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Restorer's
Corner
$y .I.R . NIELAI\EEJ4•.JR.
New Year's Resolutions are the vogue at this time of
year, so it is appropriate that we whom you have
entrusted to guide the destiny of your EAA Antique/
Classic Division should make a few resolutions on its
behalf.
First, we have resolved to produce a high quality
color brochure similar to those presently available from
EAA and the other two Divisions. These brochures will
tell the story of your Division and will enable you to
better acquaint your friends with the Division and its
objectives. They will be sent to all of those interested
persons who write to Headquarters inquiring about the
Division, as well as to all members requesting them.
Additionally, they will be available for distribution at
fly -ins and other aviation events where EAA mer-
chandise and publications are on sale. The availability of
these brochures will be duly noted in a later issue of
THE VINTAGE AIRPLANE as soon as Headquarters
receives a sufficient supply from the printer.
Our second New Year's Resolution for the Division
concerns inaugurating a membership drive complete with
pri zes for all those members who sign up specific num-
bers of new members, as well as a grand pri ze for the
member who signs up the greatest number of new
~
...
'o.
Florida, during the Sun 'n Fun Fly-In. The Florida Sport
Aviation Antique and Classic Association, an EAA
Antique/Classic Division chapter, is one of the co-
sponsors of the Sun 'n Fun. Its president, Bob White,
accepted the Board's invitation to become a member of
the Board of Advisors some time ago.
The fourth of the Division's New Year's Resolutions
is one which can not be accomplished by your Head-
quarters staff alone. I t requires the help and cooperation
of each one of you. It concerns the contents of th is
magazine and your input into it. Ideally each issu e
should be an interesting mix of stories about restorations
(both antique and classic), flight experiences with the
older aircraft, pilot reports on handl.ing characteristics,
and aviation history. Additionally, news of chapter
activities and fly-ins, interesting anecdotes from the type
clubs, and a calendar of coming events could be regular
features. However, all of these items must originate with
you, the member. Your editor can not write them for
you. So please help your elected officers fulfill their
New Year's Resolution to bring you an even better
magazine by taking the time to provide your editor with
material which will be of general interest and enjoyment
to your fellow members.
Editor's Note:
Due to the almost two month's lead time, and
the fact that David Gustafson our new Editor,
reports for work January 1 st, the January and
February 1978 issues will be done by us.
Happy New Year to all .
Lois and AI Kelch
members during 1978. Full details of this membership
contest will be forthcoming in a later issue, but you can
start in right now signing up new members, and they will
count toward your prize even though the details of the
contest have not been published. You have been receiv-
ing membership applications along with each copy of
THE VINTAGE AIRPLANE for most of the past year.
Remove these applications from your magazines, and use
them to sign up your interested friends. All you have to
do to have your friend's new membership count toward
your prize-winning total in the membership contest is
print your full name followed by your Antique/Classic
Division membership number on the back (blank) side of
the application form which you give to him. Simple,
isn't it? When his application is received at Headquarters,
you will be given contest cred it for h is new membersh ip.
For the third Division New Year's Resolution, your
officers, directors and advisors have resolved to develop
closer working ties with the present Antique/Classic
Division chapters and have gone on record as encourag-
ing the formation of additional Antique/Classic chapters.
A new "How to Form an Antique/Classic Chapter" Kit
has just been put together and is presently available from
EAA Headquarters by writing to the Antique/Classic
Division in care of the Division Executive Secretary. The
presidents of all of the Antique/Classic chapters are
invited to become members of the Division's Board of
Advisors and to participate in the management of the
Division. Additionally, the officers, directors and advi-
sors have resolved to do their utmost to have Head -
quarters representation at each of the fly-ins sponsored
by the Antique/Classic Division chapters during 1978.
They are getting off to a good start by scheduling the
next Division Board of Directors meeting at Lakeland,
Editorial
Staff
Paul  H.  Poberezny 
Editor 
AI  Kelch 
Assistant  Editor 
Lois  Kelch 
Associate  Editor 
H.  Glenn  Buffington 
818 W. Crockett  St.  No.  201 
Seattle,  Washington  98119 
Associ ate Ed i tor  Associate  Editor 
Edward  D.  Willi ams 
713  Eastman  Dr. 
Mt.  Prospect ,  Illinoi s 60056 
Robert G. Elliott 
1227 Oakwood  Ave. 
Daytona  Beach, Florida  32014 
Associate  Editors  are  c r edited  in  the  T abl e  of  Contents  for  articles  which  they 
have  submitted  as  well  as  f o r  articles  whi c h  th ey  have  author ed.  Associate  Editor -
shi p s  for  the  fOllowing ca l en dar  year are  assigned  to those  writer s  who submit fi ve 
or  more  articles  which  are  pub li shed  in  THE  V  INTAGE  AIRPLANE  duri n g  the 
cu rrent  year .  Associate  Edi tors  r ecei ve  a  f r ee  o ne  y ear  member shi p  in  the  Di v i sion 
for  each  year  that  they  hol d  th eir  o ffi c e  and  a  b ound  volume  o f  THE  VINTAGE 
AI RPLANE  for  each  year that  they  earn  th eir o ffi ce. 
Directors 
ANTIQUE AND CLASSIC 
DIVISION 
OFFICERS 
Wil l i am  J.  Ehlen 
Route  8  Box  506 
Tampa,  Flor ida  33618 
A I  K elch 
7018  W.  Bonniwell  Road 
Mequon,  Wisconsin  53092 
Claude  L.  Gray, Jr.  Mor ton  W.  L ester
PRESIDENT 
9635  Sylvia  Avenue  Box  374  7 
J.R.  NIELANDER, JR. 
Nort h r idge,  Califor nia  9 1 324  Martinsvil l e,  Vi rginia  241  12 
P.O. BOX  2464 
FT.  LAUDERDALE,  FL 33303 
Dale  A.  Gusta f son  Arthu r  R . 
7724  Shady  H ill  Drive  513  Nort h  91 st  Street 
Ind i anapolis,  Inoiana  4 6274  Milwaukee,  Wisconsin  53226
VICE-PRESIDENT 
JACK  WINTHROP 
Richard  Wagr"le r  M.e.  "Kelly"  Viets 
RT.  1,  BOX  111  P.O.  Box  18  1  RR1,Box  15 1 
ALLEN, TX  75002  Lyons,  Wisconsin  53 148  Stilwell,  Kansas  66085 
Advi sors
SECRETARY 
Ronald  Fr i t z  Stan  Gomoll
W.  BRAD  THOMAS, JR . 
1989  Wilson,  N W  10 4 2  9 0 th  L ane,  N.E.
301  DODSON  MILL ROAD 
G rand  Rapids,  Mich i gan  4 9504  Minneapolis,  Minnesota  55434 
PILOT MOUNTAIN, NC 27041 
R oger  J .  Sher ron  Robert  E.  Kese l 
4 4 6-C  Las  Casi t as  445  Oak r idge  Dr i ve
TREASURER 
Santa  Rosa.  Ca l i f orn i a  95401  Roches t e r ,  N ew  Yo r k  146 1 7 
E.E.  "BUCK"  HILBERT 
Robert  A. Whi t e 
8102  LEECH  RD. 
1207  Falcon  D r ive 
UNION.  IL 60180  O rl ando,  Flor ida  3280 3 
THE  V INTAG E AI RPL A N E is  owned  p. x c lusi vely  by  EAA  Antique/ Classic.  Di viSion .  Inc..  and  is  published 
momhl v  at  H al es  Co rner s,  Wiscon sin  53130.  Second  class  Postage  p,llcl  at  H ales  Corners  Post  OfficI',  Hales 
Co rner s,  Wisconsin  5313 0 ,  and  additiOr1.11 ri1.'.ldlng  offrces.    r<lt es  for  EAA  Antlque, Classl c  Division. 
I nc. ,  ar e  $ 14.00  p er  1 2  mOnth  periOd  o f  w hich  $10.00  I'> f o r  the  publiCation  of  THE  VINTAGE  AIRPLANE. 
Me m be rshi p  is  op e n  t o  all  who  a re inte rested  In  aViation. 
OFFICIAL  MAGAZINE 
ANTIQUE /  CLASSIC 
DIVISION 
of 
THE  EXPERIMENTAL  AIRCRAFT ASSOCIATION 
P. O_ Box 229 Hales Corners, Wis. 53130
JANUARY 1978  VOLUME 6  NUMBER 1 
Restorer 's Corner  ..... . ... ... ... .  1 
Restoring an 88  Day  Wonder  . . . .. . .  3 
The  Life  and  Times of Waco  NC13072  4 
Bleri ot  XI  (1 911 )  .. .. . . .. . ..... .  9 
Vintage  Album  . .. . . ... ... ... .. .  11 
Terminal  "Queens", Ed  Willi ams,  Assoc.  Ed.  13 
The  Spirit  of American  Youth,  Glenn  Buffington,  Assoc.  Ed.  16 
Air  Mail  . ...... . . . . ... . . . . . . .  19 
Officers and  Directors  Nom inations  21 
EAA  ANTIQUE/CLASSIC  DIVISION  MEMBERSHIP 
o NON-EAA  MEMBER  - $20.00.  Includes  one  year  membership  in  the  EAA  Antique/ Classic  Divi -
sion,  12  monthly  issues  of TH E  V I NTAG E  A I RPLAN E;  one year  membership  in  the  Experiment al 
Aircraft  Association and  separate  membership cards.  SPORT  AVIATION  not  included. 
o EAA  MEMBER  - $14.00,  Incl udes  one  year  membership  in  the  EAA  Antique/ Classic  Di vision,  12 
monthly  issues  of  THE  VINTAGE  AIRPLANE  and  membership  card.  (Applicant must  be current 
EAA member and  must  give  EAA membership number.) 
