In  August  we  discussed  the  dwindling  supply  of  restorable  antique 
aircraft and one  way of combatting the  problem,  namely,  building replicas. 
This  month  we have another approach  to  this  same problem.  Roy Redman 
of  Minneapolis,  who  is  in  the  midst  of  restoring  a  Stinson  SR-8  Gullwing 
Reliant,  has  some  interesting  thoughts  about  all  of  the  antiques  which  are 
presently  in  a  "state  of  suspended animation".  I am  lending  Roy  my  soap 
box,  and  his  comments  follow: 
"During the 15 years or so that I've been attending fly-ins,  antique meet-
ings,  and generally messing about old airplanes I've come across  numerous 
situations  where a  guy owned  an  airplane  in  some  state  of  disassembly -
usually acquired  in  that state,  sometimes  with  one  part or another  worked 
on,  not being  worked  on  at  the  moment  for  one  reason  or another,  and  a 
long  list  of  future  plans  and  intentions.  After  10  or  15  minutes  of  conver-
sation  I  can  nearly  always  tell  whether  I  will  see  the  subject  airplane  at  a 
fly-in  in  a  year or  two,  or five,  or ever - and in  this  case  the  judgement is 
usually  never; while  it  belongs  to  this  guy,  at  least.  The  guy's  intentions 
are  always  honorable,  and  the  reasons  for  delay  logical  and  valid  - but 
five  years  later you  can  still  meet  him  at the  fly-in,  on foot,  still  interesting 
to  talk  to,  and  with  a  continuing  list  of  intentions  (and  problems),  but  no 
airplane.  For  the  sake  of  our  discussion  I  will  call  this  guy,  and  his  type, 
"intenders".  Then  there  is  the  other  type  of guy  we  all  see  at  the  fly-ins. 
He's  Ed  Wegner,  or Gar Williams,  or Jack  Lysdale,  or Dan Neuman,  or Joe 
Johnson,  or Doug Rounds,  or Ernie  Fillmore - you  seldom see  these guys 
when  they  don't have  their  airplane  flying,  and  if  you  do,  they  talk  about 
what  they  are  doing, not intending.  These  guys  are  the  "doers". 
"Now what's  wrong with  the  "intenders",  you  say?  They do have  rea-
sons  you  can't  put  aside,  and  that  doesn't  make  them  bad  guys,  does  it? 
Nothing wrong,  really,  and no,  they aren't bad guys.  What's my complaint, 
"The  flying  antique  airplane  is  at  the  core of our  whole  activity.  It's  at 
once  the  maypole  we  dance  around,  the  touch  stone  we  grasp,  the  ideal 
we worship.  Without it we have little or nothing.  We have no Oshkosh,  no
Blakesburg,  no magazine  articles,  no weekend  fly-ins  - we  are  mere!y 
stamp  collectors  pasting  old  pictures  in  scrap  books  and  talking  about  the 
old  days. 
"The  "doers"  then  are  the  guys  that  make  it  all  possible.  The  "doers" 
were  perhaps  "intenders"  once?  I  think  not  - and  why  not?  Talk  to  any 
number of  "doers"  you  wish  and  you'll  find  one  thing common  to  all:  air-
plane work  takes  priority in  their spare  time.  The  project is  primary,  if  you 
by  J.  R.  NIELANDER,  JR. 
will.  Nothing  stands  in  the  way  - geography,  vacations,  kids,  wives, 
money  - nothing! They  all  have  jobs,  and  they  all  have  spare  time  aside 
from  their  jobs.  Funny  thing,  you  can say  that about  the  "intenders",  too, 
but they put the airplane down the list a bit-which seems innocent enough, 
but it  puts  the  project in  never-never  land. 
"It's rare that you meet an "intender" that doesn't have all the basic quali-
fications  such as  time,  money,  ability,  desire,  interest,  etc.  He wants an air-
plane,  and don't we all.  The desire  to  own motivates everyone when view-
ing  a  shiny  new  car,  a  fine  home,  a  chunk  of  lakeshore,  and  yes,  a  beau-
tiful  antique  - or  even  a  nostalgic  memory.  With  today's  affluence  a  guy 
can very easily write a  check to  satisfy  the desire and become an "intender" 
in  the  world  of  antique  aviation  - and  there  goes  another  airplane  that 
won't be seen at Oshkosh,  Blakesburg,  Watsonville,  Lakeland,  or anywhere 
for  a  long  time,  if  ever. 
"Well,  then,  what do we do about these "intenders"? The obvious thing, 
and what is  really  needed,  is  to  turn them into "doers".  All  they have to do 
is  commit themselves  to  putting  the  airplane  project  up  to  No.1  spot  in 
their  priorities  - and  they  are  "doers".  It's  like  exercise,  weight  control, 
or anything  else  that hasn't previously been  part of their  way of life  - it's 
tough  at first,  but it becomes second nature very soon.  Those  words,  "way 
of life",  are  meaningful,  too.  I've learned  that in  order to really  make a  pro-
ject  move,  it  literally  becomes  your  "way  of  life"  which,  needless  to  say, 
puts it in the No.1 spot.  I know it sounds corny, but anything less just won't 
get  the  job  done  on  one of these  old  birds . -- Ask any  "doer". 
"Even while I'm writing this, I'm sure there are dozens of guys burning up 
the  long  distance  lines  with  their  checkbooks  in  the  ready  position,  about 
to  become  "intenders".  With  the  dwindling number of restorable antiques, 
we  can  ill  afford  any  more  "intenders" - we  do need  these  guys,  but  we 
need  them  as  "doers".  What  we really  have  to  do is  put out the  word  that 
there  is  another  vital  part  to  the  program  besides  the  airplane,  and  that  is 
the  commibnent to  restore. 
"When  you  reduce any project down  to  simple words,  it  becomes three 
things:  1)  Airplane;  2)  Restorer;  3)  Commitment.  It  doesn't  take  a  genius 
to  see  that  if  you  take  any one of  these  out of  the  project,  there  is  nothing 
viable left.  I think we should do whatever we can to communicate to poten-
tial  buyers  as  well  as  present  "intenders"  that  the  commitment  in  intent 
and  time  priority  is  essential to  any project.  Perhaps  then  some  interesting 
old  birds  will  start  moving  out of garages,  barns,  back yards,  etc." 
