 
on  the  outside  back  cover .  Does  one full  page 
picture  cost  more  than  a  jumble  of stamp-size 
My  big  gripe  about  club  issues  is  that  the 
reader-member  is  not  treated  like  a  customer 
buying  a  bill  of  goods.  Those  of  us  who  are 
relegated  to  the  ranks  of  spectators  will  only 
support  an  organization  that  strives  to  satis-
fy a yearning  for  the  best  of whatever is  availa-
A. P. Jakus 
2237  N.  49th  St. 
Milwaukee,  WI  53208 
Dear  Gene: 
Enjoyed  Herman  Skok ' s  story  about  his 
PA-14  Family  Cruiser.  I  had  one  for  a  while 
in  the  middle  fifties,  N-4285-H,  and  I  ab-
solutely  believe  they  are  the  best  airplane 
ever  made. 
I  would  like  to  make  one  minor  correction. 
According  to  my  records,  only  232  of  these 
planes  were  built.  This  explains  why  they  are 
so  rare. 
Best  personal  regards, 
Chester  L.  Peek 
1410  Brookdale 
Norman,  Oklahoma 73069 
Dear  Jack: 
Just  received  my  July-August  Vintage Air-
plane and  like  the  new  cover.  Now  I  under-
stand  the delays. 
May  I  make  a  suggestion.  With  the  postage 
rates  going  up  it  may  be  a  good  idea to  go  to 
bi-monthly  publication  of  Vintage Airplane to 
save  since  the  average  monthly  issue  is  20 
pages.  I  do  not  believe  that  the  majority  of 
the members would  oppose such a move if  the 
average  bi-monthly  issue  were  40  pages.  Why 
not  ask  us if we  would  agree  to such  a move. 
On  page  31  there  are  photos  of  which  you 
would  like our appraisal.  My  guesses  are : 
A - Friedrichshafen  FF  33E 
B  - Friedrichshafen  G-111  (Daim)  - built 
under  license  by  Daimler 
o - Friedrichsafen  FF-64. 
What's  the first prize? 
I remain  respectfully  a fellow  EAA'er. 
John  Carter 
1403 2nd  Avenue  East 
Bradenton,  Florida  33505 
EAA  41061 
Antique/Classic  180 
Enjoyed  meeting  and  talking  with  you  at  the 
Oshkosh  Convention . 
As  promised,  I  have  been  doing  my  home-
work  and  am  enclosing  a  list  of  articles  from 
the  May  '63  through  December  '71  issues  of 
SPORT  AVIATION.  Hopefully  these  will  prove 
suitable  for  inclusion  in  future  issues  of 
Vintage  Airplane.  I  tried  to  stay  away  from 
articles  that  dealt  with  Military,  Racing  and 
one  of  Machines.  I'll  review  the  remaining 
issues and  forward  the  results  A.S.A.P. 
While  my  pen  is  warmed  up  I'd  like  to  offer 
a  thought  about  aircraft  parking  at  Oshkosh 
'76.  How's  chances  to  talk  President  Paul  into 
parking  the  Antiques  in  the  area  the  Classics 
occupied in '74? This year those of us with non-
steerable  tail  wheels,  antiquated  brake  sys-
tems  and  limited  cockpit  visibility  were  placed 
the  farthest  distance  from  the  active  runway. 
This  change  would  provide  space  so  the  more 
numerous  types,  i.e.:  Staggerwings,  Wacos, 
etc.  could  park  in  individual  rows  to  facilitate 
viewing  and  comparison,  plus  should  encour-
age  more  Antique  flying .  Parking  the  Antiques 
in  this  area  would  not  result  in  a  repetition 
of  the  '74  problem  as  the Antiques  do  not  be-
gin  to equal  the  number of Classics. 
If  I  can  give  you  a  hand  with  anything  else 
regarding  the  Division  give a  holler. 