PICTURE  BOX 
ON  THE COVE R  (Back  Cover) 
The beginning of a Legend
7977 Bteriot X I
Cole Palen's
"Cole Palen"
Copyright  C  1978 Antique  Classic  Aircraft ,  Inc. All  Rights  Rese rved . 
Restoring  an  88  Day  Wonder 
By: j. L. jenkins 
569 Moose  Hill  Road 
Monroe,  CT.  06468 
My Vagabond came into my hands back in 1970
which my dad bought for us as our first restoration pro-
ject when I was sixteen. We found the Vag in a garage
with cracked landing gear fittings, along with bent lower
longerons within the gear fittings area, many of the small
parts such as fairings, gas tank, shock struts and miscella-
neous things were missing or just plain unuseable as we
wanted everything in nice shape so we could do a real
nice job. A Continental C85 was in the Vag for power at
the time of its last flight, but the owner removed it for
his own Vag, which he was restoring at the time.
After bringing the plane home we decided on install-
ing the 65 Lycoming that came with the plane to see if
we could get it to run. After some coaxing, it finally did
run only finding later a two inch crack in one of the
cylinders and with this engine this becomes a problem as
the cylinders are cast integral with the crankcase, only
the heads being removeable. So we bought another
engine and my dad, having an A&P, did a complete
major on it. To this day it has been a terrific little en-
gine, and exceptionally smooth and quiet. Next came
the fuselage, sanding, stripping, then welding fittings and
the lower longerons into place bringing the fuselage up
to the fabric and interior stage. I chose a more deluxe
interior than what the Vag originally came with, my
mom made up tuck and roll seats, wall panels in dark
blue trimmed in an off-white and vinyl headliner. I even
brought home a tropy for best interior from one antiquc
fly-in.
With the interior dctails taken care of, we covered the
fuselage with ceconite, using nitrate and butyrate dope,
finishing with daytona white with bahama blue trim.
With Spring in the air we moved the wings from the
basement to the garage so we could get them covered
and up to the color stage, while I finished the trim colors
on the wing's leading edge, my father made up all new
cowli ng forward of the door except for the nose cowl
which was taken to an auto body shop for some straight-
ening.
By June we had all the missing parts located or made
up new and installed, I even found a pair of original
metal wheel pants (a RARE item). Living only 1500'
from the airport we assembled the Vag in the front yard
and rigged it, followed by our A&I's inspection, then
closing up all the fairings and giving the finish a real
good rub-out and a few coats of wax. The next day we
pushed the Vag up to the airport and had a fellow Vag
owner fly it. Seeing it fly after 14 months of nonstop
work was a real pleasure.
After being checked out by my instructor I went and
had a ball, with its nearly full span ailerons the roll rate
was something else, all controls were much more sen-
sitive than the Cub and Aeronca Champ I had been fly-
ing before, it was also much faster, cruising at a quick 95
mph. To date I have flown the Vag 530.0 hours and just
love it, I'll never sell it. I attend all the antique & EAA
meets I can get to, and it has brought home many
trophies, I am real proud of this little airplane. I also
have another Vag that I am restoring, it is the trainer
version of the PA-15, this one being a PA-17 and having
a Continental engine, shock struts, dual controls and a
utility flight envelope, unlike the PA-15, which has just a
normal flight category envelope. When not restoring this
Vag, my dad and I are busy restoring a 1940 Warner
powered Fairchild 24-W40 which I bought last year. I
couldn't pass it up as they are beautiful. I really love
antique airplanes, the only problem being that the
disease gets worse instead of better.  
By:  Clark  G. Seaborn 
R.  R.  9 
Calgary,  Alberta Canada 
T2J2T9
..... As if in one fell swoop, all these improvements
were incorporated into one airplane, and it emerged as
the remarkable UIC of 1933. From perhaps any angle
the new UIC was a beauty, the longer fuselage now had
soft rounded lines, the rear view windows were redesign-
ed for a more graceful contour and the larger cabin inte-
rior promised much more stretch room. The front end of
the airplane was its crowning glory; the 210 HP Con-
tinental engine was now tightly shrouded in a deep
This  picture  is 
painting  commissioned  by  Mr.  B.  P. 
first  owner of NC! 3072. 
chord NACA cowling, a cowling that sported fancy look-
ing "blisters" over the rocker arm boxes to hold down
the overall diameter. It was not surprising that the UIC
sold faster than it could be built, and some owners of
the earlier cabin Waco got quickly in line for the new
model. At least 70 of the UIC were built and sold in
1933, and the owners names sounded like a who's who
of big names and dignitaries .. . ..
from Joseph J uptner's U.s . Civil Aircraft
My first contact with the 1933 Waco NC13072 was in
March 1974. Its tattered and ripped fabric fluttered in
the cold winter breezes as it sat in an oilfield storage
yard near the Calgary Airport. The dope finish no longer
had a new lustre. Many of the window panes had been
smashed by vandals. I nside the cockpit the winter winds
were only slightly less strong as they entered through the
broken windows and roof skylight. A bird's nest in the
instrument panel hole indicated that it had been exposed
to the wilds of nature for some time. Some of its interior
furnishings provided a hint of its former elegance; with
polished wood frames surrounding the automobile type
roll down windows and burnished aluminum strips sepa-
rating the woodwork from the upholstered side panels.
Four layers of upholstery material had been consecu-
tively applied to the seats over the years - and all were in
an advanced state of decay. The tires were flat, frame-
work tubing colored with rust, wood rotted and instru-
ments missing. It seemed like a moment of weakness in
me at that point but I purchased the remains less logs,
engine, propeller and a number of small parts. The only
history I knew of its past was that it had been wrecked
"up north" some years previously.
With so many hours of flying and years of life show-
ing on this airplane remains, it seemed a shame not to
know a little about her past, to find out who had en-
joyed her in the previous 41 years and what she looked
like when new. Any airplane with four layers of seat
covers has most certainly had to have a number of happy
and proud owners. My first step in digging into this past
was to join the National Waco Club - an organization
devoted to the preservation and restoration of th is par-
ticular breed of old aircraft. Mr. Ray Brandly, the club
president, was able to locate and copy the factory sales
file-containing among other things a partial listing of the
first ten years owners. As expected, after a 43 year lapse,
telephone enquiries into the listed names yielded
nothing of the early owners.
About a year and a half following my purchase of the
aircraft one of the previous owners of the wreckage,
living some 200 miles north of me unearthed a file of
paperwork on the airplane, including a mostly illegible
logbook dating back to 1952. Among the other items in
the file was a "Waco Pilot" owners newsletter circa
1940. This contained testimonial adverisements showing
several notables who had purchased the then new Model
E Waco: among them William P. Lear of Learadio. Pon-
dering this several weeks later, I noticed that a Mr.
,. 
March 1974 - Waco NCI 3072 comes to its present owner - the flowers being held by the owner's wife
were purchased at the same time as the airplane, in order to smooth over the few anxious moments
following the unveiling of the new acquisition.
Barron  P.  Lambert  was  pictured  in  front  of  his  Waco  -
the  caption  indication  that  he  was  a  Baltimore  banker. 
... THAT  NAME  SEEMED  FAMILlAR ... like  I had  seen  it 
somewhere  in  some  other  Waco  papers.  Sure  enough  -
the  factory  sales  file  on  my  airplane  I  isted  that  name as 
the  original  purchaser  of  my  airplane.  A  quick  check  of 
the  Baltimore  phone  directory  in  the  library  indicated 
that  a  person  of that  name  still  lived  there  36 years  after 
the  article  was  printed.  A cautious  letter  to  Mr.  Lambert 
and  the  story  started  unfolding ..... 
Barron  P.  Lambert  of  480  Park  Avenue,  New  York 
took  delivery  of  his  Waco  NC13072  in  April  of  1933. 
She  was  delivered  with  a  vermilion  fuselage  and  Diana 
Cream  wings  with  black  and  gold  pinstriping.  As  a  pur-
chaser of the  1933  Waco  cabin  he  was  in  the  company  of 
such  industrialists  as  Powell  Crosley  Jr.  and  Henry  B. 
DuPont  and  such  fast  company  as  speedboat  racer  Gar 
Wood  and  aircraft  racer  J acquili ne  Cochran. 
Mr.  Lambert  recalled  recently  how  NC13072  was  his 
first  new  airplane,  "and  what  an  exciting business  it  was 
to  discuss  the  building  and  instrument  layout  with  the 
factory  in  Troy,  Ohio  and  finally  to  get  it". 
Mr.  Lambert  also  recalled  his  cross  country  trip  in 
this  plane  - "my  greatest  trip  (in  all  my  flying)  was  in 
th is  plane  in  the  su mmer  of 1934.  With  a  friend  I  took 
off  for  Jackson  Hole,  Wyoming  (Rand  McNally  maps, 
each  state  being  a  different  scale).  Landed  at  Dubois, 
Table  Top  Mountain  - altitude  8100  feet,  being  second 
plane  to  land  there.  By  car  and  horse  we  entered  Jackson 
Hole  and  for  $5  per  day  each  had  the  best trout fishing 
I'll  ever  see,  all  with  air  mattresses,  guides,  steaks,  horses, 
for  one  week.  On  leaving,  crossed  the  rockies  further 
7943 - Seventeen year old Billie Coving-
ton put 200 hours on NC13072 while
working to get in ferry command.
south  and  went  to  Salt  Lake  City,  then  to  Los  Angeles. 
On  a  southern  route  home  flew  over  the  Grand  Canyon 
for  an  hour.  Only  trouble  besides  a touch  of bad  weather 
was  a flat  tire  in  Kingman,  Arizona." 
While  Mr.  Lambert  lived  in  New  York  he  used  to  fly 
in  and  out of North  Beach  - now  La  Guardia.  He  recalled 
- "Lindbergh  was  training  there  for  his  South  American 
Flight  - Post  and  Gatty,  Rosco  Turner,  the  great  AI 
Williams  - all  people  I called  "51 R"  were  coming  in  and 
out.  The  enormous  DOX  was  parked  there". 
