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We have received seve ral comments regarding our
last issue of Vintage Airp/ane, and we were pl eased that
they were favorable a nd that we are able to continue to
produce favorable res ults. However, in organizations
such as ours, with our many and varied interests which
range from the homebuilt, antique, classic, rotary wing
and warbird aircraft, many times we find it very diffi-
cul t to gather the enthusiasm for the overall movement
which is necessary to ensure our total success.
We must assure that we have among us, both workers
and a great deal of wisdom to meet the challenges that
face sport/general aviation. In my many travels around
the country I am privileged to talk to many who are
invol ved in various phases of aviation. Across my desk
each day come many letters expressing unha ppiness
with aviation, in one way or another. How does one, in
my position, meet these challenges of attempting to
reduce taxa tion, ward off the continuing growth of
restrictions on use of airports or this vast ocean of air
above us. All too often one believes that he or she can
join an organization and that the dues will do the rest.
I must admit that I too at one time believed this same
thing, but it did not take me long to learn that this is not
the solution to our problems. The solution is to develop
a strong, reputable, hard working force. One that is not
made up of emotion, but is understanding and knowl-
edgeable of the probl ems that we all face - regardless
of the type of aircraft we fl y. I am sure that in the last
few years, for example, many of you are concerned with
the inability to use your own public airport as was pos-
sibl e in the pas t; that you cannot drive, in many cases,
to your hangar, or to load and unl oad your airplane on
the ra mp; tha t you cannot scale ten a nd twelve foot
fences in some areas to get to the FAA Flight Service
Station; that you cannot use the lavatory in the terminal
building; that you cannot walk across some ramps to
request fuel for your airplane.
You have been concerned with the increasing number
of control towers that spring up across the country, and
the inconveniences quite often caused by them. You
frequ entl y las h out blindl y at a three le tter word as
being the cause of all our probl ems - FAA. It is like
saying Uncle Sam is all bad. Within any organization
or group, a nd in our government there are many divi-
sions, departments and chiefs who make deci sions that
affect our lives. When a particular decision does have
a major effect on our life, would it not be best that we
prepare ourselves knowledge-wise, to speak a uthor-
itatively on the particular subj ect, whether it be TCAs,
airport security, possibl y the need for better a nd im-
proved weather s e ~ v i c e   rather than to lash out at the
three letter word and accompli sh nothing, but possibl y
lose the cooperation of many dedicated people in FAA?
True, there are those in FAA who perhaps are not as
qualified or have the enthusiasm that one would expect.
We too, in our organization, have the same problem. It
may be a chapter preSident, an EAA member, or a n
officer who at one time or another does not represent
the true spirit of what we are trying to accomplish.
Oshkosh time is a good example of that spirit . The
great many FAA people who come there to work - a
working vacation for them as well as for many EAA
members. They all serve the multitude and quite often,
though tired and exhausted, are expected to perform
perfectly or respond patiently to an individual or group
of individuals who have recently arrived and are fresh
and enthusiastic.
Paul H. Poberezny
At the present time we have three Divisions within
EAA - the Warbirds, the International Aerobatic Club,
and the Antique/Classic Division. The purpose in found-
ing these orga ni za ti ons, under the leadershi p a nd
umbrella of EAA, was to gather within our membership,
those wh o had a parti cul ar interes t in ass isting EAA
Headquarters by helping at our annual convention in
providing forums, progra ms , parking assis t a nce,
judging, award presentations, and many of the other
tas ks so necessary to have a grea t event.
Throughout the yea r, they sh ould aid Headquarters
by ins tilling a s pirit of coopera tion in the Division
members; and by providing leadership and identificati on
for the group's specifi c interests. All too often this re-
sponsibili ty falls back on thi s office, and with the limited
number of hours in the day, I find that we too, receive
criticism for not being more than we would like to be.
So few can only do so much.
This is why EAA and your divi sions need loyalty
and support, and unders tanding that dues a re just not
enough. Many expect to receive a publication the size
of SPORT AV/ATION devoted solel y to a ntique and
classic aircraft, warbirds or aerobati cs. However, with
only 4,000 members in the Divisions, the numbers are
not large enough to cover the costs of printing, pub-
lishing and mailing a publication that ca n onl y be in-
creased in size through incr eased me mbership and
funds . Many times I wonder if we are not in competition
with ourselves, when we must put out three extra pub-
lications. Perhaps there is a better way to go, and yet
have the identification of each group with the leaders to
help us, not only throughout the year but in conventi on
planning and at convention time.
I would like to know your ideas and thoughts so that
I can present them to the Directors of the various Divi-
s ions. I can remember when we started with th e
Antique/Class ic Division - for the first year we did not
charge dues and very few joined. When a dues structure
was set up, then people began to join.
I know that mos t of you are proud to wear the
patches of the groups you belong to, and this is as it
s hould be - whether it is an EAA Division, the Antique
Airplane Association, th e Professional Race Pilots
Association, Soa ring Society of America, Confederate Air
Force or others. This identification of your interests and
enthus ias m is seen on jackets everywhere. I take my
hat off to all of those who belong to the many organiza-
tions, and not only support them through membership
dues, but through personal dedication and enthusiasm.
We must also use the same philosophy with the FAA
to inspire those who may not be close to the problem
or see the reality of the situation, to take a better and
deeper look before making decisions. In my opinion, the
day that FAA is separated from the Department of Trans-
portation and the President of the United States sees fit
to find and appoint a qualifi ed Administrator of thi s
important functi on, the better off we will all be.
VOLUME 3 - NUMBER 9 and 10
(Top Right) (Joseph W. Naphas Photo)
Chuck LeMaster's Ford Trimotor adds pure nostalgia to the Annual EM Convention at Oshkosh. Thi s
grand old lady was formerly owned by Captain John Louck, and over the years has carried many thousands
of passengers at fly-ins around the country.
(Lower Right) (Photo f rom Si Meek Coll ection)
Walter Beech on the left and Art Goebel with the famou s " Woolaroc". Picture taken at the Travel Air Field
in Wichita, Kansas in 1927.
(Left) (Gene R. Chase Photo)
Smiling Bob Taylor , founder and president of AM, stands i n front of the Hamilton " Metalplane" .
Editorial . .. by Paul H. Poberezny . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 2
The Story of Annabell e .. . by Herman J. Skok . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 4
EAA' s Oshkos h '75 .. . by Morton Lester . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Badger Boei ng ... by Doug Pfundheller . . ... .. . . ... . ..... . . . . .. .... . .... . . ... . 11
Antique Ai rmen, Inc. . .. . . . . .. . . . .. . . . .. . . . . . . .. . .. .. ... . . . . . .. . . . . . . . .. . .. .. . 13
Douglas 0-46-A To Air Force Museum ... . . . . . . . .. . .... . .... . .. . . .. . . . .. ... . .. . . 16
Photos From The Collecti on of Si Meek . . . .. .... . . . ... ...... . . . .... .. . ... .... . . 17
Chris's Craft . .... . .. ........ . ..... ... .. . .. ... . . . .. .. . .. . ..... . .. . ... . .. . . " .. , 19
Reminiscing With Big Nick ... by Nick Rezich ... ... ...... . . . . . . .. . . . ... .. . . ... 20
AAA-APM National Fl y-In At Bl akesburg, Iowa . . . by Gene R. Chase . ..... .. . . . 24
Letters to the Editor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Publisher & Editor - Paul H. Poberezny
Assistant Editor - Gene Chase
Assistant Editor - Jack Cox
Assistant Editor - Golda Cox
8102 LE ECH RD.
P O. BO X 2464
P. O. Box 458
Lumberton, N. C. 28358
9635 Sylvia Ave.
Northridge, Calif. 91324
BOX 181
LYONS. W IS. 531 48
3850 Coronation Rd .
Eagan, Minn. 551 22
7018 W. Bonniwell Rd .
Mequon, Wisc. 53092
g S 135 AERO DR.. RT. 1
P. O. Box 3747
Martinsville, Va. 2411 2
Box 11 3
Braunsburg, Ind. 4611 2
THE VINTAGE AIRPLANE i s owned exclusively by Antique Classi C Aircraft . Inc. and is publi shed
monthly at Hales Corners. Wisconsin 53130. Second Class Postage paid at Hales Corners Post Offi ce,
Hal es Corners, Wisconsi n 53130 and Random Lake Post Offi ce. Random Lake. Wisconsi n 53075.