Paul  H.  Poberezny 
Editor  Assistant  Editor 
AI  Kelch  Lois  Kelch 
H.  N. " Dusty"  Rhodes 
Evander  Bri tt 
Jim  Barton
P.  Q. BOX  2464  3536  WHITEHALL  DRIVE 
Claude  Gray 
Ed  Escallon 
Rod  Spani er 
RICHARD  WAGNER  E.  E. " BUCK"  HILBERT  Henry  Wheeler 
P. O. BOX  181  8102  LEECH RD. 
Morton  Lester 
LYONS, WI  53148  UNION, IL 60180 
Kelly  Vi ets 
Bob  El liot 
Jack  Lanning 
Claude  l. Gray, Jr.  AI  Kelch  Bill Thumma 
9635  Sylvia Aven ue  7018  W.  Bonniwell  Road 
Glenn  Buffi ngton
Northridge.  CA 91324  Mequon, WI  53092 
James  B. Horne 
3840  Coronation  Road 
Eagan.  MN  55122 
Evander M.  Bri ll 
Box  1525 
Lumbert on.  NC  28358 
W. Brad  Thomas, Jr . 
301  Dodson  Mill  Road 
Pilot  Mount ain , NC  27041 
Dale  A.  Gustafson 
7724  Shady  Hill  Drive 
Indianapolis, IN  46274 
George  E.  St ubbs 
Box  113 
Brownsburg , IN  461 12 
M.  C.  " Kelly "  Viels 
RR  1, Box  151 
St ilwell , KS  66085 
Robert  A.  White 
1207  Falcon  Drive 
Orlando,  FL  32803 
RogerJ.  Sherron 
446·C  Las  CaSitas 
Santa  Rosa,  CA  95401 
Will i am  J.  Ehlen 
Ro ute  8,  Box  506 
Tampa,  FL 33618 
Morton  Lest er 
P.  O. Box  3747 
Mart insvi li e,  VA  24112 
Maurice " Sonny"  Clavel 
Box  98 
Wauchul a,  FL  33875 
St an  Gomoll 
1042  90t h  Lane, N.E. 
Mi nneapolis,  MN  55434 
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The Restorer' s Corner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Sometimes the Cards are Stacked Against You. . . . . . . . . . . . . . . . . . . .. 3
"One Man's Family" . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 5
Aeronca C-3 Registration Numbers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
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Timm Collegiate - The City of Los Angeles . .. . . .... . . . . . . .. . ..... 11
The Fair-Child ... .. .. . . . . . ... .. ...... . ........ ... .... . . . . . .. . ... 13
States Parasol . . . . . ... . .. ... ... . ... .. .. . ... . .. . . .. . .. .. . . . .. . .. . . 15
A Rare Face . ... ... ............ . .. .. . . . . . .. .. . .... .. .. . . . . ' . . ..... 17
Whistling In The Rigging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 18
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(Back  Cover) On  The  Cover 
Art  Davis'  Waco  Taper  Wing  taken  at John Blouch enjoying the results of his 
Mapleton Muni cipal Airport, June 1956,  labor.  See  story page 5. 
after performance. (Photo  by  Larry Ki te) 
( Photo  by Art Davis) 
Copyright   1976 Antique  Classic  Ai rcraft ,  Inc. All  Rigpts  Reserve:J .  2
SOlDetilDes  the  Cards  are  Stacked  Against  You 
by Cedric E. Galloway
14624 Willow St.
Hesperia, CA 92345
Learning to fly was my greatest ambi-
tion since I was in kindgergarten. Across
the street from the school was an old ga-
rage auto shop. Behind the building was
a wooden frame braced with many wires,
an old wicker seat, and a stick with a
wooden wheel on top that turned. I al-
ways managed to spend some time climb-
ing around it after school, then got a
scolding from mother for not coming
home right after school.
As I grew older, I read everything
I could find on aviation. My home town
was not 'air minded'. There was no
airport. Once in a great while, a flyer
would land his plane in some large pas-
ture. In 1924, Art Smith's Flying Circus
came to our town. To promote the show
they held a bicycle race for kids under
16 years of age. The winner was to re-
ceive an airplane ride. I just had to win
that ride, so every evening I delivered
my papers in record time. I won the
race even though there were boys two
years older than 1. So I had my first
airplane ride in a Jenny. What a thrill!
From that time on I saved every cent
I could so when I finished school, I
could learn to fly. My friend Ephie Hull
and I talked airplanes whenever we
got together, in school or out of schoo!.
In the Aero Digest were many ads of
Flying Schols. It was quite a challenge
to decide which one I would like to at-
tend. I finally decided on the Braley
School of Flying in Wichita, Kansas.
Wichita was known as the "Air Capitol."
There were many airplane manufactur-
ing companies located in that area, so it
sounded logical to go there to learn to
fly. In corresponding with the school,
I found that it was possible to work in
the dormatory to pay for my room and
board. That was necessary as I had just
The  right  wing  of  the  Davis  was 
smashed  into  many  pieces. 
enough for the tuition. It was hard work,
and ground school studies took up all
the rest of the time. I decided some day
I would start my own flying school, and
make it easier for a fellow to learn to fly.
After completing the course, I earned
my Private License, twenty hours of fly-
ing time in those days. For the next two
years every cent I could save out of my
pay check went into the savings account
to purchase an airplane. I took the tough-
est job in my department at the Hormel
Packing Co, because it paid a half-cent
an hour more. I lost 12 pounds those
first two weeks.
My friend Ephie Hull had learned to
fly and owned a Stinson Jr. He was a
machinist at the Hormel Co. Danny
Fowlie also worked for Hormel and
learned from Ephie that I was looking
for a Great Lakes. Danny said he could
put me in contact with a man in Minne-
apolis who had a Great Lakes to sell.
We flew up to the Municipal Airport
in Ephie's Stinson Jr. from Austin. I
liked the Great Lakes very much, but
the price was a little steep, $1100. That
was $400 more than I had saved up, but
I made a down payment to hold the
plane for me until I could come up with
the additional cash.
I couldn't borrow that much money
from my Dad, he was having enough
trouble trying to make the small farm
produce enough to pay the taxes and
the family bills. I went to my Uncle and
asked him if he could loan me $400.
When he found out I was going to buy
an airplane, he said, "Why should I loan
you money to get yourself killed?" It
took some doing, but I finally convinced
him that I had learned to fly at a good
school and that I had a license to fly that
kind of an airplane.
On October 29, 1934 I became the
proud owner of a Great Lakes 2T-la,
license number NC856K. Two weeks
later I was reading over the ads in the
November issue of Aero Digest and
came across this ad. ---
Great Lakes: Recently recovered; total
time 300 hrs.; motor time since major
overhaul, 30 hrs.; Air wheels, front
cockpit cover, wing butts, all fittings
streamlined, inverted flying equipped,
$875. Minnesota Aviation Sales and
Service Co., Municipal Airport, Min-
neapolis, Minn.
That s o u n ~ e   just like the Great Lakes
I had just bought for $1100. Come to find
out I had paid Danny Fowlie $225 in a
round-about way for putting me in con-
tact with the seller.
I disconnected the inverted flight sys-
tem, covered the front cockpit, and con-
centrated on putting in the required
fifty hours of flying for the Limited
Commercial License. I took the flight
test and written exam at the Rochester,
Minnesota Airport.
There were many young men who
wanted to learn to fly. I decided to
work for an Instructor's rating and per-
haps buy another plane for the students
to build up their flying time on, after
they soloed in the Great Lakes.
I learned that Walter·C. Davis in
Richmond, Indiana had a Davis V-3 for
sale at a reasonable price, only $750.
Ephie Hull said if I would pay all ex-
penses, he would fly to Richmond with
me and fly the Davis back to Austin.
We picked up the Davis and decided
to fly on to Cleveland for the 1935 Na-
tional Air Races. We spent two days
there enjoying the show.
