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(Photo by Ted Koston)

By E. E. " Buck" Hilbert
President, Antique-Classic Division
Recently Verne Jobst, lAC President, and myself were attendant to meetings with the
FAA top echelon in Washington. These meetings were arranged by Charlie Schuck, FAA
co-ordinator, for the purpose of getting acquainted. Verne and I met the Acting Admini-
strator Jimmie Dow, the new Assistant Administrator for General Aviation, FAA Medical
Chief, Chief of Flight Standards, Editor of FAA Aviation News and just about everyone who is
in the frame of the big picture.
I came away with a real sense of direction. These people are interested in sport aviation.
They all want to help and they are people like you and me with jobs to do who need our help
Most of them are pilots and although now behind desks they really are airplane oriented.
There wasn't one of them, from the Administrator down, who didn't have fond memories of
our airplanes and how they flew.
I was asked repeatedly just what the Division was all about. Surfacing at each of the
meetings was the question or questions as to how could they help. Several of them were
hardly aware of the 80 octane problem and the shortage of good stick and rag men in the
field - both within FAA and outside. Our suggestions were taken in good faith and I do
believe we made some points.
One thing for sure - they know we exist. They want to help so now it's our turn. We can
do a little public relations work at our own level by dropping into the local GADO office and
getting acquainted. Identify yourself as an Antique-Classic Division member. Meet the
maintenance people. The Flight Standards guys. Ask them to show you around. Discuss any
problems you might have and listen to theirs . Invite them to the meeting and fly-ins. You'll
be surprised at how readily they'll accept, and how much easier it will be to talk the next
time you meet.
Verne and I plan to again meet with these people. If you can give me any ammunition for
these meetings, fire me a letter apprising the problem and some suggested solutions and
I'll talk it up.
Membership. in the EAA Antique-Classic Division is open to all EAA members who have a special
interest in the older aircr,aft that are a proud part of our aviation heritage. Membership in the Antique-
Classic Division is $10.00 per year which entitles one to 12 issues of The Vintage Airplane published
monthly at EAA Headquarters. Each member will also receive a special Antique-Classic membership
card plus one additional card for one's spouse or other designated family member.
Membership' in EAA is $20.00 per year which includes 12 issues of SPORT AVIATION: All mem-
bership correspondence should be addressed to: EAA, Box 229, Hales Corners, Wisconsin 53130.
(Photo by .Ted Koston)
Old  728  .. .  Ed Williams . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..  4 
Air  Currents  .. .  Buck Hilbert . ....... . .. . . ... .. .. . .. . ... .. .. . .......... ... . ... . ...... ..... . ..  7 
Taylorcraft Memories  ... B. J. Shinn .. .. ... . .... ... ... .... ... .. . ..... . . . .. . ... .. .... ... .......  9 
Mr.  Fleet  ... Buck Hilbert . . .. . . ..... .... .... ........... .. . . ...... . ... ... .. .. .... . . . .. . . . . ... .  10 
Reminiscing  With  Big  Nick  ... Nick Rezich . ..... . .. ... . . ... . . .. . . .. . . . ......... .. . . .. ..... ... .  12 
Bob  Von  Willer's  Fleet  ... Jack Cox . .. .. . . ..... .. .. . .. . . . .... ..... . . . .. ... . ..... .. .. .... . . . ...  16 
ON THE  COVER  ... Old  728  BACK  COVER  • .• Aeronca  Sedan 
Photo by Ed Williams Photo by Ted Koston
Publisher - Paul  H.  Poberezny  Editor - Jack Cox 
Assistant  Ed itor - Gene  Chase  Assistant  Editor - Golda  Cox 
8102  LEECH  RD.  P  O.  BOX  2464 
UNION.  ILLINOIS  60180  FT.  LAUDERDALE .  FLA.  33303 
BOX  181  g  S  135  AERO  DR. ,  RT.  1 
LYONS.  WIS.  53 148  NAPERVILLE ,  ILL.  60540 
P. O.  Box 458  3850  Coronation  Rd.  P. O. Box 3747  RR1,Box151 
Lumberton , N. C.28358  Eagan, Minn. 55122  Martinsville,  Va.  24112  Stilwell , Kansas  66085 
9635  Sylvia Ave.  7018  W.  Bonniwell  Rd.  RR  18,  Box 127  3536 Whitehall  Dr. 
Northridge, Calif. 91324  Mequon,  Wisc.  53092  Indianapolis, Ind.  46234  Dallas, Texas  75229 
THE  VINTAGE  AIRPLANE  is  owned  exclusively  by  Antique  Classic  Aircraft,  Inc.  and  is  published 
monthly  at  Hales  Corners,  Wisconsin  53t30.  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. 
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 EdwardD. Williams (EAA 51010)
113 Eastman Drive
Mt. Prospect, Illinois 60056
(Photo by Edward D. Williams)
North Central Airlines' old 728 is snapped by the author on one of its last flights over Minnesota.
It is a sad fact that old airplanes never die, they just
end up in museums, and this fate has caught up with
the flyingest airplane in aviation history.
The champion flight time aircraft is a Douglas DC-3,
registration number N21278, which amassed more flight
time that any other airplane while it labored as an air
transport and then as a corporate plane for North Central
Airlines. But "Old 728", as it is affectionately known in
the industry, now rests in the Henry Ford Museum in
Dearborn, Michigan.
The famous DC-3 was donated to the museum on
May 18, 1975, after flying 84,875 hours in a career that
started on Aug. 11, 1939.
The last flight of old 728 lasted only 15 minutes, from
Detroit Metropolitan Airport to the Ford Motor Co.'s
proving grounds at Dearborn. It landed at 11:25 a. m.,
and that was the last minute of its flying career.
The plane had made a four hour flight the day before
from North Central's headquarters at Minneapolis to the
Detroit airport. At the controls were Capt . Arthur W.
Hinke, North Central's manager of flight operations,
and First Officer Louie Farrell . Jody Giegerich was the
Hinke, who has thousands of hours in North Central
DC-3s, said that the controllers in the tower at Detroit
read a farewell poem to old 728, entitled "Farewell to a
Great Lady," as they left for Dearborn. He added that
their voices appeared to be touched with emotion.
At   the famous DC-3 was formally present-
ed to Dr. Donald A. Shelley, museum president, by G. F.
Wallis, North Central's vice president - flight opera-
tions . It had flown 83,032 hours as an airliner and an
additional 1, 843 as a corporate plane, and its job as a
company plane was taken over by a Convair 580 turbo-
prop plane, N580, the type of plane that also had
succeeded the DC-3 as the mainstay of North Central's
propeller plane fleet.