In  August,  1933,  Mr.  Lambert  moved  to  Eccleston, 
Md.  outside  of  Baltimore.  NC13072  was  kept at Curtiss-
Wright  Airport.  He  recalled  - "one  eve ning  after  moving 
from  NY  to  Baltimore,  when  the  moon  was  coming  up 
full,  I said  to  my  wife  and  a friend  ' It  would  be  a lovely 
evening  to  fly  up  to  NY  for  dinner'.  'Why  don't  you]' 
5
7933 Mr. Lambert and Mrs. Lambert (deceased)
pose beside NCl 3072. The jaeger chronograph
barely visible in the photo at the right side of
the instrument panel was used in a succession
of aircraft owned by Mr. Lambert. It was re-
cently contributed to the restoration project
and as it happens - it still fits in the hole cut for
it 43 years ear/ier.
said my wife. So I wired North Beach (now La Guardia)
- 'WI LL BUZZ FI ELD ABOUT 8 P.M. PLEASE PUT ON
FLOOD LIGHTS', which they did. Imagine doing that
today. We got home at 4 A.M., after a great evening".
In 1935 NC130n was traded by Mr. Lambert for a
1935 Waco after 371 hours flying time. This in turn he
traded for the fastest of the Wacos, a Model E bought
new from the factory in May, 1939. (This was the ma-
chine pictured in the Waco testimonial mentioned ear-
lier). In this last Waco he was practicing night landing at
Sea Island, Ga. on January 14, 1941 -- "Did not notice a
wind shift, made soft 3 point landings but went slowly
off runway hitting soft sand and going over on my back
(my only outside loop). I was drowning my sorrows in a
nearby tavern while darkness and fog set in and an army
bomber landed and hit my plane, for which I had insur-
ance".
7933 Waco NC73072 new from factory with proud owner Mr. Barron P. Lambert.
Photo taken at the Curtiss-Wright Airport near Baltimore.
An interesting sidelight - Mr. Lambert's uncle was
Major Albert B. Lambert - who learned to fly from
Orville Wright and who was one of Lindbergh's first
backers. Lambert Field in St. Louis is named after this
gentleman.
The Waco factory records indicate NC130n was used
by Viair Lines I nco in East Orange, NJ during 1935.
In 1936 NC130n was traded to the New York Waco
dealer and resold to Mr. James S. Sammon of Baltimore
who used it for his personal pleasure and transport. Mr.
Sammon recently recalled, "She was a stout little ship
and I never hesitated to loop her when the opportunity
permitted. In 1936 I won the Washington Air Derby
"Balloon Bursting" contest and still have a silver cup for
the event. Some of the highlights of my ownership were
cross countr y trips and weekend jaunts, such as the Gold
Cup Steeple Chase in Warrington when we landed in a
nearby cow pasture and after attending the ball which
lasted until morning, we flew back to Baltimore de-
planing about 10 A.M. still dressed in white ties and
tails. Once I flew out to the Kentucky Derby, landed on
our host's lawn and parked beside his house. On week-
ends we would commute to Ocean City and upon ar rival
dive on the local cab stand which was a signal for him to
pick us up at a nearby potato patch. The longest trip was
from Baltimore to Los Angeles out the southern route
and back over the Rocki es through canyons and at times
in the laps of the gods, but we made it".
Mr. Sammon sold NC130n in 1937 and a few years
later joined the Air Force, spending 4 years in Africa,
Europe and the Pacific. In this service he met Mr.
Lambert, neither one knowing that each other had a
bond in common. After that he joined National Airlines,
retiring recently with 25000 logged flying hours. Re-
cently, after being to ld that a Mr. Sammon had o nce
owned NC130n, Mr. Lambert, through the help and
recollections of friends, located Mr. Sammon in Miami,
35 years later.
As records indicate, NC130n was traded to Clifton
Airport, Clifton, NY in 1938 then to Vinton A. Smith
and Wilson P. Porch of Plainville, Conn. in 1939. No
trace of these men.
Early 1943 saw NC130n owned by Howard Dutton
6
Above:  7958: By  this time many of the distinctive origi-
nal  fittings  on  NC73072  had  disappeared  and  the  paint 
. scheme  had  changed.  Note  absence  of triangular  rear 
window. 
Below:  7936 or  7937: The  Waco,  Mr.  James  Sammon 
and  two  other  cowboys  just  passing  through  EI  Paso, 
Texas. 
..
Below:  7963: NC73072  as  she  looked  after last  rebuild 
in  Minot,  ND.  By  a  coincidence,  paint  scheme  had 
changed back  to  almost the original one. 
in Semburg, Conn. She was then purchased by the own-
• ers of the Martinsville Virginia Airport - Messrs Arthur B.
Via and J .G. Covington. Mr. L. R. (Bob) Pettus, the air-
port manager and instructor, and Mr. Covington's 17
year old son, Billie Covington were sent to Semburg to
ferry NC130n back. After 2 weeks of bad weather,
Billie Covington had to take the train home to continue
his school. Mr. Pettus finally made it back after 3 weeks
with the Waco.
I n Martinsville, NC13072 was used for charter service
and by Mr. Billie Covington to build up his flying time
to get 200 hours in an aircraft of 200 HP or more so that
he could join the air force ferry command as a ferry
pilot. One of his flight instructors who encouraged him
in this venture was Mr. Sanford Gilley - who became one
of the founders and Vice President of Piedmont Airlines.
Mr. Covington flew her more than 200 hours. He re-
called, "I flew this old airplane back in 1943 with a lot
of enthusiasm and I enjoyed the way she flew. I got lost
down in North Carolina back in 1943 when at the time
with no radio equipment, the only way of navigating was
by compass and watch, strictly contact navigation. The
compass on the old girl worked for going south, but
was quite a few degrees off going north. I was lost for
about an hour when I finally saw Pilot Mountain in
North Carolina - a very historical mountain. I got a com-
pass heading back home and when I landed the "old
girl", the gas tank was empty.
Mr. Pettus also flew her considerably during this own-
ership and his log book indicated a forced landing 15
miles from the airport on April 11, 1943. Mr. Pettus left
Martinsville to work for the CAA in January, 1944 and
NC130n was sold. (Mr. Pettus passed away in March,
1976, a few days after being contacted, and unfortu-
nately was not able to provide further information. His
wife kindly helped with a number of the details).
As recollected by Mr. Covington, NC130n was sold
to a Mr. Johnnie P. Jones, an airforce instructor based at
Greensboro, North Carolina. No contact has been made
with Mr. Jones and nothing is known of the whereabouts
or the travels of NC130n until 1956.
I n this period, between 1943 and 1956, NC130n
changed considerably in appearance. As the factory in-
stalled engine became due for a major overhaul it was
replaced with a slightly modified "war surplus" version.
This later version with forced lubrication rockers and
slightly larger outside diameter forced the need for a
larger cowling. At this point the once stylish "Bump
Cowling" was discarded in favor of an easily available
and easily installed war surpl us Cessna "Bamboo
Bomber" cowling. The distinctive triangular shaped rear
window was covered in fabric; as were later Wacos from
the factory as a cost cutting measure. (It is also interest-
ing to note that the Cessna Aircraft Company reintro-
duced a very similar rear window in the mid sixties as a
"new feature", called omnivision.)
In 1956 the NC130n was based in Roanoke, Va.,
being owned by Irving E. Craig and Joe Woodard. It was
subsequently sold to Mr. J .R. Holt in Indianapolis, Ind .
in March, 1957 and then to Edward Frost in Le Sueur
Minnesota in August, 1958. Slight damage was incurred
in 1958 and the right lower wing and landing gear were
replaced with new units ordered from the Waco factory.
NC130n was then traded through Robert Hansen of
Minneapolis and Wokal Flying Service of Bowman N.D.
and ended up in the hands of Mr. Foe Kasper in Minot
N.D. in 1961. By this time age and moisture deteriora-
tion had the upper hand on the fuselage woodwork and
Mr. Kasper found himself soon engulfed in a major re-
build of the structure. Following this, Mr. Kasper logged
quite a number of hours on NC130n - some on civil air
patrol missions.
Early in 1964, Joe Kasper sold NC130n, sight un-
seen, to a buyer in Fairbanks, Alaska. Despite the air-
plane being 31 years old at this time and considered a
vintage airplane, it was being purchased for use as a per-
sonal transport in the harshest climate in North America
- certainly indicative of the usefulness and longevity of
the basic design. The gentleman from Alaska came down
to Minot to take delivery and to ferry his Waco back up
to Fairbanks. For several thousand miles he travelled
northward - hopping from Minot on March 30, 1964 for
Lloydminister, Edmonton, Dawson Creek, Fort Nelson
and finally to Watson Lake in the Yukon Territories.
Here he was held up for two days during a snowstorm.
On April 6th, while attempting to take off (with the tail
wheel lock not down) following the snowstorm, the air-
craft ground looped and cartwheeled onto its back - its
occupant narrowly escaping injury in the tumble - with
jerry cans of gas and other heavy items of baggage in the
back seat. Having to get back to work and faced with the
bureaucratic problem of leaving his newly purchased
possession in a foreign country, he removed the landing
gear and engine and instruments from NC130n and
carried them to Alaska with him - by truck. The rest of
the airframe was left at Watson Lake for (hopefully) a
Above: November 7976 "Maybe some day she '/I fly again"
buyer.
Some months later a group in Canada bought
NC130n and drove to Alaska to retrieve the landing
gear. For the next ten years its possession passed
through the hands of 5 owners, each one intending to
rebuild and fly it. The damage caused in the Watson
Lake accident was nothing compared to the deteriora-
tion, vandalism, and shipping damage suffered as the
frame and wings were trucked 2,000 miles down the
Alaska Highway, first to Whitehorse, then to Edmonton
and then finally to Calgary.