We took-off for home in poor weather.
Overcas t with a 2000 ft. ceiling. Vis-
ability was so poor we almost missed
the Gary, Ind. airport. We landed there
for gas and decided to stay overnight.
The next day was a little better. Arrived
at Decker Airport in the afternoon, tired,
but happy to have both planes home
The license for the Davis would have
to be renewed in about two months.
Fabric was OK, but the engine would
have to be majored. So I decided to fly
it a few times, then have Mike Van De
Grift work on the engine. He was a good
mechanic and did a fine job on engine
There were only two small hangars
on the field. One was owned by Ephie
Hull. I made arrangements with him
to park the Great Lakes on one side of
the hangar. There was room to slip the
tail of the Davis in under the wing of
the Stinson Jr. We removed the engine
and trucked it up to Mike's shop. I took
the speed-ring home to work out the
dents and patch a few cracks, then re-
paint it.
One nice Saturday morning I arrived
at the airport to get in a little Great Lakes
time. On coming around to the front
of the hangar, the sight that confronted
me made my hair stand on end, and I
broke out in a cold sweat. The right
wing of the Davis was smashed in many
pieces. How could a thing like that
I looked up Ephie and he said someone
tried to steal his Stinson the evening
before. He said they evidently started the
engine on the Stinson, intending to warm
it up there before they moved it out
for take-off . Evidently the Stinson
jumped the chocks and the prop tore
up the Davis wing. It didn't sound logi-
cal to me. Everyone I asked about it didn't
know anything. I reported the incident
to the police, but they were not much
Davis informed me that he didn't have
spare parts in stock. He would have to
make up two new spars and fabricate
a set of new aluminum ribs from the
strut section out to the wing tip. Also,
he would have to build a new right
aileron. The cost was too great. I could
see that my planned school was really
shot down.
I advertised the Davis for sale or
trade, as is. The only reply was from a
man in Oklahoma, who was willing to
trade his American Eaglet for the Davis.
The Szekeley engine needed an over-
haul, otherwise it was in good shape.
He trailered the Eaglet to Austin and
The Great Lakes parked at one end of the hangar. The Davis tucked in under the Stinson Jr.'s wing.
picked up the Davis.
The American Eaglet would cost much
less to operate, which would be an ad-
vantage to the students, who could build
up their flying time at a reasonable fee .
Mike Van De Grift again did a fine job
on the overhaul of the Szekeley engine.
While all three problems "::ere being
worked out, Danny Fowlie talked Mar-
celes King into bringing his new Piper
Cub J-2 down from Minneapolis and
they set up their own school. Nearly
all the boys who had talked to me about
learning to fly, chose the bright new
yellow cub over the American Eaglet
for their flight training.
I began to do some serious thinking.
I could see that the cards were stacked
against me, and that I was not going to
get anywhere in this town. I had always
been interested in aircraft design. Maybe
I should go back to school and get into
I sold the Great Lakes to Clem Whiten-
beck of Joplin, Mo. I left the Eaglet in
care of Mike Van De Grift to sell for me.
My brother and I bought our first car
and headed for California.
We enrolled in the Curtiss-Wright
Technical Institute at the Grand Central
Air Terminal in Glendale. My brother
enrolled in the Mechanics Class, and
I enrolled in the Engineering School.
After completing the course in the
spring of 1937, I got a job with Lockheed
Aircraft Corperation. That is another
story. I did put in a total of thirty three
years with Lockheed in many depart-
ments. In recent years I kept my Private
License current by flying sailplanes.
Membership in the EAA Antique/Classic
Division and the AAA have enabled me
to keep in touch with the good old Air-

By Deward Peterson
74 Doe Drive
Terre Haute, Indiana
(Photo by Larry Kite)
Left to right : ONE MAN'S FAMILY: John Blouch and his 1909
Reo, 1939 & 1941 Indian 4 cylinder motorcycles, 1946 Indian
Chief, 1949 Indian Scout, and 1949 Piper Clipper.
It is virtually impossible to define a typical EAA'er,
but one common trait is a never-ending fascination for
aircraft that leads him (or her) to do things many con-
sider strange. For example, he can't resist looking up
to see the airplane he hears overhead, he'll spend
hours tramping around hot or cold airfields just look-
ing at aircraft, and he' ll commit several years of spare-
time labor to building or restoring an airplane.
Some victims of this affliction are more severely
affected than others. John Blouch (EAA 75223, A /C
1657) has a particularly bad case which has lasted over
50 years; and, is not even limited to aircraft. In the
last years he has restored all the pictured vehicles
to "showroom" condition . This frequently required
handbuilding parts that were not obtainable, and, in
some instances, improving on the original. For ex-
ample, he designed and built an electric starter and
an improved non-drag clutch for the Indian motor-
cycles. Larry Burton aptly named his award-winning
Cavalier " His Mistress", and it seems logical to think
of John's collection as "One Man's Family".
John has been a pilot for over 40 years, but has never
earned his living in aviation. His boyhood was spent
within a block of the shop in which E. A. " Gus" Riggs
buil t some of his early airplanes, before and after
World War 1. Mr. Riggs later worked as an engineer
with several aircraft companies, and eventually de-
signed the Star Cavalier (SPORT AVIATION Feb. 1975) .
John learned to fly at Paul Cox Field in 1932, taking
his training in a Curtiss-Wright Junior, but also flew
other types, such as Waco 10, Fleet 2, and Curtiss
There really isn't anything unique about his Piper
Clipper PA 16; it's just another example of a quality
restoration of a conventional sport airplane. John
bought it in June 1970, almost 5 years after it had been
extensively damaged in a landing accident on a gravel
strip. Fortunately it had been stored indoors, so there
was no significant deterioration due to exposure to
weather. Damaged parts included both wings out-
board of the strut attachments, ailerons, landing gear,
lift struts, cowling, and prop.
In general, the rebuilt consisted of stripping and
sandblasting the fuselage framework, repairing a few
minor rusted areas, then painting with zi nc chromate
and epoxy enamel. A new instrument panel was made,
the cowling was straightened, and the prop repaired
by an approved shop. Replacement wings were ob-
tained, and the framework thoroughly cleaned and
inspected and minor repairs made in preparation for
recovering. Doors were rebuilt because of rusted-out
lower sections, new seat belts were installed, a re-
placement "landing gear was obtained and fitted, and
all new control cables and brakes were installed. The
original doped-fabric cabin liner was replaced with
thin aluminum panels covered with naugahyde to
match the upholstery. All wiring was replaced, and
new navigation and landing lights ins talled . Fuel
tanks were thoroughly tes ted, and new aluminum
fuel lines were installed in such a way that they are
either visible or easily accessible.
The engine, a Lycoming 0-235-C1 was given the
complete Blouch treatment, and he has some impressive
credentials in this department. For several years in
the 1950's he was chief mechanic for the Sumar Racing
Team on the USAC championship auto racing circuit.
His car never won the Indy 500, but he's justifiably
proud of having gone there in 1953 as a rookie chief
mechanic with a rookie driver and crew am,
in the top 100 while competing against the finest teams
in the country.