The author, who had flown in old 728 when it was
both an airliner and afterwards as a corporate plane,
recalls that it was treated with great fondness by all
North Central employees. It was the pride of the fleet
even after its retirement from active revenue-passenger
The distinguished old 728 is not only an historic
bird in its own right, but it also is one of a type of a
aircraft that made aviation history.
On Dec. 17, 1935, Douglas Aircraft Co.'s first DC-3
made its maiden flight from Clover Field, now Santa
Monica Municipal Airport, in California. The new plane
revolutionized air transportation and signalled the
death of the Boeing 247, the top dog airliner until the
DC-3 came along (The Vintage Airplane, April, 1975) .
Douglas eventually built 10, 925 of the durable twin-
engine transports for the air carriers and the military.
DC-3 No. 728 is an old plane, and it is older than
most of the North Central pilots who flew it. One pilot,
Capt. Edward L. Erickson of Minneapolis, Minn., was
nine years old when it came off the assembly line. He
told the author that the DC-3 was the "Piper Cub of
the airline" and that it was "an honest aircraft with no
hidden tricks or idiosyncrasies."
Number 728 was owned first by Eastern Air Lines,
which sold it to North Central for an undisclosed price
in 1952 when the aircraft had 51,398 hours and 12
minutes of flight time. It was certificated for passenger
service by North Central on July 17, 1952, and was put
into operation immediately on that day.
For almost 13 years it served every airport on North
Central's 90-city system. It also participated in countless
scenic flights, giving many of today's frequent air
travelers their first taste of flying.
Its last day of scheduled service was on Monday,
April 26, 1965. At 6:25 a.m., it flew Flight No. 2 from
Milwaukee to Chicago. Capt. James E. Robb and First
Officer Jay Thomas were at the controls, while stew-
ardess Charlotte MacKenzie served 22 passengers. It
arrived at 7 a.m., and at 7:30 a.m. it was off again as
Flight No. 467 with 18 passengers back to Milwaukee.
There were 16 on board to Madison, eight to La Crosse,
Winona was overflown due to flood waters, and old
728 arrived at Minneapolis/St. Paul with six passengers
at 10:59 a.m.
By mid-afternoon, 728 had been reserviced and clean-
ed for more work, and a new crew took over. It con-
sisted of Capt. Herman C. Splettstoeser, First Officer
James R. Topping and stewardess Jean Krbechek. As
Flight No. 757, it took off at 3:30 p .m. with 13 passengers
for Brookings, with 13 passengers to Huron and arrived
at Pierre with two passengers at 5:12 p.m.
At 6:50 p.m., it was on its way for the last time, as
Flight No. 758. Six passengers were carried to Huron,
This Douglas publicity photo was taken in 1965
six to Brookings and seven to Minneapolis/St . Paul,
where it landed at 10:19 p.m. True to form, it was on
time all the way. Old 728 had carried 70 passengers on
its last day of scheduled service, and it closed out its
career as an airliner with a total of 83,032 hours and 52
minutes of flight time since it was completed in 1939.
It had flown more than 12 million miles, equal to
480 trips around the world at the equator or 25 round
trips to the moon. This also equals 1,667 round trips
between Boston and Honolulu via San Francisco - a
roundtrip of 7,200 miles. Or, if 728's flight time were
accumulated on one continuous flight, it would have
been in the air nine and a half years.
For all that time, old 728 had been steady and
reliable. It never had an accident.
In its airliner labors, the plane had worn out 550
main landing gear tires, 25, 000 spark plugs and 136
engines. Its pilots joked that "everything has changed
but the serial number and the shadow," but the air-
frame actually is 90 per cent original.
The plane burned more than eight million gallons of
gas and taxied more than 100,000 miles.
After its last airliner flight, old 728 was given a new
career of corporate plane and was given a refurbishing
to go with it. The 26 airliner seats were removed and its
interior changed into a lounge. Walls, divans, reclining
seats, carpets and ceiling were decorated in blue, gold
and beige. Furnishings include three tables, lamps,
television, radio and stereo tape equipment for soft music
and remote controls for the radio and stereo equipment.
Space was made for 11 passengers - three on a
down-filled blue divan, four in two double reclining
seats in blue, two in two single reclining seats in gold,
(Douglas Aircraft Photo)
- on the 30th anniversary of the first flight of a
DC-3. Old 728 was posed with a DC-9 to dramatize the progress made by both Douglas and aviation
in general over the period. Perhaps someday a DC-9 will be parked nose-to-nose with some hot new
airliner of the year 2000.
two in two single reclining and swiveling seats, one
blue and one gold.
Because the aircraft was also used to test cabin
equipment, accessories and color schemes, it was the
most up-to-date cabin in North Central's fleet. The
carpet is blue wool, specially created for the plane in
Puerto Rico. The ceiling was done in light beige with
a vinyl-backed fabric. The wall covering is lightweight
vinyl simulating walnut and set off with a contrasting
band of rattan matting.
Lighting is indirect from 300 incandescent bulbs,
similar to that in a Boeing 727. The lavatory resembles
a plush lounge, with hot and cold running water and
a special flush toilet.
Old 728 was also used as a flying laboratory, so many
improvements in navigational and safety equipment
were installed in 728 for testing before being used by
the rest of North Central's fleet. For example, 728 was
the airline's first DC-3 to use Distance Measuring
Equipment (DME).
Outside, the only distinguishing features on the air-
craft are the registration number N21278 on the fuselage
near the tail, the number " 278" painted on the fuselage
behind the cockpit, and oversize windows, including two
picture windows.
North Central considered it a fitting honor for old
728 to represent the company as its show plane, and -
although the plane made its mark in aviation history
as a worker - all the finery and fluff do not seem out
of place.
Old 728 flew an additional 10 years as a corporate
plane for North Central, doing public relations and
promotional work as well as carrying company execu-
tives . Its guest book contains the names of all types of
celebrities and prominent aviation figures. When it
started its new job as company .plane, 728 got this
boost from Hal N. Carr, North Central's board chairman
and president: "This historical aircraft will help us
dramatize our achievements and tryout new ideas in
passenger comfort safety." And it did just that.
No one has ever disputed the claim that DC-3
number N21278 is the world's flight time champion, and
it has received its share of deserved honors. On March
10, 1966, at Palm Springs, Calif., the venerable but
vigorous DC-3 received a commendation from the man
who built it more than 26 years before. It was honored
by Donald W. Douglas, board chairman and founder of
the Douglas Aircraft Co., who presented Carr with a
bronze plaque, which is mounted permanently in the
plane's cabin.
