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(Photo by Cene Chase)
Daryl Lenz, Museum mechani c, gasses up the replica
Laird Super Solution at Oshkosh '80.
Paul  H.  Poberezny 
Gene R.  Chase 
Associate  Editors:  H.  Glenn  Buffington,  Edward  D.  Williams,  Byron 
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1980EAA  Antique/Classic  Division. Inc.•  All  Rights  Reserved. 
(On The Cover . .  A  visilor  from Essex, England, Jonalhan Turnbull pilots Chuck Hunter's Stearman past
the Golden Cate Bridge. Hi s passenger i s Jim Richardson. Jim's wife, Deborah took thi s spectacular photo
from a friend's Citabria. The Stearman i s based at Sonoma Va ll ey Airport, California.!
(On The Back Cover. .  Howard DCA-15 based at Bridgeport, Connecticut in  the '40s and ' 50 and used
for cha rter. See Letlers to the Edi lor. Photo by Owen Hjerpe.!
AIC News  by Gene  Chase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .  4 
The  Lost  Blade  Of Grass  by AI  Wheeler  ..... . ....... . ..... .... .. . . .. ....  5
Lane  Leonard's  Gathering  of  the  Clan  Fly-In  by  Claude  Gray  .. . _... .. .. . ..  6
1934 Klemm  Wins  Top  Award  In  Germany  ....... . ....... .. ... . .. . .. , ... .  10
Ju st  Another  Cub?  .. .  Not  Really  ... by Gene  Chase  ......... ..... . . ... .  11
Ford  Tri-Motor Status  Report  by Gene  Chase  ................ . ..... ... ...  12
Book  Revi ew - " Aeronca  Champs And  Chiefs"  by  Charles  W.  Lasher  . . _..  13
1980 Stinson  Club  Fl y-In  by  Michael  G.  Emerson  ......................... 14
Plans  For  The  Gere  Sport  Biplane  - Part  2 by  Douglas  Rol fe  . . ..... . , . .....  16
The  Marlboro Antiquers  by Wally  Smith  ............. ... ......... ... .....  24
Letters  To  The  Editor ........ . . .... . . ......... .. ......... .. ........... ..  26
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SPORT  AVIATION  magazine  not included. 
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Page6  Page10 Page15
~ ~   e w s
., d by Gene Chase
CampI e
The top awards at the 2nd Annual Tullahoma EAA
Fall Convention October 1-5 at Tullahoma, Tennes-
see went to the following:
Britt, Tucker, GA
Air 6000, N8865, Morton Lester, Martinsville, VA
N1491H, jim Thompson, Roberts, IL
tang, N54B], Bill johns, Osawatomie, KS
3E, N9586Z, joe Dulvick, Lake Orion, MI
N99708, Edward Alderfer, Hamilton, OH
Gary Ingraham, Roanoke, VA
SUN 'n FUN '81
The dates for Sun 'n Fun '81 will be March 15 - 22
at Lakeland, Florida. The full spectrum of forums,
workshops, air shows, commercial displays, camping,
social activities, etc., is scheduled. For more informa-
tion contact Betty jones, 4195 Forrest Drive, Mul-
berry, FL 33860.
Congress adjourned without renewing the Airport
Development Aid Program, so not only is the airport
program in limbo but the supporting taxes have also
not been extended.
The FAA has under consideration a plan to license
technicians that work on electronic equipment for
aircraft. This has been in the discussion stage for many
years but it will probably be a year or two before any-
thing is done about it.
The FAA proposes to change the publication sched-
ule of the Airman's Information Manual to three times
a year instead of the present four times a year. The
object is to save money and to bring the schedule in
line with the publication dates for the Air Traffic
The August, 1980 issue of Reader's Digest had an
article called "Why People Make Mistakes". It is a
condensation of a longer article that was in the April
issue of "Psychology Today". When people do "dumb"
things like mindlessly putting ketchup into their cof-
fee (or landing a plane with wheels up), the basic cause
is that the human brain is a very sophisticated com-
puter. Sometimes it gets overloaded and sends out a
wrong message. By all means read this article if you
have not already done so. It will make you a better
pilot by teaching you something about how your brain
Readers of Th e VINTAGE AIRPLANE will recall that
in two different issues prior to Oshkosh '80, mention
was made of the efforts of the West Coast Cessna
1201140 Club to generate interest in a mass flight to
the Convention. Their efforts were successful be-
cause at noon on August 1, twenty-one Cessna 120/
140 types flew into Oshkosh in formation, in 3 groups
of 5 and 1 group of 6.
The initial departure point for the organizers was
some place in Northern California (must be a secret
hideout because the airport was never mentioned).
Others joined the group along the way at stops which
included Battle Mountain, NV, West Yellowstone, MT,
Lake Andes, SO, and Monticello, IA.
At Monticello the group had grown to 21 planes plus
two non 1201140 types, and represented the states of
California, Montana, Arkansas, Washington, Texas
and Ohio. Ohio? This was the group that proceeded
to Oshkosh, arrivi ng information on August 1.
They were able to park together at Oshkosh be-
cause they phoned ahead from their last refueling
stop giving their ETA and number of aircraft, which
allowed the Antique/Classic parking committee to
plan for their arrival.
If other type clubs would coordinate their arrivals
in similar fashion, they could be assured of parking
their aircraft together at Oshkosh .
Some of the above information was extracted from
Laura Woodward's "Oshkosh Report" in the October
issue of the "West Coast Cessna 1201140 Club News-
letter" .
Chapter Meeting Place Insurance is available for
active, incorporated Chapters of the Antique/Classic
Division of EAA. This FREE million dollar general
liability coverage is available by application to:
The Richards Agency
P. O. Box 2424
Osh kosh, WI 54903
Telephone, 414/235-1980.
The programs and assistance provided by EAA are
available to the Chapters of the Antique/Classic Divi-
sion. If we can be of any assistance please contact
the Chapter Office at EAA Headquarters, phone 4141
The dates for the 1981 Reno National Champion-
ship Air Races have been scheduled for September
18-20, according to Thornton Audrain, race chairman.
" The races will be moved back a week later than
usual in an effort to avoid conflict with the Nevada
State Fair," Audrain explained. Since the conclusion
of this year's races, the Board of Trustees have been
concentrating on stabilizing the Unlimited race course.
"We are now working with other outdoor recreation-
oriented organizations to study the feasibility of mak-
ing the race site a year-round facility," he added.