John has very strong feelings about the care and
feeding of an engine. He believes you should know as
much as possible about the condition of all parts, and
that knowledge can only be obtained by dismantling
the engine, cleaning all parts thoroughly, inspecting
and measuring everything to make sure it meets speci-
  He just shakes hi s head when he hears
someone say they have acquired an engine that hadn't
been run for years, but it started easily after they in-
stalled new plugs and changed the oil, so they assume
it's all right to use in their airplane.
So this Lycoming was overhauled. The crankshaft
mains were ground .010 under and the shaft renitrited
and magnafluxed by an approved shop. New pistons,
rings, valves, valve guides and springs, bearings,
ignition harness and plugs were ins tall eq . All major
accessories - starter, carburetor, generator and mag-
netoes - were overhauled.
The repaired framework was covered with Stits
polyfiber and finished with Stits materials. All the
work was completed and N5867 H passed inspection
for relicensing on April 21, 1973, and has since pro-
vided its owner with many hours of trouble-free flying
A few months ago John closed the small manu-
facturing plant he had operated for many years . He's
kept busy helping members of the local EAA chapter,
antique car and motorcycle buffs, and others with their
mechanical problems. And, I'm afraid he still has the
affliction referred to earlier; at leas t he still gets a
gleam in his eye when he starts talking about look-
ing for a UPF 7 or a Fleet that needs restoration.
Cabin area before sandblasting and refurbishing.
Engine components ready for assembly.
By Peter M. Bowers, EAA 977
10458 16th Ave.
Seattle, WA 98168
Here are some details on Aeronca C-3's that are
too often the sort of things tha t get overlooked in
latter-day restorations.
The C-3 is old enough that most surviving examples
certainly went through at least one recover, or at least
a repaint job before the antique movement got under
way in the early 1950's. Up to that time, most old low-
powered airplanes were generally regarded as "Junk
Cheapies" - planes that a low-time pilot could afford
to buy and maintain long enough to build up his time,
or save his money to the point where he could buy a
"real airplane", meaning a more modern one.
Certainly, in those years between 1936, when the
last C-3 was built, and 1950, no one who was fixing
up a C-3 was giving careful attention to the accuracy
of the original finish details. The old NC registrations
were dropped in 1948; existing painted airplanes
were given a grandfather clause by the regulation
that allowed them to keep the C until recover or repaint,
whichever came sooner. What few C-3's the author
saw after that all had their registrations with N only.
In their desire for authenticity in restorations after
the antique boom really got going, the antiquers were
able to get FAA to permit use of the old NC in the old
wing and tail locations for over 30 years old, that being
the age that qualified an airplane as an antique in
the eyes of the FAA. There were plenty of exceptions
for size and location, but that doesn't con.cern this
While a number of C-3's have been restored in
recent years with due consideration for authenticity,
I have noticed that all, without exception, have over-
looked a distinctively Aeronca characteristic. The ac-
companying photos show it clearly - Where the
government regulations covering the marking of
aircraft say that the registration numbers shall be
applied in block figures, the Aeronca C-2's, all the
C-3's, and even some of the later K's used freehand-
painted CURVED figures!
For those antiquers who have C-3's in the shop
and want to add this minor but authentic touch, the
photos should serve as a good guide as to style, pro-
portion, and location. The author has supplied some
restorers with enough photos to guide the job, and is
pleased to report that his suggestion for use of th e
correct marking style is being followed.
It' s probably impossible at this date to determine
just who th e talented painter at Aeronca was, but he
was certainly good! If he is still with us, I hope that
he will be pleased to see this presentation of some of
hi s original work.
(All Photos by Peter M. Bowers)
Pete Bowers' 1931 Razorback; NC 11291, is the
oldest C-3 still known to exist. It is shown here
as a seaplane in the markings it carried when
Pete acquired it as a "junk Cheapie:' ' in 1951.
It has since been cracked up, thanks to a motor-
boat cutting in front of it during a landing, but
will be restored - with original-style lettering.
Tom Davis, and Pete traded airplanes for a return
flight from. a fly-in and air show at Sand Point
NavatAir Station in Seattle. Pete flaw-Torn's J-3
and took these pictures of Tom on his first sea-
plane solo in the C-3.
A good underside view of a cabin-type C-3 shows This late 1960's restoration of Cabin C-3 NC
the wing figures to be a little slimmer than those 15257 by Jack Bruer of Coos Bay, Oregon, is
on Razorback NC12406. the first to reapply the old-style curved figures.
Note that the free-hand curved figures are directly in line with the
Aeronca trademark on the fin of this C-3 with its original fabric.
Above: This C-3 has had a recover or at least a repaint job. The re-
placement registration figures were put on in the block style.
Below: A 1932 "Razorback" C-3 with the optional cockpit side
panels installed. The curved numbers show up clearly beneath
the wing.
The same C-3 as lower left picture, on Edo 1090 floats. Note that the
figures on the tail are in narrower proportion than those under
the wing.
Above: This later cabin model C-3 has still a different style of free-
hand figures on the rudder, this model was over-all yellow.
Below: Note the wide proportion and weighted strokes of the
NC17477 on the rudder. Photo taken in 1937.
. . ~ . .  Men and TIH:
- ~ -
.. ~ ~
~ ~ - -   - -   2 . -   - - ~ ......~ ~ . - - ~ ~ .....  (Photosb
""'W  - - . ~ ~ . - -
1. Lee Parsons 1931  Waco QCF2.
2.  Doc. Ed Packard's 1932 Waco 1BA.
3.  Dave McClure's 1932  Waco RBA.
(Side by side)
7.  Gordon Bourland':
"Waco, A5
By Ra
2650  W.  Ale
The  National Waco Club was organized at Ottumwa, 
Iowa  in  1958  by  a  group  of  Waco  owners  from  coast 
to  coast.  The  main  purpose  of  the  National  Waco  Club 
has  always  been,  to  locate  spare  parts,  give  informa-
tion  and  data  that  would  help  to  promote  the  flying 
of  Waco  airplanes_  The  entire  remaining  stock  of  spare 
parts,  drawings,  prints,  photos  and  sales  records, 
formerly  owned  by  the  Waco  Aircraft  Company,  has 
been  available  to  all  Waco  owners  through  the  Na-
tional  Waco  Club. 
In  July  of  1959,  the  National  Waco  Club  began  the 
sponsoring  of  an  annual  Waco  Fly-ln.  The  1963,  1964 
and  1965  Waco  Fly-Ins  were  held  at  the  Waco  Airport 
alongside  the  Waco  factory  in  Troy,  Ohio  and  were 
the  most  memorable  Fly-Ins.  The  Waco  property  was 
sold  in  1964,  and  the  airport  closed.  Since  1968,  all 
Waco  Fly-Ins  have  been  held  at  Hamilton,  Ohio  on 
Memorial  Day  Weekend. 