The plaque bears this inscription: " This aircraft
N21278 has flown more hours than any other plane in
the history of aviation. It is symbolic of all the DC-3s
and the role they played in the development of air
transportation. "
In June, 1971, during the 23rd annual air show at
Reading, Pa., a special silver bowl was presented to
"Red" Wallis for old 728, which had logged a total of
84,528 hours up to that time. And the grand old airplane
still was to fly four more fruitful years and set a record
that may never be equalled.
By  Buck Hilbert,  President 
EAA  Antique-Classic ,Division 
Air Currents will  be  a feature  of  " The  Vintage  Air-
plane"  from  now  on.  The  volume  of  letters  and  pub-
lications  I  receive  every  month  can  no  longer  go
unnoticed.  It's  through  this  column  that  1'1/  try  to
acknowledge  the  receipt  of  some of  the  letters  and 
publications I get every month. 
" Buck" 
The Illinois DOT, Division of Aeronautics has placed
EAA Headquarters on their mailing list. This should
assure cooperation and a quick exchange of news. How
about you guys out there having your State Aeronautics
Departments do the same. It would benefit all concern-
Dick Wagner (EAA 25491, A-C 4) tells me there is a
bill before the Wisconsin State legislature for a one-
time registration and fee for antique airplanes similar
to what the state requires of antique automobiles. This
will bear watching as it will ease the burden of paper-
work and finances on both the State and the owner. This
may set a precedent for similar action in the other
forty-nine if and when it passes.
Comments to my January editorial on the general
lack of member response on NPRMs ran pretty high.
Just keep writing your FAA, Congressmen and Senators;
that's the answer to this one. The latest NPRM's have
been in regards to immunity waivers for tattle tales
(FAR violation reporters) and the FCC wants to use
ground control freqs to trigger runway lights at untended
airfields at night. And now the FAA wants us to paint
big circles around our gas caps showing the color of the
fuel that that particular machine uses.
The Aviation Greats Day at Oshkosh is shaping up
nicely. The thought of all those aviation pioneers in one
place at one time, all telling stories, is overwhelming.
Verne Jobst, IAC Division President, and myself took
time last month to visit the FAA at Washington. Look
for a report of our visit in FAA Aviation News. We met
with all the executive department heads at FAA Head-
quarters and through the efforts of Charlie Schuck,
Flight Standards Service General Aviation Division
Coordinator we had a personal tour of it all. I found the
ranks to have a genuine interest in the health and wel-
fare of General Aviation. Verne and I are planning a
repeat trip in July.
Letters! And, man, have there been letters. I can't put
all them down here, but to name a few: Chuck Nickles
(A-C 426) wrote from Brenham, Texas about a beautiful
Fleet restoration. Dan Araldi writes from Plant City,
Florida about Dr. Dan Kindel' s Bendix Mag Conversion
on his Aeronca C-3's E-113. It really works, Dan! Ken
Davis (A-C 166) writes from Statesboro, Georgia that
Charlie Lock, curator of the United Airlines Training
Center Museum at Denver, has provided him with neces-
sary info for an original Boeing Air Transport logo for
the Waco he owns that was once an instrument trainer
for United.
Fifty Danes are planning a group tour of Oshkosh.
That's the Veteran Flying Klubben of Denmark headed
up by Magnus Pederson (A-C 638), DK6971 Spjald, Den-
mark. See you there, guys n' gals.
Type Club newsletters are coming in with regularity.
The Division is beginning to draw their interest and we
appreciate being on their mailing lists. I can't begin to
emphasize how important the Type Clubs are to our
existence. The sharing of knowledge and a common
goal are most important to keeping the antiques and
classics flying. Join the Type Club nearest and dearest
to you, guys, it'll pay handsomely with time. Ken Wil-
liams' (A-C 513) Little Round Engine Flyer comes from
331 E. Franklin St., Portage, Wisconsin 53901. This is a
digest of info on the LeBlonds, Ken Royces, Warners and
Kinners and what have you. There was even a reference
to Velies in this last one. Trade secrets with Ken. He is
keeping many old engines and airplanes alive with this
newsletter. Ken also sends me the Wisconsin Chapter
news and keeps me up to date on happenings there.
The International Ercoupe Club President, Kelly Viets
(A-C 10) and his Boss-Typist-Secretary, Edna, are putting
the Ercoupe into the most prominent and active position
of our Type Clubs. Kelly is also my right arm and advisor
when it comes to matters of tact. Take a good look at his
picture in the June issue of SPORT  AVIATION  in the
Museum Centerfold. Get to know this guy. I predict you' ll
see a lot of him in the next few years . Kelly and Edna can
be reached at RR 1, Stilwell, Kansas 66085.
Aeronca Club President Ed Schubert, 28 E. State
Street, Janesville, Wisconsin 53545 writes a newsy letter.
And of GREAT interest to all Aeronca E-107 and E-113
owners and operators: Tom Trainor (A-C 483), 4604
Briarwood, Royal Oak, Michigan 48073, has located a
source of manufacture for rod bearing inserts for your
engines. However, he must order in a quantity sufficient
to make a production run worth the manufacturer's
time. Tom needs numbers to compile the first order.
Write him NOW if you have need for E-107 or 113 bear-
ings now or in the future. Incidentally, Tom has a pretty
fair supply of E-113 pieces. He bought out the remaining
factory stock some years back. Another great Aeronca
enthusiast and probably one of the most knowledgable
early Chief-Defender-L-3 men is George York (A-C 1085),
181 Sloboda Ave., Mansfield, Ohio 44906. George is
former Aeronca Club President and a real help on
Aeronca problems. He is pretty good on Staggerwings,
Thomas E. Lowe, President of the Stearman Restorers
Association, 823 Kingston Lane, Crystal Lake, Illinois
60014 sends his "SRA Outfit" every month. These Stear-
man guys are all set to take over the world. What's the
new tower at Galesburg gonna do for your annual Stear-
man Fly-In, Tom?
Joe  Kokura,  a  Rearwin  rebuilder and president of  EAA 
Chapter  241  keeps  me  up  to  date  on  happenings  out  his 
Carl  F.  Bury  (A-C  694),  President  of  the  Stampe  Club, 
125 Old Orchard Rd.,  Hudson, Ohio 44236 sends his  news-
letter.  He  is  getting  me  interested  in  a  machine  that  a 
short  time  ago  I  thought  was  just  another  version  of  the 
Moth.  Hang  in  there,  Carl,  you'll  sell  the  world  on  Re-
naults  before  long. 