Doug  Koeppen 
123  MeadOW  Road 
Riverside, Conn.  06878 
May 1963· December  1971 
Title/Author  Date  Subject MaUer 
Staggerwing  - Dec.  '61  Beechcraft  Staggerwing 
R.  T.  Smith 
Staggerwing  - Jan.  '62  Beechcraft  Staggerwing 
R.  T. Smith 
Here's A  Lucky  Man  - Dec. '63  Spartan  12 
No Author  Listed  (1  Page) 
Forced  Landings- Sept.  ' 63  Forced  Landing  Pattern 
R. T. Smith  (2  Pages) 
Forced  Landings - Oct.  '63  Forced  Landing  Pattern 
R.  T.  Smith  (11f2  Pages) 
Fairchild  24  Rebirth  - Feb.  '64  Fairchild  24 
Bob  Ring  (5  Pages) 
The  Last Waco  - March  '64  Waco  " W"  Aristocraft 
Terry O'Neill  (22/3  Pages) 
The  Last  Waco - April  '64  Waco  " W"  Aristocraft 
Terry O' Neill  (2213 Pages) 
Mystery of the  Air - March  '65  Travel  Air Mystery  Ship 
Russell  Plehinger  (31f2  Pages)  (Texaco  No. 13) 
Darn  Good Airplane- June  '65  Jobmaster Conversion  of Howard 
H.  Glenn  Buffington  (2'¥.  Pages) 
Famous Forty  Horsepower Cubs - Aug.  '66  2 Cubs 
Bob  Whittier  (4Y2 Pages) 
Famous  Forty  Horsepower  Cubs- Sept.  ' 66  2 Cubs 
Bob  Whittier  (41f2  Pages) 
Famous  Forty  Horsepower Cubs - Oct.  '66  2 Cubs 
Bob  Whittier  (3  Pages) 
The  Waco  UPF-7  - Oct.  '67  UPF-7 
Leo J. Kohn  (5Y2 Pages) 
History  Making  Golden  Eagle  Sept.  '67  Golden  Eagle  Monoplane 
Monoplane - H.  Glenn  Buffington  (51f2  Pages) 
Experiments at Ryan  - July  '67  ST  Series 
Dorr Carpenter  (31f2  Pages) 
Odyssey  of N21R-
H. Glenn  Buffington 
Karl  White  &  The  Junior -
Bob  Whittier 
Karl  White  &  The Junior -
Bob  Whittier 
AI  Will iams  &  Gulfhawk II  -
Kenneth  D. Williams 
Making  A  " Bump"  Cowling  -
Richard  Stouffer 
All  About  Streamline Tie  Rods  -
Bob  Whittier 
Color Schemes  &  Markings -
Kenneth  D. Wilson 
The Waco  Story -
Ray  Brandly 
The Waco  Story  -
Ray  Brandly 
The  Waco  Story  -
Ray  Brandly 
Topeka  Robin  Goes to  Roost  -
Dr.  Leland  W.  Weber 
Last  Flight of the  Oldest  Fairchild  -
Herbert  M.  Harcom 
California  Eagle -
Claude  Gray 
Ranger-Coffman  Airplanes -
George  E. Goodhead, Jr. 