In  February,  1964,  the  National  Waco  Club  began 
publishing  the  monthly  newsletter  "WACO  PILOT", 
,,-- -

Vintage Machines . ., ,..
ill Thumma)   _______" t::::. ___
4. Dick Jackson's Waco D (Military).
5. Bill Hogan's Waco Taperwing.
6. John Hatz's 1928 Waco 10.
Any Pilot"
co Club
,lIbrook Rd.
formerly published by the Waco Aircraft Company on
a quarterly basis. It offers free advertising to all mem-
bers, became a bi-monthly publication in 1973, and is
now being mailed to more than 550 Waco owners,
restorers and admirers. Waco calendars have been
mailed annually, since 1965 to all members subscribing
to "WACO PILOT" . Should anyone desire to see his
Waco's original appearance, it usually can be located
in the National Waco Club files. Wacos, now as in
the past, are efficient transportation and are rapidly
becoming valuable show pieces and collector's items.
Any person who has ever attended a National Waco
Fly-In at Hamilton, Ohio has seen the fines t in work-
manship or craftsmanship in the restoration of these
fine aircraft.
The National Waco Club is dedicated to the preser-
vation of the most popular name among antique air-
planes today, "Waco, ask any Pilot" .
By Jerry Hermanek
4227 N. 64th Dr.
Phoenix, Arizona 85033
Timm Collegiate NC 279V was purchased from
Max Shears on April 23, 1975, by Keith Sheers of Glen-
dale, Ariz. The aircraft was taken to the Glendale, Ariz.
Airport and work was begun immedi ately to restore
the aircraft. Four months later the fuselage was com-
pletely renovated. The only item, other than wood
sea ts a nd fuselage s tringers needing replacement
aft er 30 years of Arizona weather, was the tai lpos t.
The fuselage and emmpenage are ready for cover.
The wing ribs are being rebuilt at the present time by
Floyd Newton, with hopes of compl eting the wing by
Of the Collegiate Series, NC 279 is the onl y origi nal
aircraft remaining. It is powered by a Mac Clatchie
X-2 Panther engine. The engine is being majored at
the present time. When disa ssembl ed , two barrels
were found to be pitted, and it is hoped they ca n be
saved. Any information on thi s engine, parts, or an
entire engine, would be grea tl y appreciated by Mr.
The following about NC 279V is taken from "The
Historical Aviation Album", Vol. VIII, written by
Rev. Broadman C. Reed.
"The fifth Collegiate was completed in Dec. 1929
and delivered to J. Warren MacClatchie, whose manu-
facturing compa ny in Compton, Calif. developed an
aviati on engi ne known as the Mac Clatchie X-2 Pan-
ther. The Collegiate was li censed X 279V and became
a flying test bed for the fourth X-2 engine. This was a
7 cylinder aircooled radial of L-head design, having
no rocker arms or push rods, and developed about
150 hp. When the engine received its ATC, the Col-
legiate went to NC 279V on Jul y 11, 1930. In November
Above: The Timm Collegiate " City of Los Angeles"
with its MacClatchie X-2 engine. During endurance
testing 97 gas stops were made. Note the tents for
crew and supplies.
This Timm was an endurance record holder at one
time. It was found in Phoenix.
1930 this aircraft and engine established a unique
endurance record at the MacClatchie Ranch near
Rosamond Dry Lake in the Mojave Desert of Southem
Calif. The plane was named "City of Los Angeles" .
The purpose of the flight was to prove that air-
craft with low powered engines were equally reliable
as the big Whirlwinds and Wasps which powered the
record breaking flights of the era. The event was termed
a non-maintenance flight in which landings and take-
offs at four hour intervals to permit a changing of a
pilot and refueling.
Under the observation of a NAA observer, the rules
were set that at no time was the engine or plane' to
be repaired, altered, adjusted, greased or to be other-
wise maintained. Not even a spark plug could be
changed. The engine was never stopped. Three pilots
flew 4 hour shifts every 24 hours. At the end of the
tests the Panther engine was in excellent condition.
The flight s were finally terminated due to a fouled
spark plug. The tabulation was most impressive. The
engine ran continuously for 378 hours, 48 minutes.
Ninety-seven landings were made, the average time
on the ground for pilot change and refueling was 10.2
min., and the plane flew some 27,667 miles. Gasoline
consumption was 2717 gals. (approx. 7.1 gals.lhour).
and 18
/2 gals. of oil were used. There were eleven
oil changes accounting for 66 gals . Despite this record,
neither the Panther engine nor the Timm Collegiate
gained any fame or further interest.
A new MacClatchie Panther was installed in it
in March 1936, But NC 279V was sold to a succession
of six private owners in California between Dec. 1935
and June 1941. One month later it was damaged in a
nose-over accident at the San Mateo Airport. In March
1942 the Morris Plan Co. acquired it for $749.00, pro-
bably a repossession. The next owner was the Pres-
cott Arizona Public Schools, but they sold it too even-
tually, and by Feb. 1964 the FAA status report had
the plane stored with plans to make it operational
again in Buckeye, Arizona. Since then, all but the
wings have been moved outside, and in June 1968,
it was seriously deteriorating outside the adobe-brick
hangar at Fram Field, Phoenix, Arizona.
The Collegiate, buit by the Timm Airplane Corp.,
Glendale, Calif. is the result of years of experience
in airplane design, construction and operation. It
was designed to meet the demand for a practical,
high quality training plane. It is, however, ideal as a
sport plane.
Safety and comfort for the pilot were the first con-
siderations . Among the many other principal points
that were carefully considered are the safety factor,
durability, economy of operation and replacement
of parts, minimum work in servicing, etc.
It is designed in accordance with Army require-
ments but with a safety factor of 10 instead of the re-
quired 81/2. All of the materials are of Army specifi-
cation. Fittings and bolts are chromium plated.
The fuselage is constructed entirely of chrome
molybdenum tubing. The motor mounting is detach-
able. Removable dual controls are standard equip-
ment. The seats are well upholstered and have deep
leather covered spring cushion. New small type Pio-
neer instruments, i.e. , altimeter, tachometer, oil
pressure and oil temperature gauges, are used.
The landing gear, of the hydraulic type with divided
axels, is equipped with 30 x 5 wheels. The tread is
71/2 feet. The tail skid with its rudder shock absorber
may be removed as a unit. The skid shoe is surfaced
with "Stoodite" for long service.
The tail surfaces are constructed of chrome tubing.
The stabilizer has a large range of adjustment. ' The
elevator horns are inside of the fin. There are two in-
dependent sets of control wires and fittings to the
elevators and rudder.
The wings are in two sections and are braced
with tubular struts. The wing spars are of I s.ection
with 5-ply webs and spruce caps. The ribs are a' com-
bination truss and web construction. The two fuel
tanks are mounted in the wings. The ailerons are
usually long and narrow, are very effective, and are
easy to operate. They are constructed of plywood
and fabric.
Collegiate restoration is n9w well underway. Look
for future article on completion of this rarest of finds.