Membership rates for Ant i que Classi c Aircraft , Inc. are $10.00 per 12 month period of which $7.00
is for the subscri ption t o THE VINTAGE AIRPLANE. Membership is open t o all who are i nterested i n aviation.
RR1 , Box1 51
Sti lwell . Kansas 66085
3536 Whitehall Dr.
Dallas, Texas 75229
Postmaster: Send Form 3579 to Antique Classic Aircraft, Inc., Box 229,
Hales Corners. Wisconsin 53130
Copyright @ 1975 Antique Classic Aircraft , Inc. All Rights Reserved.
By Herman J. Skok
2831 N. Mason Ave.
Chicago, Illinois 60634
Phone (312) 237-9712
Annabelle has been with me for more than 16 years.
Annabelle is my Piper PA-14 Family Cruiser. When I took
flying lessons 21 years ago, I started in a Piper J3 Cub as
so many people did at that time. Later on I changed to a
Piper PA-12 Super Cruiser and thought it was a very de-
lightful airplane to fly and still think so. When the time
came to think about buying a flying machine of my own,
my thoughts were hovering around the Super Cruiser.
"It's too bad," I thought, "that they don't make a four
place Cruiser." Then I found out there is a four place
Cruiser called the Family Cruiser and decided that was
what I wanted. But I al so found out so did everyone else
and they just were not to be had.
I saw my first Family Cruiser at Chicago's Pal-Waukee
airport with its proud owner, Harry Guenther of Pal-
Waukee's shop. After he showed it off to me I was just
going to tell him that I would like to have first choice if
he ever wanted to sell it, but then he said that he would
keep it for a long, long time so I thought there is not a
Not too much later I saw an ad in the newspaper ad-
vertising a PA-14 and since it had a Wheeling phone
number I thought it might be at Pal-Waukee airport.
Much to my surprise it was Harry Guenther's Cruiser.
At that time the snow was two feet high at the tiedown
area so a demonstration flight was out of the question,
but when I sat in the left front seat it made me feel like
I sat on a comfortable chair and someone built an air-
plane around me. I knew it was the airplane for me. It
was love at first sight.
On the 24th day of February, 1958 she became my air-
plane and still is today. I think all airplanes should have
a name so when I was trying to find a good name for her,
my current girl friend said, "why don't you call her my
middle name, Annabelle?". Annabelle, she has been
ever since.
She has taken me to Las Vegas, Los Angeles, San
Francisco, Denver and many other places. She is very
active in Pal-Waukee squadron of the Civil Air Patrol
flying search and rescue missions and SARCAP missions
and CAP cadet flight s. I also use her on photo flights .
I almost lost Annabelle once, in a tornado at Pal-
Waukee airport in 1966. Almost all the airplanes there
were damaged or destroyed so the waiting list to have
her repaired was very long. I could not wait so I took off
the wings and fastened the tail in the trunk of a car and
towed her down Milwaukee Avenue to Chicagoland air-
port. Four months later Annabelle was in the air again.
It cost me enough money to buy another airplane, but
not an Annabelle. She has been at Chicagoland ever
In September of 1973 Annabelle had her first and
only complete engine major overhaul at Schneck at
Greater Rockford airport, and in March of '74 the air-
frame was completely restored by Maintain-A-Plane at
Wag Aero airpOlt . The tubing was sandblasted and coat-
ed with epoxy primer and covered with Stits fabric. She
is painted with Aerothane and has Whelen wingtip strobes
and what not. She is a new airplane.
I am always getting letters from people who want to
buy her but Annabelle is not for sale. People keep tel-
ling me that some day some one will offer me so much
for her that I just won't be able to turn it down. Maybe
that is so, but all I can say is I hope it will not happen.
(Ted Koston Photo)
Interior of the Family Cruiser.
PIPER  PA-14  FAMILY  C RUI SER  - 1948 
Engine .. ........ ........ . . ... Lycoming 0-235-C1
HP - RPM .. .. .......... . ........ 115 at 2800 rpm
Gross Weight .................. . ....... 1850 Ibs.
Empty Weight ..... . ..... . ...... . ...... 1025 lbs.
Wing Span ... . . . . ... . . .... . .... .... 35 ft. 51/2 in.
Wing Area .................... .. .... 179.3 sq. ft .
Power Loading .. .. ....... ... . ... . . . . 17.1 Ibs. hp
Wing Loading . .... . ......... . ... " 10.3 Ibs./sq. ft.
Overall Length ......... . ............... 23 1/2 ft.
Overall Height ......... .. ... . . . .. . ... . .... 77 in.
Propeller . ... ..... . .... Sensenich Sky Blade 74 in.
2 speed prop.
Top Speed .. ........ ... .. .. .... ...... . . 123 mph
Cruising Speed . .. ............ ..... ... .. 110 mph
Stalling Speed, Flaps Down ...... .. .. . ... 46 mph
Take Off Run ................. .... . . . .. .. 720 ft .
Landing Roll . . . .... ... . . . . . .. .... . .... ... 470 ft.
Absolute Ceiling ...... . ........ .... . . .. 14,500 ft.
Fuel Consumption ............ . . ... . . . 6 to 7 gph
Fuel Capacity .. .. ....................... 35 gals.
Performance figures all are with fully loaded air-
plane. 523 Family Cruisers built in 1948 & 1949.
Cost when new $4,000.
tper PA-14 , hicago ""
, ok of C , InOtS,
By  Morton  Lester (EAA  55178) 
P.  O. Box 3747 
Martinsville,  Virginia  24112 
What's your bag? Homebuilts - Antique - Classic -
Rotary Wing - Soaring - Aerobatics - Sky Diving - War-
birds - or just plain girl watching. . ..
It was all at Oshkosh. Beautiful, glonous, magmfl-
cent and friendly Oshkosh, Wisconsin, located on
shore of serene and tranquil Lake Winnebago. This IS
the home of the Experimental Aircraft Association's an-
nual fly-in. This past July marked its twenty-third Inter-
national Convention.
What is EAA? EAA is an organization founded by Paul
Poberezny in Hales Corners, Wisconsin (a suburb of
Milwaukee) in 1953 along with a number of local aVia-
tion enthusiasts whose prime interest was in homebuilt
or experimental aircraft.
Today, EAA has emerged as the leader and spokes-
man of all phases of sport aviation, and now compnses
more than 45,000 members from 53 countries around the
world. One can readily see that it is an international
Consider for a moment how fortunate we truly are,
for nowhere else in the world would it be possible for
such an organization to be founded, grow and flourish
along with the cooperation and goodwill of .all of
government. In many, foreign the
to construct your own aircraft and fly It has been legis-
lated and regulated out of existence. Thank goodness for
The highlights of this year's convention were many.
There was a total of 8,000 aircraft attending throughout
the week including 1338 show aircraft competing for
trophies. The Oshkosh Fly-In is famous for its forums
which provide a wealth of information for the new-
comer or the veteran. FAA's acting director, James Dow,
spoke to the convention and commented on the excel-
lent job EAA is doing in promoting aviation and offered
his compliments to the Association and its leaders.
Three Congressmen also attended the convention.
These were Representatives Dale Milford of. Texas, Gene
Snyder of Kentucky and Jim Lloyd of California .. AIl were
impressed with EAA and spoke well of the thll1gs that
the Association stands for.