Ray  Brandly's  National  Waco  Club  publication,  "Waco 
Pilot" ,  comes  from  2650  Alex-Bell  Rd. ,  Dayton,  Ohio 
45459.  This  one  carries  the  best  reading  in  Waco  sales 
and  wants  short  of  Trade-A-Plane .  Sorry,  I  couldn't 
make  the  annual  fly-in,  Ray,  I  had  a  choice  of  Watson-
ville,  Hamilton  or  Tullahoma  then  VAL  chose  to  utilize 
my  services  so I  lost  out again. 
Leonard  Opdyke's  WW-1  Aeroplane  from  Greenbriar 
Apts.  12A,  347  South  Rd. ,  Poughkeepsie,  N.Y.  12601 
surely  is  of  interest  to  everyone,  WW-1  fans  or  not.  It's 
a  beautiful  publication  and  I  sure  like  being  on  the  mail-
ing  list. 
Technical Tips
Bill  Ehlen  (A-C  441),4502  W.  South  Ave.,  Tampa,  Fla. 
33614  sends  his  SESAC  publication,  "Dixie  Flier"  and 
EAA  Chapter  175  newsletter,  "Smoke  Signals",  keeping 
us  abreast  of  what's  happening  in  the  southeast.  Bill, 
you  just  keep  being  the  Spark Plug  you  are!  It's  guys  like 
you  who  make  this  sport aviation  move. 
Bob  Whittier  and  Frank  E.  Brown  produce  New  Eng-
land  Sport  Aviation  News,  5  Centre  Ave.,  Abington, 
Mass.  02351  and  are  doing  a  great  job  of  keeping  the 
New  England  sport  aviation  news  in  the  wind.  Whittier, 
as  you  know,  is  an  author  of  some  reknown  and  also  has 
out  a  book  of  reprinted  stories  of  the  fabled  Phineas 
Pinkham's  misadventures  during  WW-1. 
And  I  guess  that's  about  enuf  wind  for  this  month. 
There  are  letters  and  cards  here  from  dozens  and  dozens 
more  of  you  and  just  keep  'em  comin'!  I  may  not  have 
time to  write  long answers  to  all  of them,  but I do appreci-
ate  hearing from  each  and everyone of you. 
By John  Averill,  A-C 443 
Byromville,  Ga. 31007 
The  center  section  "carry-through"  structure  for  the 
lower wings  on  the  D17S  (Staggerwing  Beech,  N69H)  I'm 
restoring  is  made  of  4130  steel  tubing  heat  treated  to 
180,000-200,000  psi.  It  was  made  as  a  separate  subassem-
bly,  heat  treated,  and  welded  to  the  frame  (which  is  not 
treated)  via  short stub  tubes  so  as  not  to  destroy  the  heat 
treatment of  the carry-through  truss  subassembly. 
4130  heat  treated  to  this  range  is  subject  to  a  phe-
nomenon  known  as  hydrogen  embrittlement  (H.E.).  This 
mechanism  results  from  contact  with  highly  acidic  or 
alkaline  compounds  whereby  hydrogen  is  liberated  and 
infiltrates  the  grain  boundaries  in  the  steel.  This  hy-
drogen  intrusion  causes  extreme  embrittlement  and 
results  in  the  formation  of  microscopic  cracks  which 
link  up,  grow,  and  can  result  in  failure  of  the  compon-
ent whether under load or not. 
Fortunately,  the  circumstances  leading  to  initiation 
of  H.E.  (hydrogen  embrittlement)  in  4130  heat  treated 
to  180,000  psi  and  above  are  not  normally  encountered 
in  aircraft  service.  Except,  that  is,  when  stripping  such 
items  for  repaint.  Since  this  is  just  what  I'm  doing  in 
restoring  N69H,  I researched  the subject in depth. 
For  such  a  seemingly  simple  task,  wherein  lies 
the  danger?  Well,  most  strippers  contain  ammonium 
hydroxide  or  sodium  hydroxide  which  will  cause  H.E. 
However,  since  this  characteristic  is  recognized,  the 
stripper  manufacturers  add  an  inhibiting  agent  to  their 
products  qualified  for  use  on  steel  susceptible  to  H.E. 
Two  such  strippers  are: 
a.  Intex 857 
from  Intex Products,  Inc. 
P.O.  Box  6648 
Greenville,  S.c.  29606 
b. B&  B  1776 
from  B & B Chemical  Co.,  Inc. 
P.O.  Box  796 
Miami,  Fla.  33166 
But  - like  everything  else,  there  are  a  couple  of 
catches.  The  inhibitor  has  a  nine  month  shelf-We  after 
which  its  effectiveness  begins  to  fall  off.  Also,  the  strip-
pers  are  hygroscopic  (they  will  absorb  moisture  from 
the  air  each  time  the  container  is  opened).  Additional 
compounds  are  thus  formed  which  further  reduce  the 
inhibitors'  power. 
How  about  the  strippers  containing  methyline 
choloride  and  alcohol  which  do  not  cause  H. E.?  Fine, 
but  (another  catch)  the  poorer  grades  of  these  strippers 
may  have  some  hydrochloric  add  impurity  which  would 
cause H.E.  and most of these strippers have no inhibitors. 
In  the  face  of  the  "howevers",  qualifications,  cautions, 
and  shelf-life  problems  associated  with  the  chemical 
strippers,  I  gave  up  and  resorted  to  mechanical  means 
for  removing  the  paint  from  the  heat  treated  areas.  (The 
rationalization  was  that  N69H  was  one  day  going  to 
tote  '01 Number  One's  can  around  and  "One"  can't  be 
too safe.) 
One of the old wing walkway  non-skid  coverings  was 
the  cloth-backed  abrasive  type.  I  tore  this  into  long 
narrow  strips  and  with  a  back  and  forth  motion  (like 
polishing  shoes)  removed  the  old  paint  and  surface  rust. 
I  was  careful,  of  course,  not  to  excessively  abrade  the 
metal  itself  (remember,  this  is  thin  wall  tubing).  I  had  to 
resort  to  solvent  cleaning  and  wire  brushing  the  tube 
duster  joints.  This  scheme  worked very  well  and without 
the  danger  of  H.E.  Being  proud  of  my  achievement,  I 
related  it  to  the  chemical  engineering  friend  who  had 
provided  the  original  advise  on  strippers.  He  replied, 
"It's  good  you  didn't  use  a  carbon  abrasive."  It seems 
carbon  materials  will  cause  corrosion.  He  recommended 
using  a  silica  or  aluminum  oxide  abrasive.  I  breathed  a 
sigh  of  relief - the  non-skid  I  used  was  of  the  the  latter 
material.  Well,  some  days  it  just  doesn't  pay  to  get  out 
of bed. 