SPAN ............ .. ....... .... .. .. ............. 35 FEET
LENGTH . . . .. . ... . . . . ... .. . .. . .. ... . . 24 FEET 7 INCHES
HEIGHT .... . ......... ..... ....... ..... 8 FEET 5 INCHES
WING AREA .. . . . . .. .. . .. .. . ...... ... . 236 SQUARE FEET
WEIGHT, EMPTY ..... .. .... .... .. .... . ... 1,246 POUNDS
WEIGHT, LOADED .. ...... ........ . .. . ... 1,952 POUNDS
SPEED, MAXIMUM .. .. . . . . ... ... . . 118 MILES PER HOUR
SPEED, LANDING ... . .. . . .. .... . ... 35 MILES PER HOUR
RANGE ..... .. .... . . ... .. ..... . .. .... . .. .. . .. 500 MILES
Both pictures below: NC 279V as it looked April 23, 1975 at Fram Field. The " Collegiate" had been
sitting here since the mid-forties. Keith Skeers, the owner, and Lyle Alexander look the old bird over.
I bought my F22 from Harold Scheck of Paramus,
New Jersey in July 1966. It was a basket case. I almost
bought a F22 in Michigan about 3 years before, but
got a Waco UPF 7 instead. When I sold the Waco, I
kicked myself for a long time, so had to get another
open cockpit again and decided on an F22. I also own
a Fairchild 24 W which I have had for 18 years - now
I have the right combination for summer and winter
As I said, the F22 was a basket case - all I had was
a basic fuselage frame on a landing gear. The wings
were both broken. I had to make the wings brand new.
The original metal hardware was usable.
On the fuselage, I had to make all new formers ,
stringers and new sheet metal cowling and instru-
ment panel. I had a new aluminum gas tank made
from the original drawing. I then removed the cable
brake system and installed hydraulic brake system,
same as in the Fairchild 24 and it works beautifully.
I was afraid of the cable system as I found that if a
cable loosened, there was a reverse action on the brake
cam causing the brake to lock which would have been
dangerous on landing.
I had to make all new cabane strut and wing struts.
I had to repair the woodwork on the vertical fin and
repaired the rudder but, the horizontal stabilize and
elevator were in good shape. I picked up a damaged
set of F24 wheel pants for $15.00 and repaired them
and made a bracket to fit the F22. A friend of mine,
Dick Layton, is a sheet metal man, and he repaired my
ailerons. When I finally got everything fixed and re-
paired, I assembled the whole aircraft to rig it. Then
came the job of disassembly to start the covering job.
I used ceconite. In my process I used super seam
cement for cementing to the frame, then I applied
eight coats of clear nitrate dope, 8 coats of silver ni-
trate dope, two coats of butyrate dope, then sanded
for a smooth finish, then applied one coat of DuPont
sealer, 4 coats of enamel. The color was black and
red with white stripes, original color and design.

Finally it was finished! I was to truck it to Cran-
land Airport in Hanson, Mass. on Labor Day weekend
in 1975. Wouldn't you know it rained cats and dogs
that day. We almost called it off, but decided to go
ahead and load it, and away we went. A good friend
of mine donated the tractor and trailer for the trip.
r Qlust say these truck drivers and riggers certainly
of know their business - they did a great job loading
Joe Iacobucci and unloading and never got a scratch on the plane.
19 Independance Avenue r had so much help from friends who volunteered
Quincy, Mass. 02169 to help, I'll be six months giving rides to all of them.
It took 9 years to restore this aircraft and I certainly
had my ups and downs whil e this was going on . I ac-
quired my A&P li cense, goi ng to school two nights a
week. I also ran my auto repair and gas stati on busi-
ness. I worked on the plane in between jobs, and nights.
I' ve never done so much corresponding over any-
thing as I' ve done on this plane. FAA in New York
sent me copi es of 80 original drawings. I also wrote to
Glenn L. Mill er in Missouri , who was nice enough to
send me an original bl ue print of the wings. I have a
whole file cabinet full of letters and bills. I have no
actual idea of how many hours of labor I have in it.
Onl y someone who has done res toring, no ma tter
what it is, can unders tand how much labor of love
ca n be put into anyone res toration. If I' d known I
was to put 9 years and about $7000 into it, I may never
have started it. One thing I have to say is I must thank
my friends and customers, who would stop in to see
how I was doi ng, and who would lend a hand when I
needed it, they wanted to see this plane fl y.
Finally, the FAA Inspector came down and inspected
- he really gave it a good going over. He Signed it
off as airworthy. My fr iend Pete Anis, who runs the
airport, reli censed it and supervised me as I went
along. Then came the day of the first flight . I flew it
Above: Note the beautiful cockpit de-
tail, instrument panel, windshield, and
large entry door, etc.
Lower right : Shortly after the first run-
Above: Wing all rigged pulling cowl
up, a newspaper reporter saw it in my
on tp see what it looks like.
shop and I had to pull it out for him to
about Ph hours with my friend Jack Mull in. To my
surprise, we never had to change the rigging a bi t -
it flew hands off controls firs t flight.
I'm really pleased wi th F22 - it is a very fine fly-
ing machine. As I look back now at all the work, I say
it was well worth it.
take pictures - made front page of local
Below: First take-off at Granland Air-
port, Hanson, Mass.
Parasol-wing "States" suitable for training or sport.
By Robert Noyes
20 Hedge Court
Champaign, Illinois 61820
None of the young, and very few of the old antique
aircraft buffs, ever heard of the States B-3. Approxi-
mately 10 or 11 of these aircrafts were built in Chicago
Heights, Illinois in the years 1928 to 1932.
The States was one of many open, two place sports-
trainer type aircraft, produced in the late 20's and early
30's. The majority of these were biplanes powered by
the liquid cooled OX5, or one of the early radial en-
gines. The States, however , was a parasol design
using the 5 cylinder air-cooled Kinner K5 radial en-
gine. Each configuration had its advantages, with the
parasol gaining some popularity due to its good visi-
bility, good inherent stability, and excellent stall-
spin recovery characteristics. Special consideration
was given to the stall-spin traits of this bird from the
drawing board clear through the testing program by
the designer Fred H. Jolly, to enhance its utility as a
The B-3 was of standard construction for that
period, using welded 1025 steel tubing for the fuselage
and tail , with wings of solid spruce beam spars carry-
ing truss type spruce and plywood ribs. Narrow ailer-
ons of the Friese type spanned almost the full length
of the wing, giving the aircraft an excellent roll rate.
The fuselage was exceptionally deep, providing roomy,
well protected tandem cockpits. The front cockpit had
a large access door on the left side, and access to the
rear cockpit was facilitated by a step on the side of
the fuselage and a large cut-out in the center of the
trailing edge of the wing.
An 84" tread, wide stance, rugged landing gear
fitted with Goodyear "air wheels", and oleo shock
Struts, smoothed many rough sod strips and even
rougher landings. This gear was sturdy enough to
survive a mild group loop. Not being equipped with
brakes, this maneuver was sometimes ca ll ed upon
to terminate a landing roll short of the fence . This
technique could prove to be harder on one's laundry
than his airplane, fortunately.
In the early 1940's, I came across one of these fine
airplane for sale at the old airport at Danville, Illinois .