T oda y it has been al most 1 3 years si nce Waco
NC130n has last flown. Hopefully some day in the not
too distant future she may fly again - in the condition in
which she first left the factory. It is my hope that when
this happens that we, the owners and past owners of this
hard working old airplane may meet and once again fly
in her. But that may be another story .........  
Below: April 7964 Watson Lake Yukon Territories Canada.
8
Editor's Note:
Cole Palen, a legend in his time, with the able
assistance of his wife Rita, have the Old Rhinebeck
Aerodrome in Rhinebeck, New York. Shows are every
weekend all summer. For many years I have made a
pilgrimage to his shrine to see and enjoy the works of
a master. For any true antiquer, it has to be the mark
of fulfillment, as is the annual Fly-In at Oshkosh. To
say that you have been to both will tell your peers
that you have truly reached that height of fulfillment.
In the winter, when Old Rhinebeck Aerodrome is
closed, Cole packs up his crew and goes to Florida,
HIeriot Xl (1911) 
By:  Cole  Palen 
Old  Rhinebeck  Aerodrome 
Rhinebeck,  NY.  72572 
The Bleriot type monoplane first made its mark in
the world by flying across the English Channel in July
1909. The type enjoyed a large production life evolving
through numerous improved models.
The subject of this article is the famous cross-country
type of 1911. Bleriots of th is model won races in the
Circuit of Europe and Circuit of Britain and races from
Paris to Madrid and Paris to Rome. Many of these flights
were as far as 1,000 miles and over such mountains as
the Pyrenees and the Alps. This model with its compar-
atively reliable Gnome engines of 50 and 70 HP,
combined with its long-range gas tank slung beneath the
fuselage, indeed continued to make history and burnish-
ed the name of Louis Bleriot, its designer and manufac-
turer.
Many pilots of this famous historic aircraft gained
fame and fortune flying it. The Frenchman, Andre
Beaumont, who using his naval navigation techniques,
won the Paris to Rome Race of 1911 and chalked up
victories in the Circuit of Europe and Circuit of Britain
cross-country flights. Georges Chavez, the Peruvian, who
first crossed the Alps. The British entrepreneur, Claude
Above:  Note  the  small  wheel  and  control  levers 
Graham White, who won so many prizes in the United
mounted  on  either  side  of control  column.  The 
States at the Boston and Bel mont Park Air Meets and
electric  Tachometer  was  a  standard  item.  Dial  is 
only instrument in  front  ofpilot. 
taking along one or two projects every year. The
Below:  Some  employee  was  no  doubt  inking  his 
Bleriot was one winter's project, and the pictures tell
rubber  stamp  and  tried  it  out on  this  spar  several 
the story of its restoration. As far as I know, there is
times - it survived time and  fire. 
only one other original Bleriot flying in the world.
Cole is a master with the WW I Rotary engines and
has flown theirs every weekend for years, as we
would fly a 65 Continental.
If you can find any excuse to travel East, do so,
and visit Old Rhinebeck . There is no place in the
world that you can see pre-World War I planes in
action.
AI Kelch, Editor

Above: From these sad remains emerged a complete and 'original Bleriot.
the American, Harri et Quimby, the first woman pilot to
cross the English Channel, flew this model Bleriot.
In thi s count ry at that time there was talk of the
Great American Circuit Race, and Bl eriot machin es were
being built by different manufacturers. The aircraft I
actually restored is an American-built, cross-country
Bleriot powered with what was probably the best aer-
onautical engine of that period - the record-break ing 50
HP Gnome rotary of French manufacture. The airframe
was built by the American Aeroplane Supply House,
Hempstead, L.I ., N.Y. It was built in July or August of
1911 and crashed so me time prior to 1915 wh en it was
stored by its last owner, James McGrat h, in a barn near
Boston.
About 1964 the barn caught fire, the local fire com-
pany extinguished it, looked in the barn and saw a
sli ght ly singed, old aeropl ane. The word was out and,
eventuall y, Old Rhinebeck Aerodrome was able to
procure this original aircraft and now fl ies it in a limi ted
and safe as possib le manner for the continued entertai n-
ment of attendants at the Old Rhinebeck Show in New
York any summer Sunday.
The structure of this aircraft is 98% pure 1911; wood,
wire and accessori es. Of course, it has a new cloth cover-
ing and its origina l Gnome rotary engine. For those of
you who are technical minded, and it amazed us, it is
equipped with an electr ic tachometer.
I n America's first air mail del ivery, on Sept. 23, 1911 ,
pilot Earle Ovington carried a cargo of 1900 letters and
postcards . between Nassau Boul evard and Mineola, L.I. , a
distance of three mil es, and dropped the pouch of mail
at the feet of the waiting Postmaster. Thi s demonstra-
ti on flight was made at the Nassau Boul evard Air Meet.
MISCELLANEOUS NOTES ON THE
BLERIOT XI (1911)
1. Note the charred tail skid and rear section of the
fuse lage which we felt must have been stored upside-
down with the skid close to the burning roof.
2. We dated the time the aircraft was in storage by a
wadded-up newspaper dated Nov. 1915 which was stuff-
ed in the hollow crankshaft of the engine to keep out
dirt, etc .
3. A very interesting thing that we found when we
removed the origi nal fabric from the wings was a rubber
stamping adverti si ng Bleriots. (See picture page 9)
4. I n the crash of the Bl eri ot, the body was broken in
half just after the cockpit. Four new sections of
longerons had to be spliced in, averaging 4 ft. in length
each. The bottom horizontal land ing gear strut (bed-
stead) was replaced. Both wheels were replaced but we
have one of the original damaged wheels. Another
original 50 HP Gnome propeller was installed.  
Above: Wesley Cullen poses with scorched wing
before and after clean-up.
Below: Engine before Mike Lockhart took the
elbow grease after it.
 

Men and Thei
....

-
Above:  The  engine  after  a  thorough  cleaning  was 
like  new,  unharmed by time and  fire. 
 
Right:  A  cosmeticly  clean  and  gorgeous  engine  in· 
stallation.  Those  magnificent  men  in their  flyir 
downdidi  down  down,  up,  down  and 
the 
Above:  Sweet  Music  to  Mike  Lockhart  first  run  up 
and  a smile  tell the  story. 
Below: 
Above:  Andy  Keefe  clowning il up.  Is  it  1976 or (,
11 
Album 
tage Machines
hines, they go uppity up up, they go
around, looping the loop and defying
Above: The reason for the tape on the tire is obvious
to me. I was standing back to it the first time the tube
crept out around the rim and went bang.
light: Here we go gathering Nuts in May (Mike Lockhart at the Podium) .
Above: Note the simple control system, the metal bell has 4
wires coming through the floor boards and connecting to its
edge. Movement in any direction accomplish proportionate
attitude.
Below: Tired but on the final stretch - the crew that helped in
the restoration. Left to right: Mike Lockhart, CarlSchupe, Wes-
ley Cullen, Herb Eisen, Andy Keefe.
TERMINAL •
By:  Edward D. Williams 
Associate  Editor 
773  Eastman  Drive 
Mt.  Prospect,  IL.  60056 
There is a pleasant trend at airline terminals at the
nation's airports to spotlight the pioneer days of aviation
history, and it is a big boost for antique airplane enthu-
siasts.
The trend is to put on permanent or temporary dis-
play in the terminal lobby a replica or an authentic an-
tique, which draws the ultimate in contrast with the large
jet transports awaiting passengers at the terminal gates.
Just a few of these are the replica of the Sellers
"quadruplane" on display in Lee Terminal at Standiford
Field at Louisville, Ky.; the authentic Curtiss Pusher in
the Will Rogers World Airport terminal at Oklahoma
City, Okla.; the original Curtiss JN4 "Jenny" at Staple-
ton I nternational Airport at Denver, Colo. , and the Ryan
NYP replica at Lambert-St. Louis International Airport
at St . Louis, Mo.
And the trend continues, as illustrated by the fact
that there has been a request for the permanent display
at San Francisco I nternational Airport of the Swallow
restored by E. E. "Buck" Hilbert, Antique/Classic Divi-
sion treasurer.
Perhaps the most popular, and most easily recogniz-
able of the aircraft on exhibit in the air terminals is the
full-size replica of Charles A. Lindbergh's "Spirit of St.
Louis" which is on permanent display in the two-story
lobby of the new International Wing of Lambert-St.
Louis I nternational Airport.
Although the original "Spirit of St. Louis" is perma-
nently housed in the Smithsonian Institution's National
Air and Space Museum in Washington, D.C., the copy in
St. Louis draws considerable interest from passengers
passing through every day and has a bit of fame for
itself; it was used in the 1957 motion picture biography
of Colonel Lindbergh. The Smithsonian has owned the
Left:  Quadruplane  replica  on  display  in  Lee 
Terminal  at  Standiford  Field,  Louisville,  Ky. 
Original  quadruplane,  built  by  Matthew  B. 
Sellers  in  7908,  was  the  first airplane built in 
Kentucky.  (Photo  Courtesy of Louisville and 
jefferson  County Air Board) 
original "Spirit" since 1928.
The replica, a Ryan B-1, was built in September,
1929, by Ryan Aircraft of San Diego and is very similar
to the original Ryan NYP Lindbergh flew on May 20-21,
1927, from New York to Paris. It incorporates the
changes that Lindbergh had made for him for the his-
toric transatlantic flight.
Lindbergh's plane had no forward-looking windows,
and he could see the ground only from a periscope and
from door windows on the side of the fuselage.
To provide additional space for fuel tanks, Lindbergh
had the plane built with a 46-foot wing span (the B-1 's
wings were 42-feet wide).
In front of the pilot's seat (which was made out of
wicker) were an 89-gallon oil tank and a 201-gallon gas
tank. Including three wing tanks, there was a total gaso-
line capacity of 451 gallons. Lindbergh landed in Paris
with 85 gallons of gas left (enough for nine more hours
in the air), and had used only 5 gallons of oil.