(Reprinted  from  The  Slipstream,  Newsletter  of  EAA 
Chapter 38,  Macon,  Georgia) 

(Photo by Jack Cox)
An early Taylarcraft - all dalled up far present day air shaws.
By B. J. Shinn, A-C 301
835 Jahn Andersan Dr.
Ormand Beach, Fla. 32074
Do you know where the first T-Craft was built?
Alliance, Ohio? - Nope - Butler, Pa.! After losing the
reins of the Taylor Airplane Company at Bradford Pa.,
to Bill Piper, C G. Taylor and a small group of key fol-
lowers regrouped at Pittsburgh-Butler Airport (six miles
north of Pittsburgh). That was back about 1936 and I was
an 8-year old kid at that time and got to see the whole
development cycle of the design and fabrication of a
new Taylor airplane - the Taylorcraft. (For awhile it
looked like Beech was going to sue to keep them from
using a name so much like Beechcraft.)
My father, Byron Shinn, was President of Shinn De-
vices Company which made airplane wheels for the
Taylor Cub and and Aeroncas of that period. It was in
his little factory that the first plans took shape. I mar-
veled at the time how they could figure the CG. of that
airplane on paper before building anything! I also re-
member a critical situation when someone stretched the
fabric too tight on the elevator. When it was doped, it
started to warp badly under the pressure. C G. Taylor
recognized the problem and startled everyone by whip-
ping out his pocket knife and slashing the fabric - thus
saving the elevator framework.
I watched wide-eyed as they pounded out the first
nose piece on a big female wood form. Finally, it was
finished and Al Hamburg, the chief test pilot (later to
change his name to Al Hudson), took it to the air. It was
fast! Up to that time the fastest little plane on the field
was a fat little yellow Aeronca C-3 owned by Kenny
In a publiCized race with Kenny's C-3 and an E-2
Taylor Cub, the metallic green Taylorcraft easily won.
It even passed Harvey Wirling's Fleet with its Kinner
B-5 engine. There were many spectacular short field
takeoffs, climbs, etc. in demonstrating this first T-Craft
to prospective customers, but the production line wasn' t
destined to be at Butler. Facilities and tax advantages
attracted Taylorcraft to Alliance, Ohio, where many,
many T-Crait's were turned out with Lycoming, Frank-
lin and Continental engines.
(Reprinted from Antique & Classic News, publication of the
Florida Sport Aviation Antique and Classic Association)
_. '-
. ,
; . ~ ~ -'
• j
-' -
• • •
By Buck Hilbert
President, Antique-Classic Division
(Photos by Jack Cox)
I firs t noticed it las t summer - every time I fl ew the
Aeronca C-3 or Dario Toffenetti' s Ryan STA, or an y air-
pl ane for that matter, Mr. Fl eet would be stolidl y staring,
sulking in an unforgiving manner when I got back to the
hangar . . . acting just a little as though I had been un-
faithful. I couldn' t shake the feeling that he was being
jus t a littl e too possessive and that feeling grew and
grew to be almos t an obsession as time went on.
People used to joke because I' d stop in the hangar a
coupl e times a week just to say hell o - to pat him on
the wi ng or turtl edeck a nd talk awhil e. But I noticed
there were times when he wouldn' t respond - sort of
turn his head and ignore me. This was puzzling at fi rst
but a search of my activities for the previous week or so
usuall y turned up that this always happened aft er 1'd
flown another airplane.
Like the time I took the C-3 down to Seneca for Ed
McConnell to annual. When I got back and walked into
the hangar, there was oil all over the fl oor. Now Mr. Fleet
never leaked oil and still doesn' t but he di d that day -
just for spite, I suspect.
And the last time I was working on the T-Craft's fuel
sys tem, I had to duck under the wing past the nose of Mr.
Fleet each time the phone rang or I wanted somethi ng
from the work bench. The first time I ran into hi s prop
I just said ' ouch' and repositi oned it - and my head -
so's 1'd miss it the next time. The second time it happen-
ed I was a little shook and again pushed it up out of the
way. But the third time, that was when I get the point.
Mr . Fleet was out fo r reven ge - I was worki ng on
an other airpl ane and he was down ri ght jea lous. How
about that?

~ .
• •

c •

I know some of you aren' t gonna believe thi s, but so
help me, that danged airplane had it in for me or so I
began to feel. I actuall y felt persecuted . I felt that air-
plane was getting to the point of being over possessive.
It became oppressive to have that guy lurking in the
hangar, sulking and treating me as though I was cheat-
But what to do? Then las t fall a guy came out of
nowhere and offered to buy him. I wouldn't sell a nd
the reason I wouldn' t was because the fell a just didn' t
have the personality nor the ability to handle Mr. Fleet.
Mr. Fleet would have made an absolute fool of that guy
the fi rs t 15 rrtinutes . So I refused. I had in the back of
my mind the kin d of pil ot I might sell to if ever the
day came. But I r ea ll y didn' t think that day would
ever come. But it did . .. enter Richard Bach .
Richard call ed me one day and after a few rrtinutes
conversation got right to the point. He was looking for
a Fleet and did I know of one. I provided leads to the few
Fleets I knew might be availabl e. A week later Richard
called again - three times in one day. He was deter-
mined that my Mr . Fl eet was to be his airpl ane and
literally forced me to listen to him. I let him come to look
anyway even though I wasn' t going to sell.
I picked Richard Bach up at O' Hare airport the next
aft ernoon . I had in mind that he couldn' t be seri ous,
that he was jus t a ti re kicker and would slowly fade
• • •
away after satsifying his curiosity. Not so, I was soon to
I had deliberately tried to discourage Richard. A few
days before his arrival I' d pushed Mr. Fl eet outside so
the bl ack top hangar fl oor could be sealed . You might
know it'd rain while the sealer was setting up and the
resultant mud spots were still all over him. He hadn' t
been run in weeks and was sadly in need of air in the
tires and a general cl ean up.
Richard Bach took one look and said, " Let's get him
out!" And we did . About 15 rrtinutes later, fueled and
oiled with Richard at the controls Mr. Fleet had himself
a session of fl ying. Slow fli ght, stalls, spins left and right,
a loop and then maybe 7 or 8 landings, touch and go
and full stop . And wonder of wonders, he did every-
thing Richard wa nted with no nonsense. Here was a
pil ot - a pil ot that could grab him by the short hairs
and make him d o wha t he wa nte d . I was sa ti s fi ed .