Another outstanding highlight was this year's "Greats
of Aviation Day". This group of 36 men and women were
the guests of EAA and were recognized for their signifi-
(Photo  by Dick Stouffer) 
During  the  Convention  many  aviation  enthusiasts  pass 
through  these  portals,  many  of  whom  are  not  author-
ized  to  be  on  the  flight  line.  In  '76 the  security  system 
will  be  improved  to  stop  the  offenders  who  wait  for  the 
right moment to  Slip  past the  guards. 
(Photo  by Ted  Kaston) 
Oshkosh  1975 saw  three  antique  Ducks  on  the  field. 
The  J2F6  pictured  here  was  donated  to  the  EAA  flying 
Museum  by  EAAer  and  Warbird  member  Carl  Mies  of 
West  Bend,  Wisconsin,  complete  with  a fresh-majored 
engine.  Also  in  attendance  with  their  Ducks  were  Frank 
Tallman  of  Palos  Verdes,  California,  EAA  member  78, 
and  John  Seidel,  EAA  member  17379 of  Sugar  Grove, 
Illinois.  Bill  Ross  of  Chicago  has  a fourth  Duck  under 
cant contributions to the developing of aviation prior
to WW II. Never before had so many of our "Aviation
Greats" been gathered at one place to receive the heart-
fel t tributes they so richly deserved.
The days were pleasantly spent browsing through the
displays in the commercial exhibit building which com-
prised 197 exhibitors . I could not have been more pleased
to see one of the booths occupied by the Virginia Divi-
sion of Aeronautics and ably manned by Jim Gunter and
his staff. This one visit to Oshkosh by thi s Aeronauti cal
Commission created immeasurable good will among the
more than 275,000 people attending the convention, and
well bought tourist attention to historical Virginia. It
couldn' t have been better timed with the Bicentennial
just around the corner.
Try as one might, it was almost impossible to get
around to seeing all the handsome show aircraft, con-
sisting of antiques, classics, warbirds, custom built and
rotary wing. The broad range of exotic aircraft spanning
from vintage to ultra-futuristic was enough to blow one's
(Photo by Dick Stouffer)
The good ole days - Yes, we had a wet day at Oshkosh
in 1975. If it were not for the modern aircraft in the
background, one could say this was 1911, Dale Crites'
Curtiss Pusher and all . . . or did ladies dress that way
(Photo by Dick Stouffer)
Tom Camp of San Francisco, California, a Warbird
Director, can classify his P-40E as an antique. He and
his lovely wife, Julie, spent many, many hours restoring
this famous airplane, and have flown many hours in it
to EAA and Warbird gatherings. This aircraft previously
was owned by Gil Macy. It was flown in the movie
' Tora, Tora, Tora' and was on display in the EAA Air
Museum for several months.
(Photo by Ted Koston)
Dick Bach, a long time avid antiquer, also likes a little
variety. He came to Oshkosh with his BD-5 Jet, but you
can be sure his heart is still with the antiques.
The demonstrations and fl y-bys of so ma ny varied air-
craft defy descripti o n. Time was se t aside each aft e r-
noon especiall y for the Warbird fl y- bys. P-47' s, P-63's,
P-40's, P-51's, J2F6' s, F6Fs, FSF s, FM-2's, F4U' s, A-26's,
8-25's, T-2S's, T-6's, P-3S's and the li st goes on and on.
As th e Wa rbirds thundered by on low passes in flig hts
of two's and three's with the high pitched whine of the
51's, the shrill whistl e of the P-3S's and the throa ty growl
of the big radi als, I could not help but notice ma ny an
old pil ot unas hamedl y wipe a tear from hi s eye.
I overhea d one gentl eman say that he had served as
an infan tryman during WW n. He advised that hi s bat-
ta li on often found it necessary to call in air support, and
they re peatedly received it from a Thunderbolt outfit.
With moist eyes he excl aimed, " Tha t deep rumbl e of
the P-47 is still the mos t beautiful sound in the world ."
Dur ing th e full week of the fly- in, Oshkosh is the
worl d's busiest airport with aircraft movements number-
(Photo by Dick Stouffer)
Not many fly-in goers recognized this truly rare antique,
a 1929 Alliance Argo, restored by owner James Browder
of Peoria, Illinois. Only 3 are on FAA's books. The Argo
was built by the Alliance Aircraft Corporation of Alli-
ance, Ohio, which also produced the engine, a 7 cylin-
der Hess Warrier of 115 hp. Alliance folded in the early
30's as did so many light aircraft companies, but the
plant was later taken over by C. G. Taylor to build his
Taylorcraft series.
(Photo by Ted Koston)
Ed Wegner (EAA 33887) , 10 Stafford St ., Plymouth,
Wisconsin 53073, his American Eagle and his 1975
Grand Champion Antique trophy.
(Photo by Ted Koston)
Gene Morris, left, of Dundee, Illinois adjusts the Szekely
engine of his American Eaglet. Gene's wife, Mary, and
son, Ken, also fly the little ultra light.
(Photo by Ted Koston)
Another rare Waco model, a YPF-7 with a sliding hatch
and a Jacobs 245 for power.
(Photo by Dick Stouffer)
A small section of the homebuilt line with the Antique/
Classic area in the background.
(Photo by Lee Fray)
Steve and Dorothy Wittman, Carl Guell of the Wiscon-
sin Aeronautics Commission, and Blair Conrad, Mana-
ger of Wittman Field, stand next to the Wisconsin His-
torial Marker honoring Steve for his great contribution
to aviation for the years 1924 to present. The dedica-
tion was attended by the " Aviation Greats" and many
other dignitaries. The marker is located on the north
side of the airport near the hangar where much of
St€!ve' s experimental and design work was conducted.
(Photo by Lee Fray)
EAAer Bill Turner presents the " Aviation Greats" to the
members in the meeting hall at Oshkosh. A detailed
story about these famous guests at the Convention will
appear in SPORT AVIA TlON. The response to the re-
ception given these wonderful men and women of
aviation has been very heart warming. A special thanks
is due Steve and Dorothy Wittman for the fine lawn
party they hosted at their home in honor of these pio-
ing 67,314. And speaking of impressive things, the EAA
Air Education Museum, owned by the EAA membership,
has grown to the point that it is now recognized as the
world's largest privately owned aircraft museum. When
you next find yourself in the Milwaukee area, plan to
s pend a minimum of a day in the museum. You will be
delighted and pleased that you did.
Oshkosh is a famil y affair with excellent camping
facilities and activities planned for every member. The
eveni ngs are filled with programs equall y rich in enter-
tainment and information for all ages. One could not
as k for a greater blessing than to spend a week in the
relaxed wholesome atmosphere, being among old
friends, creating new friendships, and joining and shar-
ing in our common interest and bond of aviation - past,
present and future.
But I hasten to pOint out that the EAA Oshkosh Con-
venti on is more than just airplanes. It's people, it' s ac-
tivities, it's a meeting place, it's educational, it' s excite-
ment, it's entertainment, it's the dawn of a bright new
refreshing day - and it' s for you.
Such are the great things of which Oshkosh is made.
One of our "Aviation Greats" expressed himself so aptly
when he said, "EAA members represent the last of the
pioneers, the last trul y independent innovators. EAA
symboli zes the American Dream."
(Photo by Lee Fray)
Wittman Field, Oshkosh 1975. Shown is only a fraction
of the great expanse of airplanes and people. Each
year 's growth poses a gigantic task for the Convention
planners. Some people say it is too big, but most say
it 's wonderful. How would one go about making it
smaller, keeping in mind that the non-aviation public
in attendance represents only about 10% of those
attending, and then only on the weekend or during the
evening precision flight demonstrations?
(Photo by Lee Fray)
President Paul Poberezny in " Red 1"
about ready to leave for a circuit of
the Oshkosh Fly-In grounds with
acting FAA Administrator Jimmie
Dow. Also seated in the modified
Executive Assistant and Frank
Gomes, President of EAA Chapter
184 in Hawaii. Tom Poberezny
By  Doug  Pfundheller (EAA  74734) 
103  E.  Wilson 
Stoughton,  Wisconsin  53589 
Honey, I'm going down to the bowling alley. Through
the winter months this must be a common statement in
many American homes after supper, however in Stough-
ton, a town of 6000 just south of Madison, Wisconsin,
it probably doesn't mean 3 lines, a 202 game, or a few
beers with the boys. For the three of us it means the fac-
tory is about to open at Badger Boeing.