Race Director Floyd Edsall termed this year's races
a success even though admission prices were not
raised. "We still managed to have a successful three-
day event in a time of inflation, when our operating
costs were increased sufficiently," Edsall said.
Edsall explained that the Board is working on many
improvements for the coming year. Among them are
the upgrading of the general admission seating area.
Several thousand better quality seats will be added,
along with a number of reserved seats, to avoid over-
crowding. The Board is also trying to develop more
readily available parking for daily spectators.
Three aircraft owners  stood,  by  chance 
on  an  empty,  lonely field 
Each  one  lost  in  memory 
Of times  'fore  the  gate  was  sealed 
Of Wacos,  Fleets  and  Kitty  Hawks 
one  man  among them  thought 
Another  dreamed  of ages  past 
and  the  students  he  had  taught. 
The  third  man  thought he heard  the  roar 
of engines,  strong  and  round 
And  strained  his  eyes  to  see  a plane 
where  he  thought he  heard  the  sound. 
Of only  three  I  speak  in  rhyme, 
tho  they  number  by the  score 
The  ones  who search  the  grassy  fields 
for  the  things  that are  no  more. 
The  country fields  that  they called  home 
have  slowly  disappeared 
And  factories ,  shops  and  industries 
their  ugly  heads  have  reared. 
The  aeroplanes  that  they  displaced 
are  here,  as  in  the  past 
Restored  to  live  and  fly again 
their  heritage wi ll  last. 
From  asphalt  runways ,  hard  and  long 
they  fly  on  gold  priced  gas 
But  in  their  hearts  they'd  like  to  hear 
The  swi sh  of  summer grass! 
By  AI  Wh eel er,  AIC  55 19 
12  Bi shop  Pine  Lane 
EI  Sombrante,  CA  94803 
(Ph otos  by Gene Chase) 
Two  vi ews  of  the  1955  Czechoslovakian  Super  Aero  45 
which  won  the  Most  Unique  Classic  Award  at Oshkosh 
'80.  Owner  is  Jon  Svendsen,  Waterloo,  fA.  Th e  propeller 
i s  in  th e  full  feath ered  positi on  on  th e  105  hp  Walter 
Minor  4- fll  engine,  above.  Th e  large  and  very  effective 
fl aps are shown  bel ow. 

Gatqe rillS
of tqe Clan FlY ill
by Claude  Gray 
fAA  9052,  AIC  1003 
9635  Sylvia  Avenue 
Northri dge,  CA  9 1324 
Photos by  Bob  Steel e Ph otograph y 
What  started  out  a  few  years  back  as  a  once-a-year 
Sunday  afternoon  get-together,  has  grown  into  a 
very  special  event  that  attracts  some  400  antiquers. 
This  gathering  takes  place  in  April  at  Cable  airport, 
located  on  the  east  edge  of  Los  Angeles,  California, 
a few  miles  north  of Ontario and  Chino  airports . 
Th e  host  for  the  occasion  is  Divi sion  member  Lane 
Leonard,  a  retired  American  Airlines  Captain  and  an 
antique  airplane  enthusiast  of  long standing.  He  owns 
a Staggerwing  Beech  and  a 4000  Travel  Air.  His  hangar , 
wher e  the  " Gathering"  is  held,  is  a  mini-museum  it-
self,  with  many  old  aviation  publications ,  parts  from 
Left  is  Guest  of Honor,  Bud  Gurney,  earl y  fl ying  buddy  of 
Charl es  Lindbergh.  On  the  ri ght  i s  host,  Lane  Leonard. 
Th e  Classi c  Car  Club  of  Ameri ca  and  The  Roaring  20's 
many  beautifully restored antique  autos. 
famous  airplanes  of  the  past,  autographed  pictures 
and articles of many aviation greats of past and present. 
Each  year  Lane  honors  one  guest  who  is  notable  in 
aviation  history.  In  1979  the  honored  guest  was  Gen-
eral  Jimmi e  Doolittle.  This  year  the  occasion  was  " Bud 
Gu rn ey  Day".  Bud' s  experiences  in  aviation  spanned 
the  time  from  the  earl y  Jennys  on  through  the  days 
of airlines,  flying  DC-8s  with  United  Airlines.  In  the 
early  20's,  Bud's  aviation  career  included  barnstorm-
ing  and  later  flying  the  air  mail ,  where  he  spent  time 
on  the  same  line  with  Lindbergh  on  the  SI.  Louis  to 
Chicago  air  mail  route. 
......   ... ..... 
Club  joi ned  the  festiviti es  to  add  a  nostalgi c  note  with 

The following is an excerpt from some of Lind-
bergh's writings. It was written about a time when
Lindbergh visited his friends at the Lincoln Standard
factory, after not having seen them for seven months.
Their time was spent in the usual way, doing much
ground flying and catching up on events . The fol-
lowing quotation refers to that session and what fol-
"I soon learned that Bud Gurney had made a para-
chute for himself and was intending to test it by the
simple method of going up to an altitude of fifteen
hundred or two thousand feet and cutting loose from
the plane. If the chute opened, it was successful.
" After a great deal of persuasion I prevailed upon
him to let me take him up in my ship while we made
the first test with a sandbag. The tanks had just been
filled with fuel but I had unlimited confidence in my
Jenny and we lashed the parachute and a sandbag on
the right wing. Bud, who weighed one hundred and
sixty-five pounds himself, climbed into the front cock-
pit and we started to take-off with a total load of about
six hundred pounds, to say nothing of the resistance
of the sandbag and parachute, which were directly
in the slipstream from the propeller.
" Even with this load we cleared the nearest obsta-
cle by a safe margin and finally attained an altitude
of about two hundred feet. Then we were caught by
a descending current of air which carried the plane
down to within ten feet of the ground, and try as I
would I could not get any higher. A wooded hill was
directly in front, and to avoid striking the trees I
turned downwind. A railroad trestle was then in front
of us and we stalled over it by inches. For the next
five minutes we dodged hills, trees and houses. I
signalled Bud to cut the sandbag, but when he started
to climb out of the cockpit to reach it, the added re-
sistance brought the plane down still lower. Then in
front of us appeared a row of trees, much higher than
the rest, which I knew it would not be possible to get
over. We were then passing over a grain field, and I
cut the gun and landed down wind. The grain was
high enough to keep the ship from rolling far, and we
unloaded the sandbag before taking off again. With
the weight of the bag and its resistance gone, we had
no trouble getting out of the grain and back to the
flying field.