The deal was made, and the former owner agreed to
fly it the 40 miles or so to Tuscola, Illinois, where it
was to be based. During this flight I "checked out"
and followed through on the landing and was on my
Editor's Note: By way of preface, the fol-
lowing is reprinted from the Civil Aircraft
Register. At least one example of the B-4 was
built in modest quarters just outside of Chi-
·cago in the corner of a rented building, shortly
after States Aircraft decided to vacate this
area and try for greener pastures that were
beckoning down in Texas . The company
moved and located in Center, Tex. during
July-August 1933 in a 100 x 200 ft. steel build-
ing on the edge of the city's new airport. In
October of 1933, the company was awarded
a Dept. of Commerce certificate as an Ap-
proved Repair Station, and this eventually
became the bulk of their business. Bud
Downs, Adam Bialorski, and Jos. Isvolt came
down from Chicago with the company with
Leo Childs and Frasaer Baggett, both Texas
men, joining the firm on its location in Cen-
ter. J. B. Sanders, owner of the airport land,
own there and then. "Remember" he admonished,
"it handles like a big heavy J-3, that's all there is to it" .
At that time all my time was J-3 and T-Craft, and I
found his statement to be very accurate, for it had
not one bad habit. From the beginning of our rela-
tionship, I felt that I had found a kindred soul, not
a tricky, squirrely, unforgiving antagonist just wait-
ing for a moment of inattention or indecision to do me
in. This couldn't be said for some aircraft of the period.
The maintenance philosophy in those says was
"When it will no longer work, then fix it or find a
way to fly without it" . The magnetos had been allowed
to deteriorate to the point that had propping (your
only starter) became a real athletic event with ele-
ments of Russian roulette thrown in. An ignition booster
was built from materials at hand for starting purposes .
A 6 volt "hot shot" battery driving a Model T Ford in-
duction coil, and switched from the cockpit was in-
stalled. The high voltage from the coil went to the dis-
tributor section of the left magneto, giving good hot
igniton on one system. The poor guy out front wind-
ing the rubber band needed all the help he could get,
so the cobbled up booster was indeed welcome.
A spring loaded van type airspeed indicator was
mounted in the airstream, wide of the prop wash
was the firm's general manager. Sketchy
records seem to indicate that up to 10 air-
planes were built at this new facility, but it
is doubtful if all these were the "States"
monoplane. Among some of the more notable
jobs done by States at Center, Tex. was re-
pair to the 1931 winner of the endurance
flight record, not otherwise identified it is
believed to be the Packard-powered " Bellan-
ca" . All 6 of the above-mentioned men worked
at various duties in the factory or the repair
shop, and it appears that Leo Childs acted
somewhat in the engineering capacity; Leo
Childs previously had his own operation at
Galveston, Tex . After reasonable success
with the combined manufacturing repair
business, States Aircraft closed its doors in
1937 for reasons unknown; what took place
beyond that time is also unknown. We do
know that " type certificates" were still ac-
tive for the "States" monoplane into 1939.
on  the  right  strut.  It  was  not  truly  redundant  be-
cause  the  airspeed  indicator  in  the  cockpit  worked 
with  very  little  enthusiasm  most of the  time. 
Some  previous  owner  had  installed  a  ground 
adjustable  Hamilton  metal  propeller  designed  for 
the  higher  horsepower  Kinner  B-5.  This  meant  that 
the  diameter  was  several  inches  longer  than  standard, 
so take offs and landings were made wi th  the tail  some-
what lower  than  normal.  There  was  always  some  grass 
stain on  the  tips,  even  with  this  technique. 
The  Kinner  engine  was  notoriously  thin  skinned, 
and  would  cool  out  very  quickly  on  approach,  so  you 
had  to  carry  some  power  to  keep  it  ready  to  go.  The 
Kinner  had  s tub  exhaust  s tacks  on  each  cylinder, 
so  when  peering  over  either  side,  you  only  heard  the 
cylinders  on  that  side.  The  sound  was  not  unlike 
that of cement  mixers  of  that  day,  and  could  be  a  little 
unsettling  until  one adjusted  to  it. 
This  engine  at  cruise  worked  at  1725  to  1750  rpm, 
so  you  could  almost  count  the  blades,  divide  by  2  and 
check  the  tack.  It was  along  stroke  engine  with  a  com-
pression  ratio  of  only  5  to  1  and  used  73  octane  fuel, 
at  the  rate  of  6.5  gph  at  75%  power.  One  of  the  Kin-
ner's  weak  points  was  an  external  oil  line  carrying 
high  pressure  oil  to  the  front  main  bearing,  and  the 
" States" model B-3; note novel cowl around Kinner K5 engine.
main  thrust  bearing.  This  line  had  to  be  removed 
and annealed  to  eliminate  embrittlement  and breakage, 
about every  25  to  50  hours. 
This  line  broke  once,  at  a  most  inopportune  time, 
that  being  the  first  flight  I  ever  gave  my  new  bride. 
When  this  happened,  it  was  amazing  how  quickly  the 
/2 gallon  oil  supply  disappeared,  and equally  amazing 
how  an  airplane,  and  occupants,  could  become  such 
an  oily  mess  in  that same short time. 
Below  are  some  specifications  and  performance 
figures on  the  States  B-3: 
OVERALL  LENGTH ......... .... ............ 22  FT. 
OVERALL  HEIGHT  .. .... ........... . ..  7 FT.  10  IN. 
WING  SPAN  ................. . .. . ........ ..  32  FT. 
WING  CHORD  ..... ..... ...................  72  IN. 
TOTAL  WING  AREA  ... . ..... . .. .. . ...  180  SQ.  FT. 
AIR  FOIL  ............... . . . ... . .... . . ...  CLARK  Y 
EMPTY  WEIGHT  ...... ... .... .. . ... . ... .  1083  LBS. 
USEFUL  LOAD ...... ....... . . ....... . ....  552  LBS. 
FUEL  CAPACITy  . . ..... . . ......... . . .. ..  24  GALS. 
MAXIMUM  SPEED. . . . . . . . . . . . . . . . . . . . . ..  108  MPH 
CRUISE  SPEED  . ... ..... . .. . .. ............ 90  MPH 
LANDING  SPEED  ....... ...... ..... ....  38-40  MPH 
RATE  OF  CLIMB  . ....... . ... . .... . . ... ...  750  FPM 
CRUISE  RANGE  .... . ... . ... . ........... .. .  325  MI. 
PRICE  AT  FACTORy  ......... . ......... . ..  $3645.00 
In  general,  it  can  be  said  that  the  States  was  a  real 
fun  bird  to  fly,  particularly  if  you  were  not  in  a  big 
hurry  to  get  somewhere.  During  the  time  I  owned 
NC12043,  the  ratio  of  hours  worked  to  hours  flown, 
became  progressively  worse,  due  to  scarcity  of  parts, 
funds  and  maintenance know-how. 