The three of us are Bill Amundson, an insurance ad-
juster, Dick Peterson, a welder, and myself, a church
furniture salesman. We have been friends since school
days, about 28 years, but the past few years our mutual
passion has been building and restoring airplanes.
Now about the bowling alley business; you home-
builders know you can start a pair of wings in the living
room or the fuselage in the basement, but eventually
you have to put it together and that takes room. We have
found that the work goes better with several pairs of
hands so we work together and together we are working
on a Starduster Too, restoring a Waco UPF7, and a Piper
Vagabond, all at the same time. We needed lots of space.
The biggest basement in our town that seemed availa-
ble was under the Badger Bowl on Main St. Lucky for us
the owner is Dan Herbeck and better still, Dan is a pilot
and part owner of a Tri Pacer. We got together with Dan
and he OKed the idea and gave each of us a key to the
back basement door. Now we were in business.
In a small town like ours everyone knows everyone
elses business so it wasn't long before our basement
projects were well known up and down Main St. and the
basement of the Badger Bowl became known as Badger
This past winter we should have kept a guest registry
book at the door of the shop, and this winter we will.
Visitors on Saturdays and Sundays numbered about 300
and from as far away as Australia. Sometimes it slows the
work but we feel it's half the fun and we welcome one
and all.
Over the past 4 years the crew at Badger Boeing had
been fairly productive. The first plane was a Taylorcraft,
N43538 that was totally rebuilt and converted from a
model BC12D to a model 19. This one is owned by Bill,
Irv Melaas, and sure enough our landlord Dan Herbeck.
Next was Dick Peterson's lovely Vagabond N4469H. This
one looked like a hopeless basket case after a wind storm.
The tail section was broken off, the wings bent over and
in general a real mess, but now it flys like a dream. Dale
Detert, an A&I from Madison, Wisconsin supervised the
The  basement  of  this  bowling  alley  on  Main  Street  in 
Stoughton,  Wisconsin,  is  the  location  of  "Badger  Boe-
ing"  where  much  aircraft  construction  and  restoration 
takes  place. 
Dick  Peterson  working  on  the  Waco  UPF-7  lower  right 
Bill  Amundson,  Doug  Pfundheller  and  Dick  Peterson 
restoring  the  Waco  UPF-7  wing.  Man  behind  the  Coke 
carton  is  unidentified. 
work on the Vag. and Rog Amundson, a local A&P, the
At present the Starduster Too is moving along on
schedule. The wings and tail feathers are covered and
the fuselage is about ready to cover. This coming spring
should see N12DP in the air, the second Vagabond will
also fly late next summer. The Waco will take at least
another year, however the wings have been rebuilt and
this winter work will start on the fuselage. After the
Waco ??? well, who knows. We are having too much fun
to quit.
If you happen to be going through Stoughton on a
weekend, stop in at the Badger Bowl. The coffee pot is
always on and where else can you bowl a few games and
take a look at three airplanes in the works in the same
Doug Pfundheller admires the Starduster Too project.
17 year old Ron Peterson is mighty proud of his newly-
restored Piper Vagabond.
8900 North Lavergne Ave.
Skokie, IL 60076
(Photos by Dick Stouffer)
Antique  Airmen  is  a  group  of  aviation  buffs  dedicated 
to  the  preservation,  restoration,  and  display  of  antique, 
classic  and  Warbird  aircraft.  Their  annual  convention  is 
held  over  the  Labor  Day  weekend  at  the  Ottumwa,  Iowa, 
Industrial  Airport. 
The  current  officers  are  Bud  Curtright,  president; 
Dana  Russell,  vice  president;  Dale  Gustafson,  vice  presi-
dent;  and  Secretary-Treasurer  Mrs .  Jerry  (Carol)  Stur-
Dick  Stouffer  of  Lake  Zurich,  Illinois,  took  the  fol-
lowing  photos  of  AA  member's  planes. 
The Ryan line at Ottumwa.
Brad Larson's shiny Ryan, SCW.
Bill Ross arrives at Ottumwa in his beautiful P-38.
Norman Kleman's lovely Spartan Executive.
George Stubbs' Grand Champion Stinson SR-10G lands
at Herrmann's Pea Patch, near Ottumwa.
Bob McDaniels presents Max Strunk with the Courier
Cup for his outstanding efforts to further Antique Air-
men's goals.
John Glatz poses in front of his Monocoupe 110 Special.
Jim Leahy taxis in in his Stearman PT-17, another prize
Members' planes during a visit at Herrmann's Pea
Patch, located about 12 miles southeast of Ottumwa,
Jerry Haggerty's unique Cirigliano. A 1930 Homebuilt.
Doc Packard' s well maintained
Waco IBA, a ni ce addi ti on to any
Ed Erma tinger with his prize
winning Swift, a real beauty!
(Photo by Lee Fray)
Ruth and Wellie Ropp are all smiles because they had
just found a new home in the EAA flying museum for
their J-6-5 powered Travel Air 16 E, NC 12380, Ser. No.
3520. Each year, these dedicated EAAers arrive at
Oshkosh early and stay late to help in any way they can.
Thanks, Ruth and Well ie, for the donation of your rare
antique aircraft, and for the many hours of work you
have contributed at Oshkosh.

(Photo by Lee Fray)
Retired Airline Captain and avid aviation enthusiast ,
Wellie Ropp, presents the log book for Travel Air 16E
NC12380 to Tom Poberezny.
West Lafayette, Indi ana . .. A Purdue University pro-
fessor' s love for fl ying and the machines making it pos-
sibl e has put the third Purdue- res tored aircraft into the
Air Force Museum in Dayton, Ohio.
The lates t, installed in aviation's shrine in May, 1975,
is an 0-46-A, an observa tion plane built by Douglas which
flew in the mid-1930s. It is the only model remaining of
the 88 cons tructed for the old Army Air Corps.
The plane, model 35-179, came to Purdue in crates in
1972. As near as its history can be reconstructed, the
plane landed down-wind in Harlingen, Texas, in 1942,
flipped over and was left there for some time.
Later, it was acquired by the Antique Airplane As-
sociati on of Ottumwa, Iowa, and " put in storage". The
Air Force Museum traded a fl yable plane for it and, in
1972, asked E. R. Blatchley, professor of aviation tech-
nology, if he and his students would take on the job of
restoring it to its original shape.
Blatchley already had in the museum two other planes,
showing hi s and hi s students' handiwork - a P6E Cur-
ti ss Hawk r es tored in 1963, a nd a PT22 Ryan, rebuilt to
an airworthy conditi on at the Purdue Airport facility.
An authority in airframe and power plant mechanics,
Blatchl ey designed the airframe maintenance course in
Robert H. Hanson, EAA 11465 of Chicago, sub-
mitted these 2 photos wi th a notation that he took
them with his box Brownie as a kid at the old Check-
erboard Field, Maywood, Illinois.
This Curtiss " Carrier Pigeon" Model 1 was s hip
number 7 as operated by ational Air Transport.
These aircraft were first produced in 1925 and pow-
ered with the 12 cylinder Liberty engine. They were
equipped for night flying . . . note the large la nd-
ing li ght on the upper surface of the lower wing,
and the naviga tion li ghts.
Little is known about the Yackey Sport pictured
in the open door of t he hanga r. Close exami na-
ti on of the photo indicates another Yackey Sport
parked further back in the hangar. Can anyone fu r-
nish information on these single-place biplanes?
(Purdue University Photo)
Douglas 0-46-A, U.S. Army Ai r Corps observati on plane.
the School of Technology and has accepted 25 aircraft
over the years as laboratory projects.