" A week later Bud carried out his original inten-
tion of testing the chute. It was successful. "
. .. Charles A. Li ndbergh
Thi s  Monocoupe  was  originall y  owned  by  Tony  LeVi er. 
He  recentl y  purchased  the airpl ane  and restored  it. 
Warner  powered  Fairchild  22,  owned  by  Kal  Irwin,  Santa 
Bud  retired  a  few  years  ago,  and  since  has  con-
tinued  to  be  very  active  in  antique  aircraft  restora-
tion  and  flying.  He  has  a  Gipsy  Moth  and  is  seen  at 
most  of  the  West  Coast  fly-ins  year  after year. 
Attending  this  year  was  the  well  known  jimmie Mat-
tern.  He  is  known  for  record  breaking  flights  in  the 
early  30' s  across  the  Atlantic  in  a  Lockheed  Vega  and 
nearly  successful  round-the-world  flight  during  that 
time.  He is  holder  of  many  early  records. 
Martin  jensen  was  present  this  year  and  is  remem-
bered  as  2nd  place  winner  of  the  famous  Dole  Pine-
apple  Race  in  1927  from  Oakland,  California to Hawaii. 
The  race  was  won  by  the  late  Art  Goebel.  Only  these 
two  planes  made  it  out  of  eleven  that  tried.  Many  of 
the  other  planes  that  tried  either  aborted  or  cracked 
up  on  take  off  due  to  being  so  over  gross  that  they 
just  could  not  fly.  The  others  were  lost  enroute.  As 
the  story  goes,  Goebel  would  often  remind  jensen 
that he really came in last. jensen would remind Goebel 
that  he  did  not  do  so  well  either,  as  he  was  next  to 
From  the  racing  days  of  the  past  was  guest,  Cliff 
Henderson.  Cliff  was  managing  director  of  the  Na-
tional  Air  Races  for many years,  starting in  1928. 
Tony LeVier,  well  known  retired  Lockheed  test  pilot, 
brought  out  his  recently  restored  1928  Velie  Mono-
coupe. As  you  can  see from  the pictures,  it is  a  beauti-
ful  restoration.  He  has  since  picked  up  a  few  top 
trophies  at  fly-ins  including  Watsonville  and  Chino. 
Please  note  his  new  title  on  his  T-shirt.  Test  flying 
restored  Monocoupes  must  not pay  too well! 
There  were  over  40  Antiques,  Classics ,  Warbirds 
and  Homebuilts  on  the  field. 
Two  car  clubs  were  invited :  Classic  Car  Club  of 
America  and  The  Roaring  20's  Club.  Their  members 
brought  out  over  50  very  top  quality  antique  cars  for 
display.  This  added  much  color  and  interest  to  the 
"Gatheri ng". 
The  " mean  looking"  fellow  in  the  straw  hat  is  Mor-
gan  Woodward  of  movie  and  TV  fame,  who  is  well 
known  for  his  roles  as  "the  bad  guy" .  He  is  really 
just  the  opposite  and  an  antique  airplane  enthusiast 
from  years  back.  He  is  presently  between  ai rplanes 
because  of  lack  of  time,  but  a  few  years  ago  he  re-
stored  and  flew one  of  the  nicest  PT-19s  around. 
The  weather  was  great  this  year ,  with  a  turnout  of 
people  who  consumed  over  400  delicious  bar-b-que 
beef  dinners.  The  beef  was  furnished  and  cooked  by 
one  of  the  antiquers.  Salads  and  other  good  food  was 
furnished  by  the  wives.  This  is  always  a  great  event 
and we are all looking forward to next spring' s " Gather-
ing  of  the  Clan". 
On  l eft  i s  Jimmy  Mat/ ern,  earl y  record  holder  wi th  his 
Lockheed  Vega.  On  ri ght  i s  host  Lane  Leonard,  ori ginator 
of " Gathering  of the  Clan" . 
Ton y  LeVi er  capitali zing  on  his  recent  exp eri ence  as  a 
Monocoupe  test  pilot  is  available  for  those  needing  his 
servi ces  (maybe) . 
Claude  Gra y  on  ri ght, 
auth or  of  this  arti cl e,  i s 
having  a round  with  movi e 
and  TV  " bad  guy"  Morgan 
Woodwa rd,  who  is also an  ..... 
antique airplane buff when 
he  is off screen. 

Brad Larson's Rya n Sew.
Martin jensen, second (a nd last) place winner
of 1927 Dole Pineapple Race.
Gray's American Eagle didn ' t l et that P-51 dampen its spirit.
The Klemm L 25 d VII R owned by Rolf Ehmann,
EAA 55441 and a member of the Oskar-Ursinus-
Vereinigung, the German counterpart of EAA, has
been nominat ed by the International Amateurbuilt
Aircraft Committee (CiACA) of the FAI to receive the
Phoenix Diploma for 1980.
This prestigious award was created by the FAI in
1978 for the best restoration of a vintage airplane (over
30 years old) by an individual amateur. In 1979 the
award went to a French Simoun.
This Klemm , Serial Number 978 was built in 1933/34
by Klemm Lei chtflugzeugbau at B6blingen in Ger-
many. It was certifi cated in 1934 with the registration
This photo was not capti oned but we assume th at one of
the gentl emen is Rolf Ehmann, the owner of the beautiful
award winning Klemm. Note the 1976 EAA winged decal
on the fuselage side on the trim line between the cockpits.
designation D-ELAH . The aircraft was sold to the
Deutscher Luft sportverband Kempten, a sport avia-
tion club. In 1938 it was operated by the Shell Flight
Center in Hamburg. The last inspection of the aircraft
took place in 1938 in Hamburg and the plane did not
fly during World War II .
After the war the aircraft was taken over by a holders
pool within another sport aviation club, the Luftsport-
verband Bonn , which included among its members
Peter Klimpel, Hans Frintrup, Josef Baier , Matthias
Ludwig and Heinz Simon. They restored the aircraft
and it received a new registration designation, D-EJOL.
After numerous flights during the next ten years
EDITOR'S NOTE: The photo and the above i nfor-
mation was sent to us by EAAer Wolfgang Wagner,
AIC 3074, of West Germany.
it was bought in 1975 by Rolf Ehmann who is the
present owner.
The aircraft still is in good airworthy condition and
it holds a standard certificate of airworthiness. The
aircraft is entirely original, with no modifications to
be found when checked against drawings bearing dates
prior to that of the machine's production. The 85 hp
HM 60 R Hirth engine bears serial number 857 as was
entered in the aircraft's first documents.