Nostalgia  being  what it  is,  I  have  many  fond  mem-
ories  of  this  fine  old  bird,  and  most  of  the  negative 
aspects  grow dim with  time.  As  I  think back  to  owning 
and  flying  thi s  plane,  I  am  convinced  that  personal 
flying  would  not  be  where  it  is  without  the  develop-
ment  of  both  the  small  opposed  cylinder  flat  engines 
with  their  long  life,  economy  and  reliability,  and  the 
low  maintenance,  efficient  modern  aircraft  to  go  with 
them.  The modern  mass  produced airplanes,  however, 
seem  to  lack  the  soul,  the  personality  and  the 
character  of  the  old  "one-at-a-time"  handbuilt  pride 
of craftmanship birds of the States era, truly the "Golden 
Age  of Flying". 
Editor' s Note: The FAA aircraft registrations show
nothing listed for the States. Anyone having knowl-
edge of one please write it up for us.
a  rare face 
Having  a  soft  spot  for  beautiful,  rare  old  biplanes, 
I  was  quite  pleased  to  get  an  invitation  to  visit  Marion 
and  Dave  McClure.  Marion  owns  a  Wiley  Post  bi-
plane  powered  by  a  model  A  Ford  engine.  In  spite 
of  the  urging  of  local  fans  to  see  the  Post  in  the  air, 
Marion  kept  it  on  the  ground  and  spotless  until  I  ar-
rived  with  my camera.  An added attraction  was brother 
Dave's  1932  WACO  RBA.  This  is  a  side  by  side  sport 
model  with  a  Warner  engine.  The  color  is  basically 
red.  I  mentioned  to  Dave  that  it  would  be  nice  to  fly 
along  side  the  Wiley  Post  to  get an  air  to  air  shot.  The 
WACO  was  off  and  climbing. 
Marion  has  given  me  a  little  history  of  the  Wiley 
Post  which  I  will  pass  along.  A  gentleman  named 
By Bill  Thumma 
1314  Dulee  Drive 
Elwood,  Indiana  46036 
Ross  Holmes  built  a  Ford  powered  parasol  monoplane 
in  1930  at  Marshall,  Oklahoma.  Ross  worked  for  a 
Ford  dealer  named  Straughan,  who  backed  him.  The 
first  planes  were  called  Straughans.  After  bankruptcy, 
they  became  Wiley  Post  biplanes.  NC13961  (pictured) 
was  serial  number 12 and  was  restored  in  1962  by John 
Bouteller  of  Tulsa.  Marion  also  owns  Wiley  Post  serial 
number  10  (built  in  Dec.  1936)  which  is  being  rebuilt 
for  son  Barry.  The  color  of  No.  12  is  a  very  pleasing 
silver  and  blue. 
I  wish  to  thank  both  Marion  and  Dave  for  their 
cooperation  and  hospitality  - a  couple  of  dedicated 
men  of  the antique  airplane  world. 
Marion  McClure's  Wiley  Post  biplane 
powered by a  model A Ford engine. 
Above:  A super  light  with  beautifully 
simple lines  characteristic  of its  ilk. 
A simple,  neat, nest for two with a  built-
in  comfy heater. (Radiator) 
Whistling In The Rigging
By Tom Poberezny
It is very interesting to read and review the nu-
merous aviation publications, periodicals and tabloids
that arrive at EAA Headquarters. Numerous opinions
are expressed as to what's right and what's wrong
with aviation. The backgrounds and areas of interest
of those expressing opinions varies greatly.
According to many, the number "One" problem
with aviation is the FAA. The FAA is the biggest and
easiest to blame for all our woes and problems. Be-
cause FAA makes all the rules and has the respon-
sibility to enforce them, everyone finds they make it
easy to " pass the buck".
Please ... don't interpret this as a defense of all
of FAA's policies, regulations, programs, budget
and personnel. There are many things done by this
regulatory agency that I disagree with, both from a
business standpoint and from the viewpoint of pro-
moting and furthering aviation, which is also one of
their res ponsibili ties. But, lets not blame FAA for
everything. We the aircraft owners, users, mechanics,
FBO's etc. also must shoulder responsibility for pro-
blems that exist.
Many of us tend to be too complacent rather than
doing anything. It's easy to talk and complain about
this and that, but the true test is whether or not we
as individuals or an organization do something about
them. I would like to mention a couple of cases in
Recently, EAA Headquarters received a notice
regarding safety recommendations the National
Transportation Safety Board made to the Federal
Aviation Administration regarding aerobatic safety.
(For further details, see Headquarters Comment,
page 10, in the October issue of SPORT AVIA TlON.)
Upon receipt of this information, EAA Headquarters
immediately contacted the NTSB and FAA in order
to schedule a meeting so that our recommendations
on this report could be heard.
On September 20th, Headquarters representative
Mike Heuer, along with lAC officers Verne Jobst and
Bob Heuer and Washington Representative, Dave
Scott, went to Washington to meet with NTSB Chair-
man Webster Todd. From Mr. Todd's office, this
group visited FAA Headquarters to meet with repre-
sentatives from Flight Standards and various other
departments. As a result of these meetings, EAA
and lAC will be providing valuable input on this sub-
Participation such as this allows your Headquar-
ters staff to further develop their working rapport
with FAA and now with NTSB. This is important,
for much more can be accomplished by working with
each other rather than against each other, or by not
working at all!
A recent issue of one of the aviation tabloids had
an editorial about what it termed "The N-Number
Controversy." As many of you know, EAA petitioned
the FAA a number of years ago for smaller N-Numbers.
As of yet, nothing has really transpired.
A portion of the editorial went like this: "EAA
wants just the little numbers on the tail. FAA says
no, little numbers on the tail and big numbers under
the wing. Probably most owners of factory aircraft
don't give a damn - except that any change will even-
tually force them to get up the money for a new paint
I sure hope that most aircraft owners don't feel
the way this editor feels regarding aircraft appearance
and pride in ownership. EAA doesn' t advocate an
N-number change and a simultaneous change in the
aircraft paint scheme. The change can appear on the
new aircraft as they come off the line or at such time
that they are due a new paint job. If a new regulation
was passed, we can certainly live with N-numbers
in either configuration during the transition period.
They don't have to be changed at once.
Most of us take great pride in aircraft ownership.
Great care is put into maintaining our aircraft, both
mechanically and aesthetically. Large numbers on
the side of the fuselage destroys this beauty. How
would your brand new 1977 automobile look with the
license number in 12 inch letters on the door! I hope
that complacency does not replace this pride.
Many times the problems we face seem insur-
mountable. Enough so that sometimes we feel "what's
the use, I'm just one person and there is nothing I
can do." Let's never take that attitude. Granted, it's
easier said than done, but be assured your Head-
quarters staff will continue to work with all organi-
zations, commissions and government toward the
betterment and promotion of aviation.
Editor 's Note : A meeting of your Board of
Directors was held at headquarters last week-
end. The main item of business was a discus-
sion on how to get the membership to take
seriously our plea for new members. The one
for one approach could be so easy! Are we all
too preoccupied to have time enough to re-
cruit only one new member. If you would like
the VINTAGE AIRPLANE to succeed it is urgent
that you use the membership blanks that we
are enclosing in each issue and get at least
one new member!
AI Kelch