The oval-shaped instrument panel held only a turn
and bank indicator, a bubble-type inclinometer, standard
air speed altimeter, clock, tachometer, oil pressure and
temperature gauges and an earth indicator   With
the instrument panel starting at the cockpit roofline and
dropping below the pilot's knees, Lindbergh had to use a
periscope with a miniature screen to see forward.
The St. Louis replica is owned by the Missouri His-
torical Society and is on permanent loan to the airport.
It bought the plane in 1963 after a successful drive
headed by the late Louis Werner, chairman of the
Missouri Historical Society Airplane Committee. The
plane was purchased from Paul Mantz, a movie stunt
man and collector of old planes for use in motion pic-
tures. The society spent $8,000 refurbishing the plane to
fly. The replica was flown by Albert W. Lowe, chief
transport pilot for McDonnell-Douglas Corp., at a special
ceremony in St. Louis on May 21, 1967, commemo-
rating the 40th anniversary of Lindbergh's epoch flight.
The replica was stored in an aircraft-assembly build-
ing at McDonnell-Douglas Corp. until its installation at
the St. Louis airport and is in perfect shape due to the
preventive maintenance performed there.
13
The quadruplane (four wing) aircraft was the fi rst
airplane built in Kentucky and was designed and con-
structed by aviation pioneer Matthew B. Sellers, Jr., in
1908. The replica on display in the main concourse of
Lee Terminal at Standifor"d Field, Louisville, was built as
a Bicentennial project by students of the Carter County
Vocational School at Olive Hill, Ky., near the site where
the original quadruplane was constructed and flown.
Sellers is one of the lesser known but still important
aviat ion figures of hi s time. He was born in Baltimore in
1869 and from an early age showed an interest in flight,
experimenti ng with kites and hot air balloons. He got a
law degree from Harvard University in 1892 and for the
next two years studied chemistry, physics and mechani-
cal arts at Harvard and at the Drexel Institute in Phil a-
delphia.
By the time he was 24 he was experi menting with
models of heavier-than-air flying machines, about the
same time that his family moved to Kentucky. In 1897,
he developed a blower to study air resistance to various
shapes and later built a wind tunnel on his property near
Grahn, Ky. In 1903, he built the first of a number of
gliders, but the first one proved a failure. Sellers, who
had inherited a si zable fortune, was deeply interested
more in theories of flight rather than flying, himself, and
much of his work was done in his own laboratory, where
he studied designs of wings and propellers.
By 1907, he was building and flying full-size gliders,
and in 1908 he modified one of these four-winged
gliders with a small, French-made two-cylinder engine
and a three-wheel chassis. This aircraft was flown suc-
cessfully on Dec. 28,1908, from a hillside in Carter
County, Ky.
Sellers worked for several more years in Kentucky on
aeronautical projects and was awarded patents o n his
plane's mechanical innovations. However, he left Ken-
tucky in grief in 1911 after an assistant was struck on
the head by the plane's propeller and was killed
instantly.
Sellers served as technical editor of a leading aviation
magazine and, in 1912, was appointed by President Taft
to the Aerodynamic Laboratory Commission, and later
to the National Advisory Committee for Aeronautics.
The committee later was reorganized and is known to-
day as the National Aeronautics and Space Administra-
tion (NASA). Sellers continued to work in the fie ld of
aeronautics until he died in 1932. In 1974, the airport at
Olive Hill. Ky., was named in his ho nor.
Below: Photo showing Ryan NYP replica in process
of being installed in the uncompleted wing of Lam-
bert-St. Louis Airport. Photo by McDo nnell Douglas
Corp.
Above: Photo of Ryan NYP replica being installed at
St. Louis airport (note tail skid not yet installed on
replica). Photo by McDonnell Douglas Corp.
Above: jN-4D in the Denver Stapleton Airport.
Below: EE "Buck" Hilbert's Swallow, now owned by
United Airlines, is being sought for permanent display at
Sdn Francisco International Airport. Being shown here
with the British-French Concorde at Dulles International
Airport, it illustrates the contrast of antiques and repli-
cas inside air terminals and the large airliners outside the
terminals. Photo by United Airlines
Members of the Antique/Classic Division who
know of other antiques or replicas on display
throughout the world might want to let us know
about it at the Vintage Airplane. We would
appreciate short articles telling about them and
glossy prints showing them on display for future
issues of this magazine.
AI Kelch, Editor
The replica was built by the vocational school stu-
dents from Seller's original plans, and they used bamboo
in its construction, like with the original. The replica has
never been flown. It was installed in Lee Terminal in
September, 1976, and tentative plans call for it to be
eventually displayed in a museum dedicated to Sellers.
The Curtiss Pusher displayed in the main lobby of the
terminal at Oklahoma City was formally dedicated on
July 20, 1970, and has been hanging in the main lobby
of Will Rogers World Airport terminal ever since. Partici-
pating in the dedication was Billy Parker, who built and
flew the plane in 1914 while a high school student at Ft.
Collins, CO.
The plane, which has a wingspan of 30 feet and is
powered by a 90 horsepower OX-5 engine, was donated
to the City of Oklahoma City by the Phillips Petroleum
Company.
Parker built his own plane and taught himself to fly
it in 1912 and the Curtiss Pusher, N66U, was one of two
owned by Parker. He held pilot's license number 44, in
his early years was a barnstormer, received a commission
in the Royal Flying Corps and instructed at a flying
school at Dewey, Okla. Later, he became manager of
aviation for the Phillips Petroleum Company. He also
served as president of the Early Birds, whose members
were pilots who flew before Dec. 17, 1916. The Pusher
was no hangar queen, and Parker flew the Curtiss at
many events, including the 50th Anniversary of the
Wright Brothers flight at Kitty Hawk.
The Curtiss IN-4 "Jenny" on display on the lower
level of the terminal at Denver's Stapleton International
Airport, is on temporary loan by the Colorado Chapter
of the Antique Airplane Association.
No decision has been made yet on the fi nal resting
place of "Buck" Hilbert's Swallow, which was bought
from him by United Airlines, but it seems a good bet
that it will wind up in San Francisco, either in the
terminal or in United's Maintenance Operations Center
there.
Antiques and replicas make interesting drawing cards
for commercial air terminals. The quadruplane replica
originally was scheduled to be removed from the
terminal at Louisville this spring, but the Louisville and
Jefferson County Air Board found it such a big attrac-
tion that it asked the vocational school to extend its
display in the terminal, and the request was granted. In
one way, at least, some of the old planes will continue to
be "in the air," if only with the help of w i r e s   ~
The  Spirit 
Of 
ADlerican  Youth 
17  Year Old  New Yorker 
Flies  Solo  From  San  Francisco 
To New  York,  Winter of 1928 
By:  H. Glenn  Buffington 
Associate Editor 
Sky  View  Apt.  No.  207 
878  West  Crockett Street 
Seattle,  WA.  98779 
Once upon a time the President of the American
Society for the Promotion of Aviation spoke to the
members of the Flying Club of Flushing (NY) High
School and told of a pri ze of one thousand dollars that
was being offered to the first boy or girl under eighteen
to fly solo from San Francisco to New York. For Dick
James the adrenalin flowed as he realized such a flight
was the challenge he wanted to accept. All he needed
was parental approval and backing! It took a bit of sales-
manship in convincing his Dad, but he was finally won
over when Dick showed him how the experience would
be beneficial in later years.
Over four decades ago, Dick wrote me regarding the
flight, "I started for California to make the flight on
August 2, 1928 and landed back in New York on Dec-
ember 15, 1928; spent quite a bit of time in Wichita,
Kansas and two months in San Francisco in preparation.
I flew a Travel Air with a Seimens-Halske radial, 9 cyl-
inder motor, made in Germany and producing 125
horsepower; covered about four thousand miles on the
flight with an elapsed flying time of 40 hrs. and 52
A  boy and his love  . .. "The  Spirit of American  Youth" and her proud pilot,  Richard E.  James. 
minutes."
Here, then, is a more detailed account --
Westward Ho!
Dick had taken his early dual and advanced training
from Capt. Fred Becker at Curtiss Field in Garden City,
however it was Oliver Young, another New York pilot,
who accompanied the youth westward, via train, leaving
August 2nd. They arrived in Wichita and at the Travel
Air factory three days later and when Walter Beech
showed them the new airplane the senior J ames had
bought, Dick compared the experience to taking a ride
on the "shoots" at Coney Island, a real joyous occasion!
The finishing touches on the plane required another
couple of days and then James and Young flew in the
Wichita area a few more days, practicing "short" land-
ings and getting acquainted with the Travel Air "Spirit"
before heading west for the higher altitudes and the
mountaineous terrain.
The hops westward were accomplished with no
trouble as far as Reno, as the fledgling acquired more
flying experience. However, from Reno they neglected
to reach sufficient altitude and found it necessary to do
some hedge-hopping through the railroad cuts in the
mountains before reaching Sacramento. They continued
to Oakland the next day where they found the field
crowded with spectators. The word was out of the
proposed solo fli ght by a junior pilot and "people want-
ed to see the fool who was going to do it, etc."
The airplane was ferried over to San Francisco a few
days later and Di ck met Frank Flynn, who was to be his
guardian until the start of the flight, as Oliver Young had
to return to the east. Frank advised there had been a
cancellation of the letter of authority from the Dept. of
Commerce in Washington, D.C., so it was necessary for
the aspiring pilot to satisfy the Commerce Inspector on
the West Coast that he could make the long flight with-
out killing himself or any other person. This was finally
accomplished as the fall season came to a close. The
delay in starting led to some trials and tribuations for
the young flier later on as he encountered inclement,
wintry weather, especially in crossing the Rockies and
Alleghenies.