Th e course is self- s us taining - when restored, the
planes (except the three museum craft) are flown and
eventuall y sold with the proceeds used to acquire air-
craft for addi tional projects.
(Robert Hanson Photo)
1925 Curtiss " Carrier Pigeon" Model 1.
(Robert Hanson Photo)
Yackey Sport, manufactured by the Yackey Air -
craft Company.
Giant Keystone "Patrician" photographed at Bartlesville,
Oklahoma on January 26, 1929. These majestic transports
were the largest and fastest trimotors of the period.
Records indicate that only 3 were built. This example
appears to be powered with 3 P & W Hornets of 525 hp
Monocoupe Model 70 in Bartlesville, Oklahoma in 1928.
This is Phoebe Omlie's " Chiggers" of Ford Tour fame.
Photos From The Collection
Of Si Meek
The following photos were sent in by R. H. "Si"
Meek, EAA 58319, of 3510 Gladstone Blvd., Kansas City,
MO 64123.
In 1930-31 Si worked in the Arrow Sport factory at
Havelock, Nebraska, and would like to hear from any of
his fellow employees. He would also be pleased to learn
the identity of the fellows shown in the accompanying
Arrow Sport factory employees circa 1930-31. Si Meek
is fourth from right. On his left is Mr. Ward, the engineer.
Next 2 men are Piccolo Pete and "Frenchie" .
One of the original Arrow Sports is X595V.
I nterior of the Arrow Sport factory at Havelock, Nebraska.
Si Meek's
The 1927 Travel Air Model 5000 with which Art Goebel
won the Dole Pineapple Derby in August of that year.
This aircraft is on display in the Woolaroc Museum on the
Frank Phillips ranch about 10 miles southwest of Bartles-
ville, Oklahoma.
Art Goebel with a Travel Air Model 5000 in Wichita,
circa 1927. Note the differences in the pilot enclosure
and engine exhaust installation between this aircraft
and the Woolaroc.
Walter Beech on the left and Art Goebel with the famous
"Woolaroc· '. Picture taken at the Travel Air Field in
Wichita, Kansas in 1927.
A Model 5000 Travel Air operated by National Air Trans-
port in 1927 at Wichita. Picture taken at Travel Air Field.
Can someone identify the gentleman for us?
Could that be a barnstormer in an open-cockpit
Stearman biplane, a mint condition aircraft painted in
the old Army Air Corps blue and gold? Possibly, though
the pilot wears a modern air force helmet. But on the
helmet is painted a witch, the same symbol that's paint-
ed on the aircraft fuselage: A witch on a broomstick
and the words "Chris's Craft" .
A modem Waldo Pepper type? A reckless fly-by-the-
seat-of-your-pants pilot? Not on your life. The pilot is a
woman, Chris Winzer, and she is a Federal Aviation
Administration accident prevention specialist, the only
woman in FAA to fill this vital role . Mrs . Winzer is
assigned to FAA' s General Aviation District Office No.3
at DuPage County Airport, west of Chicago, where she is
responsible for accident prevention duties in northern
As her district has the greatest volume of pilots and
aircraft of any GADO area in the U.S., Mrs. Winzer's job
is a big one. Clinics for pilots, symposiums and seminars
for flight instructors, talks to students, speeches before
civic groups, showing aviation films, narrating slide
shows, conducting biennial flight reviews, organizing
safety programs - these are her jobs and all are in the
interest of improving safety in general aviation. Even
though FAA's Great Lakes region, in which GADO No. 3
is located, has the lowest accident rate in the country,
"the lowest can become lower", according to Mrs. Win-
Oddly enough, considering her proficiency as a pilot
and instructor, Mrs. Winzer began to fly because she was
afraid of it. "After 10 hours of instruction I had learned
enough about aerodynamics and aircraft operation to
lose my fear," she said. Obviously no longer afraid, she
holds certificates as pilot of single and multiengine air-
craft, as an airplane and instrument flight instructor, and
as a commercial glider pilot. She is one of fewer than
100 women to hold an airline transport pilot rating: hers
is for the classic DC-3. Mrs . Winzer has logged 2, 800
hours as an instructor in more than 50 types of single
engine aircraft and more than 10 types of twin engine
models . Her more than 5,000 hours of flight time include
45 minutes as pilot of a blimp.
If and when time permits, Mrs. Winzer is looking for-
ward to completing her flight-instructor-glider and sea-
plane ratings, as well as upgrading her ATP to turbo-
props. "My goal since I first started flying has been to
aid in improving aviation safety," Mrs. Winzer said.
"As accident prevention specialist, I will continue to
learn and become more proficient as a pilot, as well as
help others to do so."
The new accident prevention specialist took her first
flying lessons in Danbury, Connecticut, where she
worked as an executive secretary to pay for further
instruction. She wears the gold Amelia Earhart medal
of the Zonta Clubs, which awarded her a scholarship
for more study. She has been chief flight instructor at
Ohio State University, at Manchester, New Hampshire,
and at Grosse lie, Michigan. And she has "barnstormed"
through the Middle West and New England in her Stear-
man. In one recent year she flew the Stearman for 10,000
(FAA Photo)
Christine Winzer, FAA Accident Prevention Specialist.
miles. She joined FAA as a flight inspector and examiner.
Mrs. Winzer's son, Dr. Stephen Winzer, learned to fly
before he could drive an automobile. He is a research
scientist for the Martin-Marietta Company in Columbia,
Maryland, where he builds and flies radio-controlled
model airplanes and gliders . Her daughter, Janis,
temporarily has given up flying lessons to return to the
University of Rochester, where her major is labor rela-
Mrs . Winzer is a member of the Ninety-Nines, the
Experimental Aircraft Association, the International
Aerobatic Club, the Soaring Society of America, the
Antique Airmen, the Aircraft Owners and Pilots Associa-
tion, Zonta and the International Management Council.
Part I
The recent announcement of the Second Annual Mid-
Winter Sun 'N Fun Fly-In at Lakeland, Florida reminds
me of the good old All-American Air Maneuvers held in
Miami from 1928 'til 1941. I did not attend the 1928
show but by 1938 I accumulated enough money and
experience (thanks to Howard Aircraft) to attend every
year thereafter.
One of the highlights of the Miami Races from 1938
on was the Light Airplane Cavalcade to Miami. Better
known as the "Gulf Oil Tour" . I believe that this was the
greatest single contribution to sport flying in American
aviation history.
It was also sometimes called "The Cavalcade of
Cubs. " It was co-sponsored by Aeronca, Taylor-Young
Aircraft, Piper Aircraft and the Aviation Department of
Gulf Oil Company with Gulf picking up the tab for all
the gasoline and oil. The tour was divided into three
divisions - Eastern, Central and Southwestern.
The Eastern Division started in New York from
Roosevelt Field, Central Division originated from Bow-
man Field, Louisville, Kentucky and the Southwestern
Division started from Dallas, Texas. Each Division had
sub-divisions that joined them along the way which
then became a caravan.
The original plans were that all the Divisions fly to
Orlando, Florida where the entire group would assemble
for a massed flight to Miami on the opening day of the
races. The idea was great, but somebody forgot to inform
the weatherman about the plans.
The reason I think it was the greatest thing that
happened to sport flying was all one had to do to par-
ticipate was to fill out an entry form giving your airport
of origin, type of airplane, engine, some personal history
and agree to display the Gulf Oil decal on your airplane.
Nick Rezich (EAA 225)
4213 Centerville Rd.
Rockford, III . 61102
(Nick Rezich Photo)
" Ted and our taxi driver at Valdosta, Georgia."
It was as simple as that. In return, you received a packet
which included a very detailed flight plan listing the
airports and the Gulf Oil dealers along your route; also
included were the dates and cities where your division
caravan originated and the caravan route. A book of gas
and oil tickets was issued for the round trip which you
used to pay for your gas and oil. They allowed quite a
bit for getting lost - as most everyone had tickets left
over after reaching home.