Richard Bach was satisfi ed and Mr. Fleet was satisfi ed.
Then began one of the worst sessions of my life. I didn' t
want to sell. Richard Bach wanted to buy and Mr. Fleet
had no p reference and was no help at all . Talk about a
traumatic experience. All the while we were doing the
new annual, all the while I was getting him ready for
the summer's fl yi ng I jus t knew Richard Bach was n' t
going to take him. But he did and when Dick came back
a week later and fl ew away, it was both an end and a
beginning for me. I was happy Mr. Fleet had a new
master, sorry to see him go, r elieved to be fr ee of that
" possessed" obsession, but strangely hollow and lone-
some inside. I' ve heard the expression " I cri ed all the
way to the bank" for years but thi s was the first time
it' d ever happened to me.
What now? Well, I don' t know. I'll have to concen-
trate on the Aeronca C-3 and I got myself a Classic I' ve
always admired - a 1956 Cessna 170B that I can give
the famil y a comfortable ride in. And I'm back to my
fickl e ways again - pl aying the field - the airfields,
that is, in search of another man's airplane.
. . . GONE!
Part V
Before we close the book on the Pylon Club, I must
tell just one more story that I believe you will find
Have you ever heard of Stag Beer? I clidn't think so.
Neither had I and I was in the saloon business. When a
Stag Beer salesman called on me to put Stag Beer in the
place, I gave him a flat no! But when he informed me
that Stag, the Griesedieg, chartered the Goodyear Blimp
and would have it in Chicago for two weeks as part of
their advertising campaign, I changed my mind about an
order. I had an American Legion Air Show scheduled for
Chicago during the time the Blimp would be in Chicago,
and I figured it would be a great added attraction if I
could have the Blimp fly during the show. I gave the
salesman an order for 50 cases of beer with a provision
that he bring in his boss the day the Blimp arrived. With
an initial order of 50 cases the salesman promised me
the president of the brewery plus 5 free "promo" cases.
When the Blimp arrived at the old Ashburn Airport
John Murray, our PR man, and myself were on hand to
greet Capt. Vernon Smith, the skipper and the rest of
the crew. I had flown with Capt. Smith some years ago
in Miami and this was an opportunity to renew an old
acquaintance and invite the crew to the Club.
The Stag Beer people showed as promised and were
quite surprised to find the mobile mooring van parked out
front and the crew inside. After the formal introductions
were over, John Murray, who was in his usual superb
selling form, went to work on the beer people and by
midnight he had arranged for the exclusive use of the
Blimp in the afternoons to fly the Clubs members and
the free use of the night sign advertising the American
Legion Air Show and the Pylon Club. BELIEVE YOU ME,
this guy Murray could sell ice cubes to the eskimos.
First to ride in the Blimp were our daytime bartenders,
Roy and Milo. Roy was shy, mild mannered and scared of
Nick Rezich
4213 Centerville Rd.
Rockford, 1//. 61102
airplanes and would only ride with John; Milo on the
other hand had a striking personality, was able to tell
the tallest story with a straight face, had an incredible
memory and loved to fly with John . . . with the aid of
Jim Beam or Lord Calbert. Milo and Capt. Smith became
instant friends - knowing Milo's personality, this was to
be expected.
After the first hour's flight Capt. Smith invited Roy
and Milo back for a little dual on all the ballast valves
and the flight controls. For the next four days Roy and
Milo would go directly from their mail route out to Ash-
burn Field and fly in the Blimp. After about 8 hours of
blimping they memorized all the specifications - amount
of helium, size, weight, horsepower, etc. - along with
all the procedures of flying a Blimp plus all the balloon
lingo. Before the Blimp left Chicago, Capt. Smith pre-
sented both Roy and Milo their Blimp Pilot's Certificates
which were proudly hung on the back bar for all to see.
With Certificates in hand Roy and Milo became the Clubs
balloon experts. BELIEVE YOU ME, if you didn't know
before hand that they were mail carriers, you would
swear they were the world's foremost balloon pilots.
It didn't take long before John Murray recognized
their talents as balloon pilots and suggested we capi-
t alize on their humor and balloon knowledge. John
immediately designed a poster and a matchbook cover
wh ich read "Pylon Club featuring Roy and Milo -
winners Polish Balloon Races 1901-1903."
I had 1000 matchbooks printed with the new cover
and along with the poster I hung some photos of early
day balloons, Blimps and dirigibles on the wall to go
along with the gag.
Then came the 'Polish Joke: Browsing through the
Sunday Tribune I came upon an article about some Po-
lish balloon pilots in MPS who were conducting some
upper atmosphere tests in a balloon and had sighted
some flying saucers. By mere coincidence John Murray
had also read the article and the next night John suggest-
ed we write a letter to the Polish balloonists and invite
them down for a weekend. I immediately dispatched the
following letter:
April 30, 1952
Mr. J. J. Kaliszewski
Supervisor of Balloon Manufacture
Aeronautical Research Laboratories
General Mills
Minneapolis, Minnesota
Dear Mr. Kaliszewski:
After your terrific title we are understandably out of
breath, however, our lounge is recognized as a meeting
place for pilots, maintenance men and balloon pilots.
The enclosed matchbook covers will explain the balloon
Your recent siting of flying saucers, as you know,
received nationwide recognition . The revelation that
ballooning is still being practiced in this country comes
to us as quite a pleasant surprise.
Therefore, we are more than pleased to enclose
membership cards both to you and Mr. J. Donaghue as
well as the DC-3 pilots who visit our city.
Please be assured a riotous welcome awaits you at
the Pylon Club.
Pylon Club
Nick Rezich
About three nights later I received a long distance
call from a very excited Mr. Kaliszewski wanting to
talk to Roy or Milo.
After I informed him that Roy and Milo had left for
the evening, he began to tell me about the 1901-1903
Polish Balloon Race. I was soon to learn that our phoney
Polish balloon gag was going to back fire.
As the conversation continued I came to find out
that Mr. Kaliszewski and Mr. Donaghue were good
friends of the real Roy and Milo who actually won the
races of 1901-1903 and that they helped in the design
and building of the winning balloon. He went on to
tell me that they had not seen or heard from their
friends since leaving them behind the Iron Curtain and
were most happy to hear that they were in the U.S.A.