There is no problem with hangar space for Mr. Eh-
mann as the wings are removable and can be fitted
to the fuselage in no more than eight minutes.
The aircraft is based at G6ppingen Berneck where
the Fritz Ulmer Oldtimer Collection can also be found.
About 600 of this type were sold during the 1920's
and 30's.
NOT  REALLY  .. . 
Story & Photo by Gene Chase
How many Piper J-3's do you suppose are flying
today, still with the origi nal factory installed engi ne
and propeller? How about a Cub with one original
tire and the original tailwheel? (The other tire was
replaced by a used one in 1948 when the plane was
two years old!)
This unusual Cub is owned by Arthur L. Johnson,
a farmer near Berea, Nebraska in the northwest cor-
ner of the state. It was manufactured on 2/28/46 and
Art purchased it from the original owner the follow-
ing year.
Total time on the airframe and engine is 992:00
hours and the C-65 engine has just undergone its
first major overhaul. It previously had been topped
The original fabric was replaced recently with Grade
A Cotton and butyrate dope by Dick Bosn, an A & P
mechanic at Scottsbluff, Nebraska. Dick was very care-
ful in maintaining authenticity and was disappointed
when he could not obtain the original style Sensenich
decals for the wood prop which he refinished .
Art operates his prized Cub off a small grass strip
on the edge of Berea and he fully intends to fly the
p lane for another 30 plus years .
(Phoro by Ron Al exander)
Th e locati on of this beautiful scene i s Cedar Ri dge Air-
port near Griffin , Georgi a and the time was earl y Sept em-
ber, 7980. Th e Stearmans bel ong to Carl King, j oe Shelor
and Ron Al exander, all Delt a Air Lines pil ots. The Ford
and th e Pure gasoline pump are owned by Ed j ones.
by Gene Chase
Seven years ago the EAA Air Museum Foundation
acquired a Ford Tri-Motor from an insurance company
when a freak wind storm lifted it from its moorings
and severely damaged it at the Burlington Wisconsin
Airport. It had been owned by Dale Glenn of Lawrence,
Kansas and was a familiar sight over the years at EAA
Conventions at Oshkosh, and before that at Rockford ,
Cash donations to the Ford Tri-Motor restoration
fund have been coming in, due mostly to a 60 page
booklet, "A Ford In EAA's Future" , by George Hardie,
Jr. This publication is not for sale but it can be ob-
tained free by anyone making a ten dollar minimum
donation to the SAVE THE  FORD FUND.
" A Ford In EAA' s Future" is a brief history of the
development of Henry Ford' s "Tin Goose" and spe-
(Photo by Dick Stouffer)
Th e Ford taking off with a load of passengers at th e fAA
Convention at Rockford, Illinois in 7969.
cifically EAA's Ford 4-AT-E, NC8407, Serial Number
4-AT-69. The booklet is 8'12" x 11 " in size and in addi-
tion to the fascinating story of Ford planes, it con-
tains many outstanding photos, including several from
the Ford Archives .
The fuselage of NC8407 was damaged so badly that
it could only have been rebuilt in a jig. It so happened
that KAL-AERO, Inc., of Kalamazoo , Michigan had
such a fixture thanks to the Ford Tri-Motor fuselage
which J. R. Nielander retrieved from a Nicaraguan
jungle in 1975, and donated to the EAA Air Museum
Fou ndation .
This fuselage was corroded too badly to ever be
airworthy, but ·it served just fine as the pattern from
which KAL-AERO constructed a jig. The first use of
the new jig was to rebuild the Island Airways' Ford
Tri-Motor which had been substantially damaged in
a landing accident in 1978.
The Island Airways Ford was completed last April
and KAL-AERO immediately began work on the EAA
Ford . By the time Oshkosh ' 80 rolled around, they
had completed the fuselage rebuild from the fire-
wall to the station aft of the cabin door. That was the
portion which KAL-AERO had trailered to the Con-
vention and placed on display near the Mini Museum
Since then the fuselage framework has been com-
pleted and is now ready for its covering of corrugated
aluminum. However, the project is currently at a stand-
still because the SAVE THE  FORD FUND is depleted.
The Museum's interest in acquiring the Ford back
in 1973 was to save this priceless bit of aviation his-
tory. NC8407 made its first flight on August 21, 1929
and then was sold to Pitcairn Aviation, Inc. , which
was later absorbed by Eastern Ai r Transport. More of
the aircraft 's interesting background is described in
the booklet , " A Ford In EAA's Future".
Why' not make a ten dollar contribution today to
the SAVE THE  FORD FUND, and receive the Ford story
as a gift from the Museum? Better yet, make several
ten dollar contributions and give the books as Christ-
mas gifts.
Contributions may be made to SAVE THE  FORD
FUND, EAA Air Museum Foundatioll , Inc. , P. O. Box
469, Hales Corners, WI 53130.
(Photo  by  Lee  Fray) 
This  i s  a result  of  th e  fr eak  wind  storm  whi ch  hit  the  Bur-
lington,  Wi sconsin  Airport  on  June  76, 7973. In  addition 
t o  the  Ford  Tri-Motor,  several  oth er  aircraft  were  also 
(Photo  by  Gene  Chase) 
Th e  parti all y  rebuilt  fuselage  of  the  Museum  Ford  Tri-
Motor  l ooked  like  thi s  at  Oshkosh  '80.  The  remainder  of 
the  fusel age  framework  has  since  been  completed.  KAL-
AER O  is  doing  a remarkable  job  with  this  project.  Th e 
plane  will be li censed Standard  Categor y when  compl eted. 
by  Charles  W.  Lasher 
The  Aeronca  Owners  Club 
74700  Lake  Candl ewood  Court 
Mi ami  Lakes,  FL  33074 
This  book  is  modestly  described  by  the  editor,  Jer-
rold A.  Elling, as  "An Edited  Compilation of the Aeronca 
Owners  Club  Bulletins".  That  probably is  a  true  state-
ment,  but  it  certainly  gives  no-insight  as  to  the  vast 
amount  of  useful  information  contained  in  this  240 
page publication . 
It  tells  the  reader  what  to  look  for  when  buying  an 
Aeronca .  It  gives  the  designation  and  specifications 
for  the  7  and  11  series  airplanes,  as  well  as  conver-
sion  information  on  the  various  models. 
AD's  and  Service  Bulletins  are  covered  including 
" Aeronca  Service  Letters"  and  " Aeronca  Helps  and 
Maintenance,  repair  and  restoration  information  is 
included,  along  with  excellent  photos  and  drawings. 