We also received listings of available overnight park-
ing, list of hotels at special rates, overnight stops that
had planned entertainment and passes to the races.
The first year of the Cavalcade some 210 light planes
participated but after the word was out that Gulf Oil
(Courtesy Big Nick)
" This is your captain speaking. I have some good news
and some bad news. First, the good news: We have a
tailwind and are making good time. Now for the bad
news - we' re on a mountain top somewhere in Tennes-
was picking up the tab for all the gas and oil, the figure
rose to over 1000.
In 1939 during a press conference Mr. Claude
Pullen, president of the Miami All-American Air Maneu-
vers, announced that on the morning of January 5, 1940
would mark the birth of a new day in American aviation
history when over 1200 airplanes or 10% of all the pri-
vate airplanes in the USA would be on the Miami
Municipal Airport. Well, when that big fat Moon Over
Miami gave way to a bright sunny dawn on January 5,
there indeed were over 1200 airplanes in Miami for the
races, thanks to the Gulf Oil Company and the Light
Plane Cavalcade.
Wouldn't it be great if some young enterprising P.R.
Directors for Gulf Oil and Piper Aircraft announced a
si milar program for the coming Sun 'N Fun Fly-In?
The tour that I had the most fun on was when I was
t[lit\ated into the Alligator Club.
My flying partner for the tour was Ted Linnert, one
of the original engineers for Howard Aircraft, who owned
the Lycoming powered T-Craft we flew.
Accompanying us was another original Howard
engineer, Ted Patecell, flying a Continental 50 Cub and
two of my buddies from Harlem Airport, Bruno Gramont
and Jimmy Merrick, flying Jimmy's new Cub Coupe. Ted
and I left from Rubinkam Airport on Chicago's far south
side and the others from Harlem Airport. Our first stop
was Indianapolis where we topped off the tank and were
joined by several Cubs and T-Crafts en route to Louis-
ville to join the Caravan and our first overnight stop. Our
first taste of southern hos pitality came about after our
landing a t Bowman Field where it was s till overcoat
weather but a big improvement over the 2° above zero
we left behind in Chicago. We shut down in front of the
Gulf gasoline pump and before you could say "willy
whiskers" two linemen grabbed our bags and led us into
the warm office and notified us that they would top off
the tank, check the oil, clean the inside and put the air-
plane in the hangar for the night.
In the meantime a shapely young beauty informed us
that our transportation was on the way and that she
would call the hotel and notify them of our arrival -
Wow!! All this and free gasoline!
Arriving at the hotel, we met a bunch on their way to
dinner who informed us of the party to follow and sug-
gested Bishops as a good place to eat. After dinner at
Bishops, it was back to the hotel to get rid of the over-
coats and hats and join the party. During the introduc-
tions at the party, we met another Chicagoan from Ash-
burn Field fl yi ng a 50 hp Aeronca Chief ... who's sole
purpose for going on the tour was to party! And party we
did, all the way to Miami! 9 years later Mr. Party, Jack
Woods, became my co-pilot on a DC-3 fl yi ng for the
The next morni ng, hangovers permitting, we were
off for Bowling Green, Nashville and Chattanooga, our
2nd scheduled overnight stop. Our departure from Louis-
ville was in dear, cold weather and the trip to Nashville
was pleasant and uneventful. At Nashville we were
advised that there were low ceilings between Nashville
and Chattanooga and that it would be advisable to sit
in Nashville until the weather moved through Chatta-
While si tting on the ground for a couple of hours and
still wearing that damn overcoat, I decided to exercise
my knowledge of mountain flying - Why not? - I'd
flown this route before and didn' t have any problems -
no sweat!!
I proceeded to give Ted a snow job about pushing
on, but Ted was not quite ready to buy my line of bull.
We sat for another hour and by then I was really getti ng
antsy. I checked the new Chattanooga weather and it
was better, in fact it was good. I put the arm on Ted
(Nick Rezich Photo)
Ted Linnert in the bridal suite at Valdosta, Georgia.
Note the portable Lea Radio on the night stand.
again and this time he knuckled under and agreed to go.
Yep!! you guessed it - 30 minutes out and the clouds
were pus hing us down. I dropped down about 1000'
where the visibility improved quite a bit . For the next
30 minutes I kept going lower and the terrain kept
getting higher until we were into the mountains. As the
visibility deteriorated, I kept turning trying to keep sight
of the mountain tops and the horizon. Next thing I knew,
mountain tops and clouds were now one.
Ted was busy with the map trying to trace all my
turns with one eye while keeping a lookout for trees with
the other. A suggestion was made about this time, that
we turn back and land at an airport that Ted spotted in
the lower terrain, to which I replied in classic form,
"Don't worry, Ted, I'll fly along the ridge, pick up a road
and follow it over to the other side." We continued
blindly for about another 10 minutes when I spotted a
saddle in the ridge. I turned and we squeaked through
only to find total obscuration.
As I made a turn to parallel the ridge, I said to my-
self, "Nick, I think you just in your mess kit!"
Ted was not saying a word but I knew what he was think-
The next 5 minutes convinced me that this flight was
going to terminate in the boondocks, when suddenly I
spotted a field out the left window that looked like
an Iowa hay field. I chopped the throttle and with a nose
high turning slip was on the ground in seconds - narry
a ripple.
As I taxied up to the fence - or did we roll out to the
fence? - I turned to Ted very assuringly and said,
"See!! I told you I knew these mountains." As we shut
down and got out, Ted handed me the map and said,
"Show me where we are!!"
My 25,000 word vocabulary shrunk to - "Ah!!
Ummm!! Ah!!"
We spent the next hour or two exploring the moun-
tain top trying to figure out a way of spending the night
without freezing to death. By then the weather kept
improving until we could see the mountain tops clearly.
(Big Nick)
"Airport manager at the mountain top airport in
Tennessee collecting his landing fee" -
We agreed that we had enough fllel and Ciaylight
to make Chattanooga, if we were where we thought we
were. I climbed back into the left seat and Ted gave the
prop a twist and we were off into a brisk northwest
wind with a run of only about 300 feet. We made a climb-
ing turn and rolled out on a southeast heading and in
(NiCk Rezich Photo)
Ted Linnert tying down the T-Craft at Miami. Holding
Ted's head is another Howard Aircraft engineer, Ted
Patecell, who is now a captain for Pan American. After
World War II, Ted fixed up a DGA-15 to look like Mr.
Mulligan, including the original NR-273Y registration
number. He also was the first sales representative for
Lear Jet aircraft sales. Jim Merrick's Cub Coupe is in
the background.
(Nick Rezich Photo)
Ted Linnert and the T-Craft somewhere on a mountain
top along the Walden Ridge in the Crabapple Mountains
northwest of Chattanooga. Ted, a former engineer for
Howard Aircraft, is now with the A.L.P.A. Safety Board.
about 20 minutes we were past the last ridge .. . there
was the Tennessee River and Chattanooga dead ahead.
The landing at Chattanooga was routine, and again the
southern hospitality and the very fine Gulf Oil service
was quite evident with two' line· men greeting us and
treating us like we were VIPs.
The evening was spent partying and meeting about
30 or 40 tour pilots from Ohio and Kentucky who were
joining the Caravan.
The cold front we had been chasing was now lying
across Atlanta, so we spent the following day sight-
seeing. I spent the morning rooting around in all the
hangars where the find of the day was the 1930 Thompson
trophy winning Laird Solution being used as a skywriter
for 7-Up.
The next day we planned for a take-off at dawn in
hopes of reaching Orlando, Florida by night fall . The
next morning some 50 plus light planes lifted off the run-
way at Chattanooga headed for the land of the sun.
All went well until reaching Valdosta, Georgia. Land-
ing at Valdosta, we learned that the cold front was now
a warm front that covered all of North Florida with ceil-
ings varying from 0 to 200 feet , with drizzle and fog and
no improvement until the next day.