Meandering  in  the  Mid-West 
Enroute  North  Pl atte  to  Omaha,  the  "Spirit"  was 
forced  down  at  Grand  Island  with  a  broken  oil  line, 
which  was  easily  fixed.  A very  strong  headwind  prolong-
ed  the  flight  to  Kansas  City, and  being  tired,  Dick  failed 
to  exercise  the  necessary  precautions  in  landing,  result-
in g  in  a  blown  tire.  The  usual  number of pessimists  were 
around  at  most  of  the  enroute  stops,  but  Dick  finally 
became  accustomed  to  them  and  paid  little  attention  to 
their  comments.  He  chose  to  do  h is  best  and  let  it go  at 
that. 
The  next  day,  the  eager  pilot  headed  for  St.  Louis 
where  he  stayed  over  night  to  atte nd  a  theatre  party 
given  by  the  boys at the field.  Early  the  next  morning he 
flew  to  Peo ria,  where  he  was  forced  to  stay  a  week  as 
winter  storms  moved  through  the  area. 
James  had  planned  to  fly  to  Chicago  and  attend  the 
Aviation  Show,  but  he  rece ived  a  telegram  from  his  Dad 
advising  the  lower,  or  southern  route,  as  there  were 
several  storms  north  which  would  delay  the  flight  for 
another  week  or  two.  Therefore,  Dick  headed  for 
Columbus,  Ohio,  after  being  forced  down  at  Oakwood, 
Illinois, out of gas. 
"Aloha" to  the  Rescue 
Another  telegram  advised  Dick  his  parents  would 
meet  him  in  Columbus,  and  the  next  day  they  arrived 
with  Martin  Jen sen  in  the  Breese  monoplane,  "Aloha", 
the  plane  which  had  placed  second  in  the  famed  Dole 
Derby  to  Hawaii  the  previous  year.  The  following  day 
the  planes  became separated  flying out of Columbus and 
Dick  returned  to  the  airport.  Here  is  his  account  of 
ensu ing  events: 
"At  nine  o'clock  I  started  out  again,  but  had  to  turn 
back  on  account  of low  fog  over  the  mountains.  At  noon 
Dad  called  and  said  they  had  landed  at  Bellefonte, 
Pennsylvania,  and  for  me  to  come through  right  away  via 
Cleveland.  I  went  up  to  the  Cleveland  airport  and  had 
the  ship  checked,  but  it  was  pretty  late  by  the  time  I 
was  ready  to  go,  so  I  called  Dad  and  told  him  that  I 
would  stay  there  over  night.  He  did  not  like  the  idea, 
and  said  to  come  through  to  Clarion,  Pa.,  where  they 
would  meet  me  and  show  me  the  way  to  Bellefonte. 
Orders  were  orders,  so  I started  out,  but  had  to  land  at 
Mercer,  as  it  was  getting  dark.  In  the  semi-dar kness  I 
picked  out  what  I  thought  was  a  good  field.  I  prepared 
to  land,  cutting  the  speed  as  much  as  possibl e  by  "fish-
tailing"  and  "slipping".  When  I got  all  set  to  land  I level-
......... 
East  from  the  Golden  Gate 
It  was  October  30th  when  Dick  left  the  Bay  Area  for 
his  twenty-four  stop  journey  to  return  to  his  homeport . 
His  suit  coat  and  sweater,  a  pair  of  flying  boots  and 
breeches,  in  the  open  cockpit,  were  adequate  in  the 
California  climate,  however  the  garb  left  plenty  to  be 
desired  in  the  higher  altitudes  and  in  the  winter  season. 
He  was  to ex perience  many,  many  cold  days  enroute. 
The  first  night  was  spent  in  Sacramento  where  he  was 
delayed  because  of  weather  cond itions.  He  wanted  to 
make  the flight  to  Reno  as  early  in  the day  as  possible  to 
take  advantage  of the  calm  morning  air,  and  started  out 
with  thirty  gallons  of gas  and  some  candy  to  eat on  the 
way,  in  case  of  hunger  pains.  From  warnings,  he  had 
expected  the  flight  to  be  cold  and  lonesome,  however  he 
admits  to  that  leg  as  being  the  nicest  part  of  the  whole 
trip.  After  a  night  in  Reno,  he  proceeded  to  Elko  and 
then  Salt  Lake  City,  where  he  was  forced  to  stay  a 
Thrill of a Lifetime!
Dick james gets acquainted with the new Travel Air at the Wichita factory.
(A brand new Travel Air at age 77,  WOW!)
couple  of days  because  of storms.  Finally getting a good 
weather  report,  he  flew  to  Rock  Springs  and  then 
Rawlins,  Wyoming,  where  again  he  was  held  up  nine 
days  because  of snow  storms.  During  this  delay,  and  on 
his  own  volition,  Dick  took  the  bus  to  Lander,  Wyoming 
to  visit  relatives.  Finally  his  Dad  located  him  by  phone, 
telling  him  in  no  uncertain  terms  to  return  to  the  air-
plane  and  stay  with  the  "project".  The  plane  had  been 
practically  covered  with  snow  as  it  was  left  out  during 
the storms as  there  was  no  hangar. 
With  the  help  of a good  Samaritan,  he  was  able  to get 
the  cold  Travel  Air  started  and  took  off for  Cheyenne. 
However,  he  did  some  "lazy  navigating"  and  decided  to 
follow  the  iron-beam  only  to take  the wrong  spur  out of 
Laramie  and  located  himself over  Fort Collins,  Colorado, 
from  where  he  proceeded  to  Denver,  arriving  with  very 
little  gas  to  spare!  From  the  Mile  High  City  he  continued 
to  North  Platte,  Nebraska. 
17
ed out and waited for it to hit the ground and stop. The
wheel s hit the ground before the tail and sank to t he
hubs in the soft dir t. I had pi cked out a pl owed field and
didn ' t know it ! When the wheels stu ck the tail went up
in the air and over before I knew it. I hung head down
for a seco nd or two, thinking, and OH! what I thought!
After I figured it all out , I began to rea li ze that I was
upside down and that the gas was beginning to leak out
in front of me, so I released the safety belt and "fell"
out. By this time there were quite a few peopl e around
asking if I was hurt. When they found I was alri ght, I
asked them to help turn the ship back to its proper
position. I got to a telephone and call ed Dad and Mother
at Cl arion, telling them what had happened. Th ey told
me to stay there and they would be right down to help.
They borrowed a car and came to the fi eld , where we
worked all ni ght fixing up the ship. It had a broken
propeller and a bent stru t, but by noon the next day, I
was ready to continue. I was in such a rush to get away,
that again I negl ected to check the ship, as I should have
done, so an hour after starting, while in a snowstorm
over one of the worst spots in the Alleghenies, th e motor
stopped dead. Naturally the first thing I thought about
was a place to land. In that country it was like trying to
find a needle in a haystack.
The BIG Crack-up!
"I had had plenty of sensations during my previous
flying, but I had more thrills in the five minutes it took
me to land than all the time before. I immediately nosed
the ship down to keep up flying speed and then looked
for a possible place to land. Right below I saw a field
that, though it did not look big enough to land in, was
the largest one within gliding distance. It was up to me
to maneuver the plane with dead motor to the field. I
went out over the trees as far as I dared, then cut back
to the field, "fish-tailing" and "slipping" again to lose all
speed gained on the glide. I just cleared the trees at the
end and was just leveling off for my landing when I
noticed a fence and a ditch in front of me, so I had to
bounce the wheels on the ground to clear them, all the
time taking a chance of nosi ng over as I had done before.
I didn't quite clear the fence, as the tail-skid caught and
broke. I again tried to level off without the motor and
swung to the right to avoid a sink hole that had been left
from mining operations. In swinging, one wing caught in
the line of trees on the right , and was pulled into them. I
finally managed to get my safety-belt loose and got out
of the sh ip to see what damage had been done, and
SPECIAL THANKS TO --
Dick James for past and present correspondence
and pictures, and his account of the flight in
AERO MECHANICS, December 1929.
Vio la Gentry's HANGAR FLYING and her
account of the flight.
Kenn Rust for the Frank Goldsborough picture.
Glenn Buffington
day.
"The next day we sent four men to the sh ip to tear it
apart and bring it back to town, where we were staying.
Martin and I then started for Hagerstown, Md., in his
sh ip to get the necessary parts to fix mine up. When we
got back that night the men had the ship in one of the
garages in the little town of Kylertown, where we could
fix it.
" We spent a whole week there, working night and
day. Finally it was all set to go again. I took it up for a
short flight and it flew a lot different than the last time I
had flown it. We could not find a German propell er for
it, so had to put on an old OX-S prop. It was turning up
1400 revolutions wh en it should have turned up at least
1800, but it flew, and th at was all I cared about at th e
tim e. "
The engine stoppage had been ca used by a malfunc-
18
Above: Frank Goldsborough, and the "Ameri-
can Boy" of whom Dick wrote, "We were in
High School together, belonged to the same
Flying Club and were almost as brothers for
about three years." Frank set the first junior
round-trip transcontinental record in May 7930-
34 hrs. 3 min., NY to LA, and
28 hrs. 78 min., LA to NY.
believe me, it looked like a total wreck. The wings had
all been broken somewhat by the trees, the propeller was
broken, and also the motor mount and tail-skid.
"Martin had been flying alongside up to this time, but
had gotten a little ahead of me, and had not noticed I
was missing until he landed at Bellefonte. I tried to find
a phone to let them know what had happened, but after
trying for about three hours I gave up, to wait until they
came back for me. Finally they located the wreck and
began to circl e around to find a fi eld in which to land.
They located a small spot fift een miles away and landed
there. Then, they took an hour trying to get to me with
a car, because those mountains sure look alike. When
they located me they asked if I was hurt, and again I was
lucky to be able to say " No " . Martin made a list of the
things he needed to fix up the ship and we all left for th e
nearest town, pl anning to go back aft er the ship th e next
tioning  wind-driven  fuel  pump  damaged  during  the 
previous  forced  landing. 