Original  factory  paint  schemes  and  colors  are  de-
scribed  in  detail. 
This  large 8%" x  11" volume  published  by  Flambeau 
Litho  Corporation  of  Tony,  Wisconsin  is  a  must  for 
all  Aeronca  buffs  and  especially  those  who  own 
Champs  and  Chiefs .  It's  a  shame  that  comparable 
publications  aren ' t  available  for  other  popular  vin-
tage  light aircraft. 
Gene  Chase 
6Zub rJiZyJn 
The National Stinson Club's 108 Section held its
Fourth Annual Fly-In at the south central Nebraska
village of Mi nden on july 18, 19, and 20th. Forty-six
Stinsons were registered, with several other planes
flying in and over twenty Stinson lovers driving in.
The Stinson aircraft in attendance gave testimony of
the great pride of ownership. Twenty-one states and
Canada were represented, with Texas, Nebraska, Kan-
sas, and Minnesota having the most present . Aircraft
also attended from Washington and Oregon on the
West Coast and Maryland and Ohio from the East,
with the longest distance being flown from Merigo-
mish, Nova Scotia, Canada, by t he Frank Penny family.
Articl e and  Photos  by  Mi chael  C. Emerson,  AIC  2423 
708  West  16 Street 
BI g  Spring,  TX  79720 
All of the previous three 108 Section fly-ins have
been held at Minden, originally organized by current
Fly-In Chairman Bob Near of Hastings, Nebraska. The
local Experimental Aircraft Chapter 544 with Minden
Coordinator john Al bers have traditionally been hosts
for the Stinson Fly- In.
Early arrivals came in Thursday evening, with the
majority of the attendees arriving on Friday and Satur-
day morning. There was an ice cream social Friday
evening at the Kearney County 4-H Community Build-
ing on the airport premises . Seminars were held in
the same building Saturday afternoon as well as the
Banquet and Awards Presentation Saturday night.
Seminars included recovering and painting; the
story of Aviatrix, Phoebe Omelie; a presentation by
Phillips Petroleum of their XI C  oil; and a presenta-
tion on repair of metal parts on the Stinson 108 series .
Steve Dyer , President of Univair, conducted the re-
covering and painting seminar. Steve, a veteran of
five complete aircraft restorations and countless parts
projects, gave tips on how to uncover, then cover and
finish your aircraft. He talked about some of the newer
products available (especially those from Randolph,
one of Univair's distributor lines) and techniques for
applying them. He showed a rudder covered in Ce-
conite and cotton and finished in various methods.
The original paint scheme drawings for the Stinson
108' s were also displayed.
jane Ormsby Stevens presented the Phoebe Omelie
Story. She told of her past six years researching the
Aviatrix through use of slides of old newspaper arti-
cles and pictures. Phoebe Omelie and her husband
formed a famous flying stunt team that toured the
United States in the 1920's, and later she went on to
win national air races on her own. In 1933, President
Roosevelt appointed her to the National Advisory Com-
mittee on Aeronautics as a technical advisor, and in
1941 she became a flying specialist for the Civi l Aero-
nautics Administration. She and Amelia Earhart got
involved in a project to mark the names of towns and
cities on the roofs of buildings and on highways as a
gUide to pilots.
George Leamy of Spartanburg, South Carolina, gave
his usual interesting seminar - this year on repair
of Stinson metal parts. George covered repair of vir-
tually every metal part with rivets, body epoxy, and
with Lumiweld. The Lumiweld process accomplishes
wel ding without flux and by dissolving and fUSing
with aluminum at a temperature about 400 degrees F.
below normal melting temperature of aluminum. It
is a beautiful way to wel d up minor cracks and tears
in non-stru ctural al uminum parts . For further infor-
Bruce  H oover,  ri ght,  Chairman  of th e  108 Secti on  of the 
Nati onal  Stinson  Club  presents  an  Appreci ati on  Award 
to  Bob  Near.  Bob  founded  th e  108 Fl y- In  in  1977 and  is 
th e  current  Fl y- In  Chairman. 
mation on the Lumiweld process, write Dept. H, Al umi-
smiths , Inc., P. O. Box 517, Deland, Florida 32720.
George also made reference to an Air Progress maga-
zine article entitled " All About Riveting" by Matt
Bill Ackerman , Aviation Sales Representative for
Phillips Petroleum , gave a presentation on th eir rela-
tively new multiviscosity aviation oil , " X/C",  for cross
country. Its merits are the same as for automotive oils
in that i t maintains the correct viscosity at a range of
temperatures, thus maintaining optimum lubrication
of engine parts.
There was a static display (engine conversion kit)
Don  and  Anna  Maxfi el d,  Kearney,  Nebraska.  1944 Stin-
son  V-77, NC33543.  Winner  of Best  C uI/wing  award  and 
the  Sweepstakes. 
Cork y Barnett and sons, Ponca Cit y, OK. 1947 Stinson
108-2, N9836 K. Bes t Modifi ed Stinson and th e bes t of
all - th e GRAND CHAMPI ON.
Frank Penny and famil y, Meri gomi sh, Nova Scoti a, Canada.
1948 Stinso n 108-3, C-GLDA. Longest distance award.
provided by Univair and Alpine Aviation (Mike Mc-
Daniels, Tom Bond , and " Bobcat") . Craig and Julie
Baldwin brought a new Lycoming 180 hp engine from
Colorado and newly manufactured parts for the 180
hp and 200 hp Lycoming engine conversion for the
Stinson 108 series .
At the Saturday evening Awards Banquet , Bob Near,
John Albers , and Osee Newbold were recognized for
their efforts in organizing the 1980 Fly-In. Receiving
the award for the Best Stinson 108 were Richard and
Julie Klepperich of Webster , Minnesota; Best 108-1 -
Raleigh and Pat IIlgen of Watertown, Wisconsin ; Best
108-2 - Merle and Marge McNeel of Litchfield, Ne-
braska; Best 108-3 - M. C. Hanley of Pauls Valley,
Oklahoma; Best Pre-War Voyager - Bill Lakes of Man-
hattan, Kansas, for his HW-7S; Best V-77 - Don and
Anna Maxfield of Kearney, Nebraska.