Father  of Wichita Aviation  -
Jake  Moellendick 
Great  Lakes  Sport Trainer -
Bi ll  Blake 
Classic  Airplane  -
Jack  Cox 
Classic Airplane -
Jack  Cox 
Classic  Airplane 
E. L.  Parker 
The  Heath  Parasol 
No  Author Listed 
The  Gee  Bee  Story -
Bill  Sweet 
The  Roscoe Turner  Museum -
No  Author  Listed 
The  Gee  Bee  Story  -
No Author  Listed 
Classic  Airplane -
Peter  H.  Burger 
Spirit of  Pueblo  -
Jack  Cox 
Rebuilding  An  Aeronca  Chief -
Carl  J.  Moore 
April  '68 
(3  Pages) 
June  '68 
(5  Pages) 
July '68 
(6Y2 Pages) 
Nov. ' 68 
(3Y2  Pages) 
Jan. '69 
(!Y2 Pages) 
March  '69 
(6  Pages) 
May  '69 
(4Y2 Pages) 
Aug. ' 69 
(4  Pages) 
Sept.  '69 
(5  Pages) 
Oct.  '69 
(4  Pages) 
Jan.  ' 70 
(!Y2 Pages) 
Jan.  ' 70 
(1  Page) 
March  '70 
(3  Pages) 
July '70 
(2Y2 Pages) 
Dec. '70 
(4Y2 Pages) 
Jan. '71 
(5  Pages) 
Jan.  ' 71 
(2  Pages) 
Feb. ' 71 
(3  Pages) 
March  '71 
(2Y. Pages) 
March  '71 
(2  Pages) 
March  '71 
(2  Pages) 
April  '71 
(4  Pages) 
May  ' 71 
(6Y2 Pages) 
June  '71 
(4  Pages) 
Oct.  '71 
(3Y2 Pages) 
Dec.  '71 
(3  Pages) 
Waco  Taperwi ng 
Curtiss  Wright Junior 
Curtiss  Wright Junior 
Gulfhawk  II
Waco  CUC-2 
Tie  Rods 
Boeing  Stearman 
Waco  Aircraft 
Waco Aircraft 
Waco Aircraft 
Curtiss  Robin 
Fairchild  FC-2 
American  Eagle 
Ranger-Coffman  Airplane 
Great  Lakes 
Luscombe 8A 
Luscombe 8A 
Taylorcraft  BC-12D 
Heath  Parasol 
Gee  Bee  Racers 
Roscoe  Turner 
(Photo by Dick Stouffer)
Bob Whittier revs up his trusty Stearman-powered pith
Gee  Bee  Racers 
helmet. Each year Bob shows up at Oshkosh with a dif-
ferent variation of this hat. His thumb is pressing a
button that sets the model's prop spinning. Bob is a well
Vultee  V-1A 
known aviation writer from Duxbury, Massachusetts.
Aeronca  Chief 
(Photo by Dick Stouffer)
Robert Hall of Hampshire, Illinois in his Fairchild 24R.
Casey Lambert is a long time EAA member and a name
well known among the aviation greats. Lambert Field
in St. Louis bears his Uncle's name and he was one of
the major contributors to the financial success of
Charles Lindbergh' s famous flight.
Casey, who just recently visited EAA Headquarters
and Air Museum was extremely pleased with what has
been accomplished and plans to contribute his 150 hp
immaculate Model 0 Baby Ace float plane. This 50
hour total time airplane was his second Baby Ace and
is located in his northern Wisconsin estate.
The above photo shows Casey in his Hisso powered
Standard at an air show in the St. Louis area in the
twenties - one of the early day auto to plane transfers.
Casey has owned numerous aircraft in his most col-
orful career, ranging from Jennies, Lockheed Cirrus' ,
Curtiss Biplanes, Curtiss fighters, various amphibians
and more modern day factory built aircraft. He is win-
tering at his home in Boca Raton, Florida with many of
his aviation friends and frequently gets together with
Matty Laird.
(Photo by Lee Fray)
Raymond Jones, Jr. (EAA 94749) of Milford, Michigan
has loaned this Morane-Saulnier Model 130 to the EAA
Air Museum. The plane was designed in 1926 as a
French military trainer and is fully aerobatic. Powered
with a zero time 230 hp Salmson engine, the aircraft
is in mint condition and is currently on display in the
military and aerobatic section of the museum.
(Photo by Dick Stouffer)
Phil Michmerhuizen of Holland, Michigan climbs out
in his sharp little J-3.
CF-IVO Tiger Moth shows a portion of its structure
which was found to be in excellent condition. The EAA
Air Museum contains some 170 aircraft and most of
them are flvable.