Home  with  Victory 
The  "Sprirt"  was  flown  to  Sunbury,  Pa.,  followed  by 
a  hop  over  New  Jersey  and  then  across  Staten  I  sland  to 
the  homeport,  Curtiss  Field.  Dick  landed  amidst  a great 
tumult  of  well-wishers,  was  picked  up  by  the  county 
police  and  driven  to  New  York  in  an  open  car  for  a 
reception  with  the  then-Mayor,  Jimmy  Walker.  Howeve r, 
it  was  Charley  Hand  who  greeted  the  young  hero  as 
Walker  had  a  previous  engagement  as  Dick  had  kept him 
waiting too  long! 
Dick  was  given  "the  keys  to  the  City  and  the  ticker-
tape  ride  from  the  Battery  and  everything that goes  with 
it." Subsequently,  he  was  presented  the  $1,000 check  by 
Thomas  L.  Hill,  President  of  the  American  Society  for 
the  Promotion  of  Aviation,  at  a  luncheon  at  the 
Roosevelt  Hotel;  also  a  loving  cup  by  Dr.  K.G.  Frank  of 
the  Siemens·Halske  Motor  Company.  A few  days  later  he 
was  flown  by  Martin  Jensen  in  the  "Aloha"  to  Wash-
ington,  D.C.  and  was  presented  to  President  Calvin 
Coolidge  at  the  White  House.  It  was  a fitting climax  to  a 
flight  which  had  taken  much  ingenuity  and  fortitude. 
The  historic  flight  was  the  culmination  of an  ambition 
by  one  of the  early-on  junior  pilots of America. 
Epilogue 
Dick  J ames'  flight  helped  to  inspire  other  youthful 
pilots  and  subsequent  round-trip,  coast-to-coast  record 
flights  were  made  by  a close  friend,  Frank  Goldsborough 
in  a  Kinner  Fleet;  Eddie  Schneider,  Cessna  AW;  Robert 
N.  Buck,  J-5  Pitcairn;  and  Stanley  Boynton,  Cessna 
DC-6B.  All  these  flights  were  flown  during  the  year  of 
1930. 
Dick  worked  five  years  at  Grumman  (1940-45)  as 
Chief  Flight  Inspector;  he  was  the  last  one  to  okay  air-
planes  for  flight  and  delivery  to  the  Navy  -- physical 
check,  not  flight.  He  spent  six  years  with  Coil  Winders, 
I nc.,  electron ics  manufacturers,  as  Sales  Manager  and 
Vice-President  of  Sales  and  another  ten  years  with 
Northfield  Precision  I nstrument Corp.,  as  salesman,  Sales 
Manager,  and  finally  last  six  years  as  Vice-President 
Sales.  Retiring  in  '71,  he  moved  to  Phoenix,  Arizona  in 
'73.  Present  hobbies  are  ceramics,  photography  and 
bowling,  and  just  recently  he  came  out  of retirement to 
establish  a  mail  order  business  to  help  combat  some 
rising  family  medical  expenses.  We  certainly  wish  him 
well  with  this  new  venture.  
() 
Rirmail
August  15,  1977 
J.R.  Nielander,  Jr.,  President 
Antique/Classic  Division  of 
The  Experimental  Aircraft  Association 
P.O.  Box  229 
Hales  Corners,  Wisconsin  53130 
Dear  Mr.  Nielander: 
Several  copies of the  Lindbergh  Commemorative  issue 
of  your  publication,  "The  Vintage  Airplane",  were 
given  to  me  when  I was  attending the  Oshkosh  E.A.A. 
meeting  last  week. 
In  reading  the  article  entitled  "Lindbergh's  Great 
Partner"  by  Frank  Parker  Stockbridge,  I  was  sur-
prised  at  three  quite  ridiculous  errors.  On  Page  12, far 
right  column,  second  paragraph,  first  sentence,  says--
"The  fuselage,  or  body,  of  the  plane  is  suspended 
from  the  wi ngs  by  wooden  struts." The facts  arc  - the 
struts  were  steel,  round  in  cross  section,  faired  with 
balsa,  making  a streamlined  shape. 
On  the  eleventh  line  of that  same  paragraph,  referring 
to  the  elevators  and  rudder,  it  says  -- "are  of  wood 
covered  with  fabric."  The  facts  are  those  surfaces 
were  of  steel  tubing  frame  construction  with  fabric 
covering. 
On  Page  15,  left  column,  top  paragraph,  it  says  --
"The  heavy  wooden  legs"  to  which  the  landing 
wheels  are  attached.  The  facts  are  the  landing  gear 
struts  (or  legs)  were  of steel. 
Very  truly  yours, 
RYSON  AVIATION  CORP. 
T.  Claude  Ryan 
President 
TCR:jbe 
cc:  Dave  Fox 
October  14,  1977 
Mr.  T.  Claude  Ryan,  President 
RYSON  Aviation  Corp. 
548  San  Fernando  Street 
San  Diego,  California  92106 
Dear  Mr.  Ryan: 
With  reference  to  the  article  in  the  July  issue  of 
THE  VINTAGE  AI  RPLANE  titled,  "Lindbergh's 
Great  Partner,"  I am  in  complete agreement  with  you 
that  the  errors  there  are  ridiculous,  and,  in  fact,  our 
editor  was  quite  aware  of  these  errors  when  he 
printed  the  article.  However,  he  felt  that  the  histori-
cal  signifiance  of  the  article  far  outweighed  any  in-
accuracy. 
If  you  will  re-check  page  3  of  the  July  edition  of 
THE  VINTAGE  AI  RPLANE,  you  will  note  in  the 
box  an  editor's  note  which  states  that  the  articles  in 
this  particular  issue  came  from  POPULAR  SCIENCE 
MONTHL Y  magazine  and  were  originally  printed  in 
1927  and  1928.  That  article  on  page  3,  from  the 
caption  at  the  top,  was  in  the  April,  1928,  edition. 
All  of  the  other  articles  in  that  July  edition  are  also 
from  POPULAR  SCI ENCE  MONTHL,(  with  the  ex-
ception  of  the  article  starting  on  page  21  which  was 
reprinted  from  the  SMITHSONIAN  magazine,  so 
actually  these  errors  were  made  by  Mr.  Stockbridge 
shortly  after  the  time  that  Lindbergh  made  the flight. 
I n  fact,  I  imagine  if  you  probe  way  back  in  your 
memory,  sir,  you  will  remember  that  you  probably 
read  POPULAR  SCI ENCE  MONTHLY  in  those days. 
You  probably  read  Mr.  Stockbridge's  article  that 
19 
originally  was  printed,  and  you  probably  had  the 
same  dismay  at  the  thought  of  the  errors  back  then. 
Mr.  Ryan,  it  certainly  is  a  pleasure  to  hear  from 
.you,  and  I  certainly  did  enjoy  the  opportunity  of 
meeting  you  again  at  the  convention  this  year  and 
having  an  opportunity  to  talk  with  you  for  a  few 
minutes.  I  hope  you'll  be  able  to  make  our  conven-
tion  again  next  year.  If  so,  I'll  look  forward  to  seeing 
you  and  I  hope  that  maybe,  if  we  reprint  any  more 
articles  on  Lindbergh,  we'll  be  able  to  find  some  that 
are  technically  correct.  I  know  we  would  all  prefer 
that,  and  I know  it  },!ould  make  you  much  happier. 
Again,  thanks for  writing. 
Sincerely, 
J.R.  Nielander,  Jr., 
President 
I RN/sw 
August  8,  1977 
Mr.  J .R.  Nielander 
c/o  Antique/Classic  Div.  E.A.A. 
Hales  Corners,  Wisconsin  53130 
Dear  Mr.  Nielander, 
Congatulations on  a  most  successful  Oshkosh  '77! 
You  and  your  colleagues  are  certainly  to  be  com-
mended  for  the  generosity  shown  in  inviti ng  our 
Cessna  120/140  Association  and  the  West  Coast Club 
to  participate  in  our  type  forums. 
The  tent,  seating,  P.A.  system,  and  especially,  the 
E.A.A.  officer  in  charge,  all  combined  for  excellent 
facilities  and  management of the  meetings. 
Although  the  West  Coast  representative  was  unable  to 
come  to  Oshkosh,  we  got an  alternate  from  our  ranks, 
so  the  time  was  well  spent on  the  intended  type. 
Thanks  again  for  your  cooperation,  generosity,  and 
efficient  planning.  We  are  already  looking  forward  to 
Oshkosh  '78. 
Yours  truly, 
Tom  Teegarden  (No.  2540) 
Director,  Past  President 
Cessna  120/1 40 Assoc. 
Box  92 
Richardson,  TX  75080 
P.O.  Box  57, 
Melbourne  Airport, 
TULLAMARINE,  VIC.  3045 
22nd  September,  1 977. 
Mr.  J. R.  Nielander  Jr., 
P.O.  Box  2464, 
FT  LAUDERDALE,  FLA.  33303,  U.S.A. 
Dear  Mr.  Nielander, 
The  above  Association  has  been  following,  with 
interest,  the  discussions  that  have  been  conducted  in 
"The  Vintage  Airplane"  about  the  scarcity  of  old 
aeroplanes for  restoration. 
Please  don't  come  to  Austral ia  and  try  to  take 
ours,  the  few  we  have  are  now  on  the  prohibited  ex-
port  list.  The  Commonwealth  Government  at  our  in-
stigation  and  pressure  has  stopped  the  outflow of old 
aircra ft. 
Don't  think  too  badly  of us  for  this  action,  but  we 
need  all  the  old  planes  we  have  still  got.  Our  motto  is 
"Keep  the  Old  Birds  Flying"  and  that  is  what  we  are 
trying  to  do. 
Enclosed  is  a  copy  of  our  latest  newsletter  which 
might  interest  you. 