Other awards were made for Most Original Restora-
tion - Charles and Louise Idler of Kirk, Colorado,
for their 1949 Piper Stinson 108-3; Best Modified Stin-
son 108 - paul and Maria Taipale of Belleview, Wash-
ington ; Best Modifi ed Stinson 108-1 - Jerry and Jane
Callahan of Portage, Michigan; Best Modified Stin-
son 108-2 - Ray and Marilyn Helmich of Kansas City,
Missouri ; Best Modified 108-3 - George and Linda
Leamy of Spartanburg, South Carolina.
Awards were also presented for Best Modified Stin-
son to Corky Burnett of Ponca City, Oklahoma, who
also won the Grand Champion award for his Stinson
108-2. Sweepstakes were presented to Don Maxfield
for his V-77 Gullwing. Other awards were presented
for Best Work Horse to Ronald Mosman of Minne-
apolis, Minnesota; to the Oldest Pilot , Charles Idler,
age 72, of Kirk, Colorado; and to the Youngest Pilot,
Bill Delise, age 16, of Bingham, Nebraska.
Appreciation was expressed for the hospitality ex-
tended by Lil ' Red Aero, local FBO managed by Louie
and Don Bosworth. Thanks was also given for the
support of the Minden Chamber of Commerce and,
of course, to Harold Warp, owner of the Pioneer Vil-
lage Museum for his unending support and gener-
osity extended to the Stinson Club.
The Stinson Club looks forward to another success-
ful fly-in at Minden, Nebraska, in 1981 .
Bill Laker, Manhattan, Kansas . His 1939 Stinson HW-75, Juli e and Ri chard Kl epperi ch, Webster, Minnes ota. 1946
NC23 7 10 won the Bes t Pre- War Voyager award. Stinson 108, N97607. Bes t Stinson 108.
Plans For The
GERE Sport Biplane
Part  I  of this  2 part  seri es  appeare(1  in  the  November,  1980 i ssue  of  Th e  Vintage  Ai rpl ane. 
This excellent photo of the Gere Sport Biplane speaks for
itself. Good design, clean lines and beautiful workmanship.
Part 2 As Taken From The EAA Reprint Of The
1933 Flying Manual.
by  Douglas  Rolfe 
This  chapter  shows  plans  for  building  the  Gere  Sport  deal of banging about. Now, rightly or wrongly, most
Biplane  wings,  tail  assembly,  controls,  and  control  sur-
training ships are of the biplane type and from this
faces.  When  you ' ve  finished  ship  you' ll  have  a light  bi-
we may assume that the type is particularly well suited
plane  that is the  last  word in  modern  design. 
to hard usage if not actual abuse. Certainly it can com-
bine rugged strength with low weight - two factors
which are of supreme importance in any lightplane
In case you fellows who have followed this article design.
think I am hipped on the subject, let me confess to " The  writer's  purpose  in  designing  this  plane  was  to
a weakness for biplane design. Amateur builders as make  a lightplane  that  would  perform  like  the  ordinary 
a rule do not have very much flying time behind them commercial  or  training  plane  and  be  of modern  design 
and therefore need a plane which will stand a good and  construction  throughout  the  entire  structure  .  .. the 
factor  of safety  often  is  maintained  throughout  and  i s 
greater  in  many  places."  (From the unfinished notes
of George "Bud" Cere.)
After reading Bud Cere's stated reason for design-
ing and building this ship and after digesting the plans
and pictures which accompany this article there is
little doubt in my mind that you will feel inclined to
agree that he just about hit the mark.
As mentioned in the previous installment, every-
thing has been done to try and make the accompany-
ing working drawings self-explanatory. It has also
been explai ned that th rough unfortunate circu m-
stances the builder of the original ship was unable
to complete the plans himself.
Now it is literally impossible in the limited space
at our disposal to cover every single detail of any air-
plane design and the prospective builder must be pre-
pared to exercise a certain amount of ingenuity and
generally use his own head. These remarks are par-
ticularly directed to those who may feel the urge to
write in and complain that I have not covered the en-
tire ship.
My personal opinion is that builders will always take
certain liberties with one or more details of the de-
sign they are reproducing; and for various reasons,
not the least of which is the desire to incorporate
some little improvement of their own - fancied or
real - into the finished job. Which seems to me a
healthy attitude deserving nothing but praise so long 
as the  important  features  of the  design  are  not  tampered 
with . 
For the builder who is tackling his first job and who
therefore is rather at sea when it comes to tackling
some of the construction operations I can think of
no finer advice than to recommend the purchase of
a copy of the 1932 Flying Manual. This is literally a
mine of information and contains not one but several
airplane building articles. Written as they are by dif-
ferent designers and specialists, these articles are of
unusual value to the amateur builder and a careful
perusal of this volume will put the reader in posses-
sion of just about all the written knowledge neces-
sary to build the Cere plane from the plans furnished
Now having got that off my chest let's proceed with
the work in hand:
You will see by the drawings and photographs that
the wings are cut off square at the tips. This elimi-
nates the making of curved tips, which are hard for
Gere Sport built by A. S. Smokovitz, Vulcan, Mich., in 1934. Powered with a 60 hp Dayton Bear engine.
(Photo by Jock McRae)
most amateur plane builders to make all alike. There
is so little loss in dynamic effect in using a flat tip on
a plane of this size and type that the additional work
involved in making curved tips is not warranted.
The spars are designed large enough to permit the
use of pine if spruce is not available, but spruce is
recommended. They are 1 in. thick. The depths of
front and rear spars respectively can be obtained from
the working drawings. The spars are not routed to
form I beams, as difference in weight is so slight that
it would not pay to have it done in a mill and to rout
them by hand is a tedious operation requiring a good
deal of time and care. Top and bottom edges of the
spars should be beveled to meet the form of the rib,
this operation naturally being delayed until after the
ribs have been made. While making the wing spars
it would be a good plan to make the center section
spars, one front and one rear, following th e draw-
ings for length.
Each of the two upper wings requires nine full ribs,
the two lower wings will each account for another
four full ribs and five shorter ribs which extend to
the rear spar only. In addition to these four more ribs
will be needed to complete the center section, mak-
ing a total of 30 full ribs and 10 short ribs to be made
before the wings and center section can be assembled.
The ribs are made from 1/8 in. by 1/2 in . spruce with
gusset plates of 1/32 in. fiber. This latter material is
obtainable from most electric supply houses and is
recommended in preference to plywood, which,
though permissible, is more difficult to handle.
After laying out the rib jig from the drawings, steam
the cap strips until they are pliable enough to be bent;
then place them in the jig. Next cut the truss strips
to size and set in place, brush plenty of waterproof
glue into each joint and nail the gussets on, taking
care to use plenty of glue on each gusset before set-
ting it in place.