I again tried my sales pitch on Ted, telling him about
my previous experiences along this route and the bit
about no mountains, just flat ground and plenty of air-
ports. He took one look at me and said, " Nick-O-Louse,
this is not a race and I know all about your experiences
and I don't care to spend the night in the swamps with
the alligators!!"
By sundown every square foot of the Valdosta Air-
port was covered with airplanes. And every motel and
the hotel were full. We managed to squeeze into a
single room in the town's only hotel, while many of the
others camped out with their airplanes. Georgia laws
didn't permit much partying so it was a hamburger and
off to bed.
The next morning the weather had cleared and we
all were off for Orlando.
Arriving at Orlando, it looked like Oshkosh '75 -
there must have been 200 airplanes on the ground and
another 50 in the pattern.
After landing we were quickly guided to our tiedown
area where we were met by a chauffeur driven limou-
sine collecting people for the trip to the hotel.
At the hotel the driver announced that he would re-
turn at 6:30 to pick up all those going to the Alligator
Club initiation at the Country Club - Wow!! What ser-
vice. This is the best tour of all!
Next Month
The Alligator Club Initiation
(Courtesy Big Nick)
O.K., you sharp-eyed antiquers, what is it?
AAA-APM National Fly-In At Blakesburg, Iowa
By Gene R. Chase
(Photos by author unless otherwise noted)
The Fifth Annual Na ti onal Fly-In sponsored jointl y
by the Antique Airpl ane Associati on and the Airpower
Museum was held August 24 through September 1, 1975
at Anti que Airfi eld, Bl akesburg, Iowa. A record number
355 pl anes attended and if bad wea ther, parti cul arl y to
the north, had not persisted, this number woul d have
been grea ter.
This is an invitati onal fl y-in open onl y to AAA mem-
bers a nd th eir gu es ts a nd thi s yea r these de di ca ted
peopl e came fr om th rougho ut the United States a nd
some parts of Canada. Many EAAers are al so members
of AAA and their prese nce at the Fl y- in was obvio us
because of the many "white caps" in evidence.
The th ree ca tegori es for judging purposes are a n-
tique, classic, a nd unique, the latter being the home-
builts. As always there were many outs tanding exa mpl es
of fin e workmanship and also some very rare aircraft.
One plane in particul ar whi ch combined both of these
qualiti es was an immacul ately res tored 1929 Hamilton
" Me talpl a ne". The owner a nd pi lot, Jack Lys dale of
South St. Paul , Minnesota, res tored the craft in the colors
of the old Northwes t Airways, Inc., the predecessor of
orthwest Airlines. It is a bi g pl ane, with a wing span
of 54'5" a nd was trul y the " hit of the show" . The Hamil -
ton was voted the Grand Champi on of the Fly-In and it
also received four other awa rds.
The runnerup which received the Sweepstakes Trophy
was a beauti ful Chall enger- powered Curtiss Robin fl own
to Bl akesburg by its owner, John Bowden of Lampasas,
17 year old Susan Oacy and her Stearman whi ch she
flew from her home in Harvard, Illinois. The pair
teamed up to win 4 awards at Blakesburg.
Texas. This aircraft received fi ve awards, including the
Th ere were ma ny more awa rd winning aircraft in
attendance and some of these will be described in a more
de tail ed article covering the Fl y- In in the November,
1975 iss ue of SPORT AVIATI ON.
Bob Taylor, the man who s tarted the Anti que Air-
pl ane Association in 1953, is to be congratul ated fo r hi s
efforts in making pOSSibl e, thi s popul ar Fly-In each Labor
Day weekend . For many devoted AAA members, the
annual trek to Blakesburg is a way of life.
The Grand Champi on of the Fly-in, this 1929 Hamilton
" Metalplane" owned and flown by Jack Lysdale of
South St. Paul, Minnesota.
Dick Hill, Burlington, Wisconsin, and his 1930 Taylor
E-2 Cub, NC13179. Dick has loaned this plane to the
Air Power Museum where it can be seen throughout
the year.
This bazaar is managed by the gals, who accumulate
items throughout the year for sale at the Annual Fly-In.
This profitable venture brought in $2500 for the Air-
power Museum.
1937 Welch OW-8M, N17117 owned by John Schildberg,
Greenfield, Iowa, and flown by C. C. Cannon. Behind
the plane is the pilots' lounge, a favorite evening
gathering place at Antique Airfield.
1931 American Eaglet with a 35 hp Szekely up front,
owned by Gene Morris, Dundee, Illinois, and flown to
Blakesburg by his son Ken.
Jack Rose with one of his creations, the diminutive Rose
Parakeet . Judy Lindquist of Prairie Village, Kansas ,
owns this aircraft.
Everyone knows Sam Burgess of Honolulu, Hawaii,
pictured here with his Pitts Special. Sam was one of
the aerobatic pilots who performed at Blakesburg.
The pilots' compartment of the Hamilton" Metalplane".
Dwaine Trenton , Eni d, Oklahoma, and the new Great
Lakes in which he performs an outstanding aerobatic
John Bowden, Lampasas, Texas, props his " Sweep-
stakes Award" winning 1928 Challenger-powered Cur-
tiss Robin.
Captain Doug Rounds, founder of BTB Airlines, proudly
unfurls his home state flag. Doug is from Zebulon,
BTB Airlines personnel and friends relaxing at the end
of the flying day under the wing of one of the flagships,
a 1928 Stinson SM-2. Left to right : Doug Rounds, Bob
Brown, Carl " Wing Low" Francis, Eddie Ratliff, Doug
Rounds, Jr., Bob Jenkins, Connie Dake, Steve Carroll,
Nathan Rounds, Virginia Morman, Dorothy Chase and LETTERS TO THE EDITOR
Dear Paul,
A friend of mine has a Liberty V12 aircraft
engine with about 20 hours on it, and is want-
ing to sell it. As far as I know, it is fairly com-
plete, with cooling system, etc. His name is:
David Hudson
Route 1 Box 970
Laveen, Arizona 85339
If anyone is interested in it, please have
them contact David Hudson directly.
Carl Schmieder, EAA 84886
537 W. Kaler
Phoenix, AZ 85021
Dear Paul,
Reference your letter of June 11 , 1975, in
respect to the aircraft a Mrs. Griffith has here
in the jalopy jungle. The aircraft is a severely
damaged Stinson 108-1, which was torn up in
a wind storm some 8-10 years ago and all that
is left is a skeleton for a fuselage and a pair
of badly torn up and crushed wings. I don' t be-
lieve it to be worth taking home for a distance
of 15 miles, let alone out your way.
Have my QCF under restoration and hope to
grace the EAA Fly-In grounds in the near fu-
ture. The ship has an interesting past since
it is the prototype F-2 originally manufactured
in early 1931, and was purchased by the Con-
tinental Aircraft Engine Company of Detroit,
Michigan, and used as the test bed for the then
new Continental R-670. Many famous early
pilots flew this aircraft as a factory demo.
My main interest has always been the
"Golden Era" , and so little is recorded com-
pared to the war periods and military activity.
I was elated to see the representation of the
Antique/Classic aircraft by the EAA. The grand
aircraft of this time period disappeared from
the scene almost unnoticed, and now we see
basket cases as prizes and replicas a com-
mon sight in order to reclaim what was almost
If we can be of further assistance please
call on us again.
Marvin H. Havelaar, EAA 47909
RR 1 Box 133-A
Rapid City, SD 57701
Prototype Waco QCF, NC11241,
Ser. No. 3453, mfd. 5/12/31. Photo
was taken at Mines Field in 1932
and the proud "pilot" was the gas
boy who wanted to sit in this new
airplane. This aircraft is currently
owned by Marvin Havelaar. Photo
is from the collection of Henri De-
Estogat (now deceased) .
Charlie Morman.