Kind  regards, 
W.  Baker, 
Honorary  Secretary 
Valda  Robertson 
Auckland,  New  Zealand 
20th  September  1977 
Dear  J . R. , 
Myles  always  seems  to  be  racking  the  clock,  so  he 
had  delegated  me  a  pi Ie  of overdue  letters  to  write!! 
A  lot  of  progress  has  been  made  since  you  were 
down  our  way.  Possibly  you  have  heard  bits  and 
pieces,  so  I'll  fil l  in  the  details  briefly.  After  com-
pleting  BFP  (Moth  Minor  under  construction  while 
you  were  here),  Myles  did'a  repeat  performance  on 
AKM.  She  was  completed  late  in  February.  Prior  to 
reb uilding  the  latter,  we  sloshed  in  mud,  wind  and 
rain  building  a  hangar  at  Dairy  Flat  Airfield  - 20  min-
utes  North  and  much  handier  than  Ardmore. 
This  year  the  pace  has  been  on.  Four  Foxmoth 
fuselages  are  underway  - at  present they  are  ready  for 
assembly.  Our  No.1  hangar  was  looking  more  like  an 
aircraft  factory  geared  up  with  machines,  jigs,  etc.,  so 
a  diversion  from  operation  Foxmoths  was  made  to 
build  a  similar  hangar  next  door.  Stan  Smith  has also 
built  a  hangar  next  door,  so  things are  really  happen-
ing.  Now  that  construction  work  is  over,  the  hangars 
have  been  cleared  out ready  for  action. 
Our  Air  Department  has  settled  down,  and  they 
are  far  more  co-operative.  Stan  and  Myles  are  working 
well  together,  which  also  helps  progress. 
We  did  have  a  slight  diversion  - 2nd  July  we  were 
married  and  had  an  informal, friendly  wedding  with  a 
minimum  of  hustles  - a  lot  of fun.  Myles  was  pleased 
that  it  didn't  interrupt  too  much.  He  came away  on a 
Hong  Kong  flight  with  me  the  next  week.  I was  work-
ing,  but  we  have  four  days  off  up  there,  so  we  had  a 
pleasant  break. 
Odd  snippets  of  news  reach  us  from  time  to  time 
of  the  Antique  scene  in  U.S.A.  - hope  you  all  had  a 
successful  season.  Perhaps  Myles  will  make  Oshkosh 
next  year. 
Well,  J .R.,  this  will  catch  you  up  briefly  on  our 
news.  You  must  be  due  for  another  visit down  under 
to  see  what  it  is  like  when  it  isn't  raining!!  We  are 
slightly  more  organized  these  days  - would  love  you 
to  visit. 
Kindest  regards, 
Valda  & Myles  Robertson 
Auckland,  New  Zealand 
Roy  Oberg 
8040 Shadybrook  S. E. 
Ada,  Mich.  49301 
No.  5000 
Dear  Mr.  Nielander: 
Please  find  my  enclosed  dues  for  another  year  to 
"The  Vintage  News",.  I  certainly  have  enjoyed  the 
magazine  and  like  the  new  format,  my  hat  is  off  to 
you  and  all  the  others  that  make  it  possib le. 
20 
I  have  had  many  a  chuckle  from  your  Oct.  '76 
Article  and  subsequent  letters  as  to  the  "intenders" 
and  the  "doers".  I  can  only  comment  that  there 
would  be  one  hell  of a  lot  less  "doers"  if  it  were  not 
for  the  intenders,  locating,  dismantling  and  storing 
the  old  goodies.  Just  ask  the  Wegners,  Williams  et  al 
where  they  got  their  pride  and  joys.  Just  some  food 
for  thought. 
Sincerely, 
Roy  Oberg 
P.s.  Iv'e  been  in  both  camps. 
June  15,  1977 
Dear  Sir: 
The  Seminole  Air  Force  is  collecting  Prayers  &
Poems  for  Airmen.  The  collection  will  be  compiled 
into a booklet and  presented  to  the  Experimental  Air-
craft  Association  for  printing  and  subsequent  sale  by 
them.  The  profit  from  the  booklet  sale  will  be  used 
by  the  E.A.A.  for  the  E.A.A.  Museum  and  other 
E.A.A.  educational  projects. 
The  Seminole  Air  Force  is  writing  all  those  with  an 
interest  in  aviation  for  any  material  they  might  have 
that  could  be  used  in  the  booklet. 
As  far  as  we  know,  no  publication  of  Prayers  &
Poems  for'  Airmen  exists  and  the  E.A.A.  Booklet  will 
contain,  in  one  collection,  some  very  beautiful 
Prayers  & Poems  for  Airmen  written  for  and  by  those 
who  love  flying  and  the  Aviation  world. 
Proper  credits  will  be  given  in  the  booklet  and 
releases  for  original  works  are  solicited. 
I am  a  Princess  in  the  mythical  Seminole  Air  Force 
(We  are  Chapter  565  E.A.A.)  and  would  appreciate 
your  help  in  this  project.  All  material  will  be  ac-
knowledged  by  return  mail. 
Thank  you. 
Sincerely, 
Mrs.  Ruth  Jobes 
25  Estate  Drive 
North  Fort  Myers 
Florida  33903 
October  4,  1977 
Mr.  J.R.  Nielander,  Jr. 
EAA  Antique  Classic  Division 
P.O.  Box  229 
Hales  Corners,  WI  53120 
Dear  Mr.  Nielander: 
Received  your  letter  of  September  23,  thanking  me 
for  my  efforts during  the  EAA  Convention. 
Certainly,  no  thanks  is  needed  in  this  instance,  since  I 
personally  was  happy  to  do  it  and,  quite  frankly,  it 
made  the  convention  more  meaningful  to  me  being  a 
more  active  part  of it. 
Sincerely, 
Ed  Swearingen 
EOS:pk 
NOMINATIONS  FOR 
EAA  ANTIQUE/CLASSIC  DIVISION 
OFFICERS  AND  DIRECTORS 
In  accordance  with  the  Division  By-Laws,  as  amend-
ed,  the  terms  of  two  officers  and  four  directors  will 
expire  at  the  1978  EAA  Antique/Classic  Division  Annual 
Business  Meeting  to  be  held  on  August  5,  1978, at  Osh-
kosh,  Wisconsin,  during  the  26th  EAA  International 
Fly-In  Convention.  Those  offices  which  will  expire  are: 
PRESIDENT  J. R.  N ielander,  Jr. 
SECRETARY  W.  Brad  Thomas,  Jr. 
DIRECTORS  AI  Kelch 
Morton  W.  Lester 
Arthur  R.  Morgan 
M.e.  "Kelly" Viets 
All  of the  incumbents  have  indicated  that they  will  be 
candidates  for  reelection.  Additional  nominations  for 
these  offices  shall  be  made  on  official  nomination  forms 
obtainable  from  the  headquarters  of  the  Experimental 
Aircraft  Association,  Inc.,  P.O.  Box  229,  Hales  Corners, 
Wisconsin  53130.  The  nominating  petition  shall  include 
a  recent  photograph  of the  candidate  and  shall  contain  a 
brief  resume  of  his  background  and  experience.  Candi-
dates  must  have  been  members  of  the  EAA  Antique/ 
Classic  Division  in  good  standing  for  the  previous  two 
consecutive  years.  Each  petition  requires  a  minimum  of 
ten  (10)  signatures  of  EAA  Antique/Classic  Division 
members  in  good  standing  with  their  Division  member-
ship  number and  expiration  date. 
Nominating  petitions  must  be  submitted  to  the  Chair-
man  of  the  Nominating  Committee,  EAA  Antique/ 
Classic  Division,  c/o  EAA  Headquarters  no  later  than 
March  8,  1978.  Voting  instructions  and  procedures  will 
be  published  in  a  later  issue  of  THE  VINTAGE  AIR-
PLANE. 
Calendar of Events 
January  23-29,  1978 - Sun  'n  Fun  Fly-In,  Lake-
land,  Florida 
May  26-29,  1978- Monocoupe  Club  and 
Ryan  Club  Fly-In,  Dacy 
Airport,  Harvard,  Illinois 
June  23-25,  1978 - National  Waco  Club  Fly-
In,  Hamilton  Airport, 
Hamilton,  Ohio 
July  8-9,  1978 - National  Stinson  Club 
Fly-In,  Minden,  Nebraska 
July  29-Aug.  5,  1978 - Experimental  Aircraft  As-
sociation  Convention  and 
Fly-I n,  Wittman  Field, 
Oshkosh,  Wisconsin 
Aug.  27 -Sept.  4,  1978 - Antique  Airplane  Associa-
tion  Convention,  Antique 
Airfield,  Blakesburg,  Iowa 
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Are  you  restoring  a  Classic? 
CUSHION  UPHOLSTERY  SETS 
 
d)4 


,1J
FINISH  IT  RIGHT  WITH  AN 

INTERIOR 
All  Items  Designed  for  Easy 
DO-IT-YOURSELF  INSTALLATION 
UPHOLSTERED  FOAM  CUSHION  SETS 
WALL  PANEL  SETS  •  HEADLINERS·  CARPETS 
Airtex interior upholstery items are all
made up into complete assemblies, ready
for you to install . Your choice of three
fabric styles and twenty colors. Luxurious
cut pile carpets in seven colors, wrinkle-
free Duraliner headliners, baggage compart-
ment s, seat slings and fire wall covers are
a l so available for Clas sic planes.
RE-COVER  ENVELOPES 
Available for all Classics a nd some Antique
model s , in Ceconite # 101, #102 and cotton.
Airtex makes the world's finest envelopes!
riondolpl£ AIRCRAFT  FINISHES 
Nitrate & butyrate dope, enamel, urethane,
thinners, reducer, retarder and primers.
Complete s tock of re-covering supplies.
Send  $1.00  for  Catalog  and  Our 
Fabrics  Selection  Guide 
Jnc. 
DEPT  "R",  LOWER  MORRISVILLE  ROAD 
FALLSINGTON,  PA.  19054 
(2 15)  295-4 115 
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