Twelve compression ribs - three to each wing -
are specified in the plans. These are illustrated in de-
tail on the wing drawing. They are made by stiffen-
ing the ordinary ribs at the point specified. It would
be a good plan to make all four ribs for the center
section in this manner. The slight increase of weight
is nothing in comparison to the extra stiffness which
will result from this treatment.
When all the ribs have been completed and the
spars shaped to accommodate them the wings are
almost ready to assemble. First, however, the spars
have to be drilled for drag fittings, interplane strut
A !JOOd view of the wing construction. It is
suggested that 20 gao steel wire be used for
the false ribs instead of shaped aluminum, as
used on the original job.
Working drawi,ngs of the wings and center section are given here. Note the position of the surge tank in the middle panel
of the center section. A further improvement would be to place this tank on one side and the gas tank on the other.
The center panel could then be braced as shown in the drawing. Tips of the wings a,re square for simple building.
fitt ings , etc. , and the fittings themselves made. Fol-
l ow th e pl ans f or these units. Drill the rear spar of
each l ower wi ng to accommodate the ai l eron hinge
bolt s and cut the f uselage end of all the l ower spars
t o an angle of 10 deg. This angl e i s necessary in order
to secure a snug fit in the wing fi tti ngs attached to
the fusel age on account of th e dihedral angl e of the
l ower wi ng.
The wi ngs may now be assembl ed. Sli p the ribs i n
place, foll owi ng the pl ans for position, and secur e
in place. Bol t th e drag f i tt ings i n place and rig the
wi ng wi th No. 10 aircraft wire, usi ng 325 SF turn-
buckl es to tighten. Great care should be taken i n ri g-
ging the wi ngs to insure that t hey are fi ni shed abso-
lutely true.
False ribs extending fr om the top of the f ront spar
to the lead ing edge of the wing and si tuated between
the main ribs are advisabl e. They are not shown in
the drawings but can quickl y and easil y be made by
taki ng l engths of 20 gao hard wir e and shaping it to
th e contou r of the nose ribs . The ends of these wi re
nose ribs are pressed fi rml y i nto hol es drill ed in the
f ront spar and the l eadi ng edge. If a more powerful
mot or is considered i t will be advi sabl e to cover t he
enti re l eadi ng edge of the wi ngs from the fr ont wi ng
spar to th e l eading edge member wit h 1/32 i n. pl y-
wood . Th is i n additi on to the false ribs alr eady men-
ti oned.
The center section is the next point of attention.
Spars and ribs for this are exactly si milar to the main
wing construction, with the added suggestion that
all fou r ribs be stiffened in the manner prescribed for
the compression ribs. The spars should be drilled to
take care of the upper wing fittings before assembling.
On the original ship no provision is made to carry
either surge (water) or gas tanks i n this member. It
was decided later to incorporate one or both of these
tanks into the center section and our recommendation
is that actually both tanks should be located here. It
will simplify things generally and in consequence of
this. decision a layout showing this form of install-
ment has been added since the first plans were made
- this layout will be found on the conti nuation pages.
It shows the disposition of the two tanks and you
will see that this arrangement takes a slight change
in the rigging essential. The tanks occupy the spaces
between the ribs l eft and right, the center space
being rigged with No. 10 aircraft wire the same as
the wings. So before drilling the center section spars
it will be necessary to check with the additional lay-
out reterred to.
The center section strut attachment system is shown
in the drawings.
Ailerons are employed on the lower wings only.
They are built up in the same manner as the wings
and are attached by three hinges which are shown
in detail on the drawings . The aileron control is
operated by torque rod and bell and crank. Thi s con-
trol , also shown in detail , should be made and fitted
before attempting to cover the ailerons and wings.
The entire framework of ailerons and wings should
be given a good husky coat of varnish before cover-
ing; and if you have any misgivings about the cover-
ing operation itself drag out the old 1932 Flying
Manual again - it tells all about it there!
The entire tail assembly is so thoroughly explained
in the detail ed drawings that little comment is neces-
sary. As it is a welded job from start to finish the same
care should be lavished on this unit as has been al-
ready given to the fuselage. Make the necessary hinges
for flippers and vertical rudder and all other fittings
shown in the detail. After the assembly is completed
This picture was snapped at Wold-Chamberlain airport just after the plane had won her
wings in a successful test flight _ George Gere, Sr. is seen congratulating pilot Elmore Wall
on his expert handling of the plane designed and built by his son.
The Gere rib is very strong and follows modern construc-
tion practice. Compression ribs are formed by covering
ordinary ribs on each side with 3/32 in. plywood. Use
this drawing in laying out a rib jig.
check for fit on the fuselage, as it may be necessary
to make a few alterations and this is more easily at-
tended to while the framework is still uncovered.
Gere plane as Bud built it is the excellent operation
of all the controls. As will be seen from the drawings,
positive control is used in all cases with the exception
of the rudder control, which is operated by cables.
These have been covered in great detail in the work-
The location of the control column and rudder bar
ing drawings. One of the outstanding features of the
is not arbitrary - these units may be placed in what
seems to be the most comfortable position for the
pilot. This being the case, control rod lengths and
similar measurements will have to be determined by
the builder to suit his needs.
MEMBERS ARE ~   ) ( l 8 GA .
The moving end joints for the center section, or cabane struts.
The only essential instruments are the oil gauge,
tachometer, altimeter, air speed indicator and switch.
For those who have the means the combination instru-
ment panel as used by Gere will add a finishing touch
to this smart little ship, but it can of course be dis-
pensed with .
Wing struts are covered in detail drawings. The
diagonal strut should be cut to the proper length
before welding and a jig should be used in assembling
both the outer bay struts and the center section struts.
The center section struts are welded to the spar fit-
ting at the top, but we recommend a moving joint at
the fuselage point of attachment. This is not neces-
sary and if the builder prefers he may dispense with
fuselage fittings and moving strut ends at this point,
merely welding the lower ends of the struts direct to
the fuselage. Flying wires and wing bracing generally
may be either 1/4 in. streamline cable or stranded
This simple arrange·
ment of gas and . wa·
ter tanks is recom·
mended as most prac·
The unusual radiator mounting
shown here is used with Ford
type motors as well as with the
Chevrolet seen in these pictures.
If an air·cooled motor such as
the Packmag Twin is installed,
the radiator is, of course, eli.