Monocoupe 90, 90 hp Lambert. M. R. Wilson, Grape-
vine, Texas.
CF-IVO, a DeHavilland Tiger Moth donated to the EAA
Air Museum in 1964 by Father John MacGillivray,
currently stationed with the RCAF, Ottawa, Canada.
CF-IVO fuselage is in the EAA Air Museum restoration
shop preparatory to fuselage recovery and a return to
flight status. The wings and tailgroup were recovered
as part of the 1975 Oshkosh Workshops.
(Photo by Lee Fray)
" Greats of Aviation" at Oshkosh 1975. This photo was
taken during the airshow on July 31.
FRONT ROW (left to right): Jack Rose, Karl H. White,
Ole Fahlin, Bob Granville, Clayton Bruckner, Matty Laird,
Russ Brinkley, C. G. Taylor, Fred Weick, Bill Ong, Grace
Harris, and Bernie Pietenpol.
BACK ROW (left to right) : Roger Don Rae, Herman
"Fish" Salmon, Eldon Cessna, Howard Morey, Tony
LeVier, Steve Wittman, Martin Jensen, Ed Granville, T.
Claude Ryan, Jim Church, and Vernon Payne.
(Photo by Ted Koston)
Replica WW I adversaries, the British SE-5 by Jack
Hickey, South St. Paul , Minnesota and the German
Fokker DVII by Fred Berg of St. James, New York.
(Photo by Ted Koston)
Independent ailerons, " pigeon tail ", tri-cycle gear . . .
(nstant recognition features for Dale Crites' 1911 Cur-
tiss Pusher, the " Silver Streak."
(Photo by Ted Koston)
Dale Crites of Waukesha, Wisconsin in his OX-5 power-
ed Curtiss Pusher. This aircraft differs from Dale' s
earlier Curtiss, " Sweetheart", which is now in the EAA
Air Museum, in that it utilizes the shoulder yoke for
aileron control. Dale is the only known pilot in modern
times to be flying with this " lean for a turn" system.
(Photo by Ted Kost on)
Loren Gilbert of Rio, Wisconsin in his Travel Air 4000.
The aircraft was purchased from Richard Bach who
used this and a number of other 4000s in the f ilming
of the movie " Nothing By Chance." Much of the movie
was filmed at the Rio airport.
(Photo by Dick Geist)
" Found this in the Boeing P.R. office. Believe it is a
fairly recent USAF photo."
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• Auniqueand special editionartisticmasterpiecewith attractive investmentpotential!
• Availablefor $750.
Yes  ... you  are  invited  to be  among  the very few fortunate people  in  the  entire world  who will  proudly own  this  magnificent. exact 
replica  of  the  Wright  Brothers'  first  machine·powered  aeroplane,  the  Flyer.  The  replicas  will  be  completely  handcrafted  by expert 
silversmiths,  whose  uncompromising perfection  in  the  old·world  art of silver craftsmanship  is  still  a matter of special  pride. 
SEND FOR FREE COLDRFUL BROCHURE Please  rush  to me  the  information-packed 
Wright Brothers aeroplane replica  brochure. 
The limited edition Wright Brothers aeroplane replicas are
available exclusively through Paramount Classics, aDivision
Name _______________________________________ 
of Paramount International Coin Corporation, on a first· 
Address  _____________________________________
come,  first·served  basis.  No more than 1,000 replicaswill
ever be produced! Each will be sequentially numbered,
curated and registered in the owner's name to assure the
originality and integrity of this limited edition collector's Send  to: 
For an exquisite and incomparable showpiece, a trea·
sured heirloom, or the ultimate gift - this is aonce·in·a·life·
time opportunity for you! See thatyou areamong thefirst  
to receive our beautiful brochure, containing complete
descriptive and ordering details concerning the sterling
silver Wright Brothers aeroplane replica. Mai lthe attached
information form immediately!