He inquired about their health and their connection with
the Pylon Club. With a name like Rezich he asked if I
had anything to do with their release or escape from Po-
land. By now· I didn't have the guts or the heart to tell
him it was all a gag. He then inquired if Roy and Milo
would be in the place Saturday or Sunday and if so, they
would fly down for a visit. Again I didn't have the guts
to tell him about our Roy and Milo. I assured him that the
balloonists would be in the Club over the weekend and
to call me when they landed at MDW and I would send a
car to pick them up.
Now!! what the hell do you do about entertaining a
couple of REAL Polish balloon pilots who come to see
their long lost ballooning friends and all I have to offer is
a couple of mailmen masqueraded as balloon pilots?
Well, the first order of the day was to make sure that
both Roy and Milo were not in the place and make sure
they didn't come in. Next I recruited my brother Mike
and the late Dan Clark to act as 'Ambassadors of Good
Will' representing Roy and Milo. Mike, being a historian
of sorts, was able to answer most of their questions about
early day balloons. In fact if it wasn't for Mike and his
knowledge about early day aviation we would have
blown the whole bit.
When they arrived, the first thing they spotted were
the photos of the balloons encircled with a huge welcome
sign, signed by Roy and Milo.
They were anxious to see Roy and Milo and then the
64 Million Dollar question - "Where are they?" I very
nervously informed them that because of their age and
a very important dinner the next day I was not aware of,
they had just left and regreted not being able to stay
and visit.
By now Dan and Mike took the reins, Dan plying
them with drinks and Mike talking about balloon
races . Next we cranked up the band and played polkas
to which they sang and danced. By midnight they were
having so much fun they more or less forgot about try-
ing to see Roy or Milo. They stayed until closing and flew
back to MPS the next morning, never knowing that Roy
and Milo and the Polish Balloon Race was all a gag.
And so went the Pylon Club. I could tell another
1000 stories that you wouldn't believe and I could write
2000 chapters that are X-rated but I promised the boss
and Father John I would keep it · clean. If you are really
interested in hearing more about the Pylon Club, meet
me at the Volunteer Booth and after you sign up we
will all sit down to a cool one after the evening show and
I'll tell it all.
The Pylon Club closed on rather a sad note. PRPA
deflated my interests somewhat but the real reason I
closed the Club was my desire to fly.
Club Member Bill Dotter, Chief Pilot for International
Harvester, came in one night and made me an offer to
fly a DC-3 for International Harvester that I could not
resist accepting. International Harvester was one of the
first corporate fleet operations that had good equipment,
good pay and stability.
I tried to keep the Club open and fly everyday but it
just didn't work out. Schedules, hours and image never
work out. Rather than sell the place, I approached form-
er Thompson Trophy racer Bruce Raymond - second in
1948 - 4th in 1946 - and asked him to take over the
Club and run it as his business without any investment.
All I wanted was to see the place stay open as the Pylon
Club with an aviation personality at the head of it . Bruce
was somewhat reluctant to get involved in the saloon
business and he also feared the place might loose the
business with me being out of it. I tried to convince him
that he had nothing to loose but his time but the deal
never jelled. He opened a hamburger and root beer
place close to his home in Lansing, Illinois instead.
When I found it almost impossible to fly for Inter-
national Harvester and run the Club properly, I informed
the membership that I was going to close the Club and
move to the country where I could spend more time
with my new born son, James.
With the announcement of the Club's closing came a
torrent of suggestions and offers to keep it open, none
of which I felt were acceptable. I set the closing date and
without any other communications other than member
to member, they came from- all four corners of the U.S.A.
and some from Europe.
Now, I wouldn't say we had the biggest or loudest
party in Chicago but I do recall that the University of
Illinois measured a tremor of about 6 on the Richter
Scale with the epicenter being in the vicinity of 3017
W. 63rd St. When it was all over and time to turn the key
for the last time, I then fully realized my costly mistake
of having the 3-D murals painted on the walls instead
of canvas. I would have paid any amount to have been
able to take just one of them with me. The murals stayed
but the wealth of memories contributed by the Pylon
Club membership will remain with me forever.
Yes, I miss the Pylon Club to this day. And as I pen
this closing chapter I find the lines are becoming blurred
and am having difficulty swallowing.
I dedicate this series to all the wonderful people who
entered and exited the Pylon Club leaving behind a
treasured friendship that has enriched my life. Thank
The Goodbeer ... er, Stagyear .. . uh, Stag Beer blimp.
Capt. John Murray in the captain's chair ready for
Left to right, Roy, Milo and Big Nick. Notice photos of
balloons over Nick's shoulder.
Here are some never before published photos of the about the DCA 15 and past Howard history. Mr. Ewing
"Mulligan" taken at the crash site by Mr. Earl Ewing of gave John the photos to send to me.
Sellersville, Pa. Mr. Ewing was one of the men who built Mr. Ewing says he will try and be on hand at Oshkosh
the first DCA and later became my boss as plant super- for the Howard Forum. If he makes it to Oshkosh in his
intendent. He and the late Mike Molberg went to New
Mexico to bring back the remains of the Mulligan.
These photos reached me the long way around. John
Turgyan visited with Mr. Ewing recently to learn all
T-Craft, I promise you a very interesting speaker. He is
now retired after spending many years with Bell Aircraft
as plant manager during and after World War II.
- Big Nick
(Photo by Earl Ewing)
That's the Howard company truck in
the background, driven to New
Mexico by plant superintendent Earl
Ewing and the. late Mike Molberg to
retrieve the remains of Mr. Mul-
ligan. Although some scraps and
junk were left behind, the major
portions of the aircraft were trucked
back to Chicago and after study,
were chopped up and passed out to
employees and friends as sou-
(Photo by Earl Ewing)
The culprit that caused the crash of
Mr. Mulligan - a prop blade that
separated from the hub in flight .
(Photo by Earl Ewing)
Miraculously Benny Howard and
his wife, Maxine, survived this
crash, although both suffered se-
vere leg injuries and Benny ulti-
mately lost the lower portion of one
(Photo by Jack Cox)
Bob Von Willer 's Fleet 7.
By Jack Cox
Bob Von Willer, P.O. Box 1426, Spring Valley, Cal-
ifornia 92077 is president of the Fleet Club . . . and as
such sorta felt obligated to come up with something
special when he restored his own Fleet. That he did - as
evidenced by the pictures accompanying this article.
His bird, NC684M (Serial Number 234) is a Fleet 7 and
is really something special with its speed ring, bayonet
stacks and fabric covered wheel pants.