Dear Paul,
We are pleased to enclose a colour photo of
my restored 1937 Fleet Model 21 M CF-DLC for
The aircraft, to our knowledge, is the only
aircraft of this model left in the world and is
shown in flight over the Niagara River. Occu-
pants in this photo are the writer and 15 year-
old son, as co-pilot.
The 330 hp Jacobs-powered aircraft is based
at our plant in Fort Erie, Ontario, and is used
for public relations and advertising use. En-
closed is a copy of an old specification/data
sheet on this aircraft and a copy of our present
general facilities brochure which outlines our
present activities.
Best regards,
H. Bruce MacRitchie EAA 69435
P.O. Box 400
Fort Erie, CANADA L2A 5N3
Fleet Industries, a division of Ronyx Corpora-
tion Limited was established in Canada in
1930 to design and manufacture aircraft for the
world civilian, transport and military markets.
During the years 1939 to 1945 several hundred
military aircraft were produced in Fort Erie
and delivered from the company's 2400 foot
Today the company no longer produces
complete aircraft but fabricates major air-
craft components for the prime Canadian and
United States manufacturers of airline equip-
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Beautiful Tie Tac/Lapel Pin and
charms with the official
Antique/Classic Emblem. Blue with
silver or gold.
Charm - Silver
Charm - Gold
Tie Tac/Lapel Pin
(Gold Only)
Above prices include postage.
Send orders to:
Antique/Classic Division
P. O. Box 229
Hales Corners, WI 53130
Sport Aviation Antique and Classic Association has a fly-in some-
where in the state almost every month. The decision on the location
of the next fly-in is usually made on too short notice for inclusion in
The Vintage Airplane, so we recommend to all planning a Florida
vacation that they contact FSAACA President Ed Escallon, 335 Mil -
ford Drive, Merritt Island, Florida 32925 for fly-in details. Join the
JANUARY 19-25- LAKELAND, FLORIDA-2nd Annual Mid-Winter
Sun ' n Fun Fly-In. Contact Martin Jones, 1061 New Tampa Hwy.,
Lakeland, Fla. (813)682-0204.
International Fly-In Convention. Start making your plans NOW!
Back Issues Of The Vintage Airplane
Limited numbers of back issues of THE VINTAGE AIRPLANE are available at $1 .00 each . Copies s till
on hand at EAA Headquarters are:
WANTED - 1940 Piper J4-A Coupe parts. Front struts,
jury struts wheel pants, nose cowl , nose cowl grill s
and "Coupe" name pl ates for cowling. Pl ease call or
write: James R. Bentch, Rt. 1, Box 162, Broadway, Va.
22815, Phone 703/896-2363.
AERONCA ENGINE OWNERS - Send your present and
anticipated future requi rements for plain insert- type
con rod bearings along with cra nkpin di a meter, if
known, to: Tom Trai nor, 4604 Bri ar.wood, Royal Oak,
Michigan 48073.
TRADE - Metal spar J-3 wings . Need little work before
covering. Not for sale but will trade for GOOD wood
spar wings for earl y '38 J-3. Will consider later model
wood s pa r wi ngs for )-3 if in rea ll y good shape.
Woul d also like an engi ne cowl for a 40 hp )-3 or )-2.
Dave Workman, Zane Auto Top, 400 South St. , Za nes-
ville, Ohio 43701.
FOR SALE OR TRADE - Cont inent al R- 975-46, Se rial
101592. Compo r ~ t   o 6.3: 1. For sale or trade towa rds
an 10-360 Lycoming. No logs . Overhaul ed and tested
1-11-63 at Pensacola NAS. On ori ginal pall et and
stored in school. Make offer. Bud Rogers, Lafoll ette
High School, Madi son, Wisc. phone 608/222-3652.
FOR SALE - 1938 Arrow Sport, Model "M". 125 Menas-
co, 204 TT. Airfra me 200 TT, recovered in 1973 with
Stits fa br ic a nd fini s hes . Onl y exa mple built by
factory and is identi cal to Ford V-8 " F" except for
engine. Cruises 100, stall 35, cl imb 1000 fpm. $5000
firm. David C1eavinger, 18611 Mapl ewood, Livoni a,
Michi gan 48152. Phone 313/477-7121.
WANTED - For Laird Super Solution project. The Florida
Sport Aviati on Antique and Class ic Associ ati on is
res toring thi s historic racing aircraft and they need a
p rop ell er. Th e pl a ne was fitte d with a Ha milt on
Standard, ground adj ustable, design no. 21Al -7 SI
36382 - 36385. Please contact Ed Escallon, 335 Mil-
ford Dri ve, Merritt Island, Fl orida 32952 (305) 453-
WANTED - Blackface Cub altimeter, Szekely engi ne or
pa rts or ma nuals. Phil Michmerhui zen, 186 Su nset
Dr. , Holl and, Mi. 49423.
WANTED - An airworthy propell er for 200 hp Ranger
for my Fokker DVII whi ch is nea rl y ready to fl y. Dr.
Stanl ey R. Morel, 812 E. Park Row, Arlington, TX
WANTED - Left and right fu el tanks for Bellanca Model
14-13, Louis S. Casey, 3909 Ingomar St. NW, Wash-
ington DC, 20015. AC 202/537-1991.
WANTED - 2 each, 12 volt strobes for fuselage mounti ng
(top and bottom) for an Ercoupe 415C. Pl ease give
full particulars first letter. Fred Sa mpson, 35 Allman
Pl ace, New Hartford, N. Y. 13413.
RANGER AIRCRAFT ENGINE, model 6-440-C5 (200 HP)
443 TT, OSMOH, long term preservation, 1946, not
mainta ined , mags, logs, bes t offer . RANGER AIR-
CRAFT ENGINE, model V-770 (520 HP), not p re-
served, no logs, salvageabl e parts. Best offer. W. B.
Nixo n, 609/452-5111. Pl ease submit bids to Princeton
Univers ity, Box 33, Princeton, New Je rsey 08540.
Attn: Philip Krier, Assistant Director of PurchaSing.
WANTED TO BUY - Gull Wing Stinson SR- 7 th rough
SR-10, V-77 & At-19 for res tora ti on project. E. W.
Brockman, No. 1469, 14320 Joy Rd., Detroit, MI 48228.
WANTED - Ol d CO TINE TAL A-40-4 Aircra ft Engine
compl ete, also later Model Cont. 65 H.P., What have
you? Pl ease give full parti culars, price - firs t letter -
Chas. Opalack, 1138 Indus trial Ave. , Pottstown, PA
WANTED - Piper Cub )-3 abo ut 1938-39-40 Models,
compl ete or in parts . Need a 1939 )-3 Cub FUSELAGE
mostly for one project, will also buy a Taylorcraft and
Aeronca compl ete airpla ne needing r es torati on for
a nother project. Give FULL detail s in your firs t letters
pl ease and fa ir pri ces, if you actuall y wa nt to sell.
Chas . Opalack, 1138 Indus trial Ave., Pottstown, PA
FOR SALE - Hamilton Standa rd propell er - 2B20-220
(6135A-15) and governor & large spinner from Ces-
sna 190. 4 hrs . since overhaul a nd poli sh: w/tags .
$695.00 or trade for Curtiss-Reed 96x71 in like condi-
ti on. Al so Cessna 190 cowl and engine moun t: $150.00
each. Carburetor for W670-23 Cont. $125.00. Dennis
K. Owens, 140 Second St. , Deposit, NY 13754.
WANTED - PA-7A Pitcairn Mail wing Wheels needed for
a Smithsoni an Res tora ti on. The aircra ft has to go
back to the Smithsonian by ea rl y 1976. Joe Toth and
Cha rl es Las her of Miami a re re buildi ng thi s one .
Contact Charli e Lasher if you kn ow where they can
obtain a set of wheels at: Southern Aeronautical Co. ,
14100 Lake Candlewood Ct. , Mia mi La kes, Fla. 33014.
WANTED - A pair of original J-3 wheel pants. Howard
C. Holman, Sky Ranch, Wayne, Maine 04284.