The Fleet 7 was an evolutionary model in the factory's
product line-up. It was essentially an improved Fleet 2,
which, in turn, was an improved Fleet 1. Only the engines
- 110 Warner on the Fleet 1, Kinner K-5 on the Fleet 2
and the Kinner B-5 on the Fleet 7 - were really different.
The 7 did have an outsize vertical fin to cure a flat spin
tendency, but this can be a fool er as an identification
point because some Is and 2s were retrofitted with it.
The 7 received ATC No. 374 on October 4, 1930 and
standard, seaplane and Deluxe versions were available.
The Deluxe could be bought with what was called a
"coupe canopy" that enclosed both cockpits. The speed
ring and wheel pants Bob has on his Fleet were optional
items on any of the 7s.
The Fleet was designed by Joseph Marr Gwinn, Jr. ,
who is listed on old literature as the Vice President in
charge of engineering of Fleet Aircraft, Inc. of Buffalo,
N.Y., a subsidiary of Consolidated Aircraft headed by
Maj . Reuben Fleet . Lawrence Bell was president of Fleet.
This team broke up during the 30s when Maj. Fleet
moved Consolidated to San Diego. Larry Bell stayed on
in Buffalo to form Bell Aircraft as did Joe Gwinn who
designed the radical Gwinn Aircar, an interesting at-
tempt to build an "everyman's airplane." He formed a
corporation to market the little two control biplane, but
dissolved it after his demonstration pilot, Frank Hawks,
was killed in the crash of the second Aircar built. Gwinn
rejoined Fleet in San Diego and after World War II went
to work with Gar Wood in Detroit designing trucks and
heavy road equipment. He died several years ago ...
largely unknown as the actual designer of the popular
Fleet biplane.
The picture of Bob Von Willer's Fleet 7 was taken by
the author at the Corona, California EAA Fly-In in early
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For Safe Flying
minutes to gas up .. . it may save you a forced landing.
Taxi slowly and make S turns to clear the area in front
of the nose. Know the proper use of the controls for
taxiing in a strong wind.
TRAFFIC RULES: Keep a constant lookout for other air-
craft. Follow the rules so that pilots of other planes will
know what you are going to do.
particularly important when making power-off turns.
You steer with the ailerons, not the rudder.
EARTH ARISE AND SMITE THEE: Don't be fooled by the
increase in ground speed resulting from a downwind
tum. Keep sufficient airspeed.
CEED THY ABILITY: Don't attempt instrument flying in
adverse weather conditions unless you have the proper
training and the necessary instruments. Instrument fly-
ing is a highly developed science. Don't pioneer.
HEATER: The carburetor heater is your friend. Know
when to use it. Remember that it's easier to prevent ice
in the carburetor than to eliminate it after it has formed.
LOW ALTITUDES: Aerobatics started near the ground
may be completed six feet under the ground. There's
safety in al titude.
JUDGMENT: Be certain! You can't afford to make errors
of judgment. "I think I can make it" is on the list of fa-
mous last words.
PILOT IS THE SAFE PILOT: It's better to be an old pilot
than a bold pilot.
(Reprinted from the Piper Cub Owner's Manual - 1946)
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AERONCA ENGINE OWNERS - Send your present and
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Slit s fabr ic a nd fini s hes. On ly exa mpl e built by
factor y and is iden ti cal to Ford V -8 "F" except for
engine. Cruises 100, stall 35, cl imb 1000 fpm. $5000
firm. David Cleavinger, 18611 Mapl ewood, Livoniil,
Mi chi gan 48152. Phone 313/477-7121.
WANTED - For Laird Super Solution project. The Florida
Sport Aviation Antique and Classic Association is
restoring this his toric racing aircraft and they need a
propeller. The pl a ne was fitt e d with a Hamilton
Standard, ground adjustable, design no. 21Al-7 SIN
36382 - 36385. Pl ease contact Ed Escallon, 335 Mil-
ford Drive, Merritt Island, Fl ori da 32952 (305) 453-
Calendar  Of Events 
JULY 4-6 - GAINESVILLE, GEORGIA - 8th Annual Cracker Fly-In
sponsored by North Georgia Chapter of AAA. Featured speaker is
Matly Lai rd . Contact Bill Davis, 2202 Willivee Place, Decatur, Ga.
30033. (404) 636-4743.
JULY 19-20 - SHIRL EY (LONG ISLAND), NEW YORK - 13th Annual
Fly- In of the Antique Airplane Club of Greater New York. Dinner!
dance on Saturday ni ght. Contact Harry E. Geddes, 374 Latham Road,
Mineola, New York 11501. Phone 5161746-3453.
JULY 27-28 - WICHITA, KANSAS - Cessna Airmas ter Reunion . One time
gat he ring of world' s most effi cient airplane. Contact Gar Williams,
Jr. , 9 S 135 Aero Dr. , Rt . 1, Napervi ll e, Ill . 60540.
JULY 29 - AUGUST 4, 1975 - OSHKOSH, WISCONSIN - 23rd Annual EAA
Fly-In Convention. Sport aviation world's greatest event. It's not too
early to make plans and reservations!
AUGUST 24 - WEEDSPORT, NEW YORK - Air Show and Fly-In
Breakfast sponsored by EAA Chapter 486. Whitfo rds Airport.
Contact Dick Forger, 204 Woods path Rd. , Liverpool, N. Y. 13088.
Southwest Regi onal Fl y-In. Antiques and experimentals. Trophies, Air
Show and Barbeque. Contact: Kerr County Chamber of Commerce,
P.O. Box 790, Kerrvill e, Texas 78028. Phone: (512)896-1155.
(Antique) Fall Fl y- In - formerly held a t Gas tonia, N.C. Big Fall
gathering of antique and classic aircraft with awards and plenty of
fl ying fun. Contact Dwight Cross, Jr. , Box 468, Huntersville, N.C.
OCTOBER 10-12 - TAHLEQUAH, OKLAHOMA - 18th Annual Tulsa Fly-
In. Located 50 miles ElSE of Tulsa. Sponsored by AAA Chapter 2,
EAA Chapter 10 and lAC Chapter 10. Cont act P.O. Box 4409, Tulsa,
Okla . 74104 .
A viation Antique and Classic Association has a fly-in somewhere 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 Air-
plane, so we recommend to all planning a Florida vacation that they
contact FSAACA President Ed Escallon, 335 Milford Dri ve, Merritt
Island, Florida 32925 for fl y-in details. Join the fun!
Back  Issues  Of The  Vintage  Airplane 
Limited numbers of back issues of THE VI NTAGE AIRPLANE are available at $1.00 each. Copies still
on hand at EAA Headquarters are:
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