1'X20  GA  TUBES 
___........ _  _  6  FOR  NOSE 
__ --- "\  "  "  fRAMING 
DOTTED  OUTLINE  .......... ',_
, -
    --- - -=". 
Each  individual  builder  will  prob· 
ably  have  ideas  of  his  own  when  it 
comes  to  the  engine  cowling,  which 
will  have  to  be  modified  to  suit  the 
particular  power  plant  selected, 
The  above  sketches  will  be  helpful 
where  Ford  or  Chevrolet  engines 
are  used,  Straight  lines  carry  out 
the  general  lines  of  the  ship  and 
are  easier  to  handle,  Start  by  mak· 
ing  paper  patterns. 
1929,  1930,  1931 
2.50  ea. 
EAA  Air  Museum  Foundation, Inc. 
Box 469  Hales  Corners, WI  53130 
Allow 4-6  Weeks  For  Delivery 
Wisconsin  Residents  Include 4%  Sales  Tax 
cable.  Although  some  may  feel  like  using  ordinary 
aircraft  wire  for  rigging  the  wings,  it  is  not  desirable 
and  should  be  avoided.  Rig  the  ship  with  great  care, 
as  the  wings  must be  true  in  every  respect. 
Use  a good  grade  of airplane  fabri c  throughout  and 
give  six  coats  of  dope,  using  pigmented  dope  for  the 
last  three  coats.  Added  attractiveness  is  obtained  by 
finishing  the  ship  in  one  of  many  striking  color  com-
binations  which  Berry  Brothers,  Detroit,  furnished  on 
request  for  a  nominal  sum  - if indeed  they  make any 
charge  at  all. 
The  motor  cowling  will  naturally  depend  on  the 
type  of  motor  selected.  However ,  if  a  Ford,  Szekely 
or  Packmag  Twin  type  is  employed  it  will  be  neces-
sary  to  check  the  weight  and  point  of  balance  before 
making  a  motor  mount  to  accommodate  the  engine. 
In  any  case,  it  will  be  advisable  to  check  the  point 
of  balance  whatever motor is used, before  drilling  the 
engi ne  bearers  and  bolting  the  motor  down .  A  good 
plan  is  to  shift  the  motor  back  and  forth  along  the 
bearers  until  the  proper balance  is  obtained. 
If a  water  cooled  motor  is  used,  a  remote  tempera-
ture  gauge  should  be  fitted  and  the  motor  always 
run  up  to  about  150  deg.  F.  before  attempting  a  take-
off.  A  Paragon  10  J 60  in.  propeller  is  satisfactory  for 
the  Chevrolet  motor.  For  Ford  motors,  use  the  pro-
peller  recommended  by  Mr.  Pietenpol  and  for  other 
motors  obtain  the  manufacturers'  advice  on  the  sub-
ject . 
- - - - - - -
Closeup view of the aileron. The inboard
aileron hinge and a compression rib are
seen to advantage in this picture.
Tail group with elevators and
horizontal r u d d e r removed.
Close·up view of the plrtly finished
cockpit with instruments on panel.

. . i-x . _____.
'- ---'



              .... AIR  INTAKE 
----,  DOTTED  LINE 
Chevrolet motor cooling ho'okup.
.fIx  20 GA. TUBE 
ARE  16 
SPAR  ' 
This detail expl,ains the aileron
hinge constructio,n and gives furthe'r infor-
mation on the aileron controls.
The late Bud Gere survey·
ing his handiwork. This
photo emphuizes the all·
uound sturdy construe·
tion of the ship.
Extreme simplicity of the
Gere tail unit makes these
plans self·explanatory.
~ ~ ~
~   B O ~
j"x 20 GA . CONTROL
MADE UP OF i"x 20 GA •.
Note that the vertical rud-
der is the only cable o-p.
erated control.
w ~ ____~ ____________~ ~ ____________________~ ~ ______________~
Not to preface this narrative with, "Once upon a
by Wall y Smith
time ...", is difficult because as tempus fugits, the
activities of the original Marlboro Antiquers appear
to have faded away into a long ago story-book-like
tale . The locale was Marlboro Airport , situated on
Farm Road in Marlboro, Massachusetts. The field ,
the oldest privately owned in the state, having been
established in 1929. The year was 1960 when , for all
intents and purposes , the Marlboro Antiquers in-
formally organized and held their first fly-in, an event
which became an annual affair through 1966. Regret-
fully, it was decided that the proceedings had out-
grown facilities and the Marlboro Antique Fly-In was
held no more. Nevertheless, for seven years the
Father's Day weekend heralded one of the best known
and eagerly awaited fly-ins with participants arriving
from all parts of the country.
The nucleus of the Marlboro Antiquers was made
up, understandably, by owners of antique airplanes
and in 1960 these were: Don LaCouture, airport man-
ager and co-owner (with Tony Nunes), who owned a
Meyers OTW; Carmen Perrotti, Jr . , Fleet 16-B; Ted
Perrotti, Fleet 10; Ed Waters, Dart G; Bill Purcell,
Ryan ST3-KR; and Gerry Barg, Meyers OTW. The pre-
ceding aircraft were all active, flying from the field.
Another noteworthy airplane which was hangared at
Marlboro but which never flew there was a Rearwin
Speedster owned by Don.
As the years passed, other antiques such as Travel
Airs, Curtiss Robins, other model Fleets, a Kittyhawk,
Stearmans, Great Lakes and early Cubs have been in-
habitants, giving pleasure to the camera-toting fana-
tics as well as the casual spectator.
And so it was that the Marlboro Antiquers, zealots
to a man, would congregate most every Sunday morn-
ing, be it snow, rain or shine, to see what was hap-
pening; possibly a buddy ride in an old bipe, one
cared not where as long as that old radial was pop-
ping away up front; maybe a hot session of hangar
flying, slides and movies if the weather wasn't pretty
much CAVU; or just plain taking it easy under a wing
on a hot summer day.
Annual banquets, cookouts and social gatherings
served to mollify some of the wives and sweethearts
of the Antiquers who at times must have felt akin
to golf widows! But , by and large, the Marlboro An-
tiquers existed in a spirit of good fellowship and co-
operation, each one doing his part toward the suc-
cess of each fly-in, spot landing contest or what-
ever event had been undertaken.
The sixties were, in retrospect, the " good old days"
of antique airplane activity, at least here in the East.
There was no energy crisis, fewer restrictions on sport
flying by government and, most important of all, the
(photo by Don LaCouture, Ir,)
Lineup of four aircraft l eaving for Oshkosh 79 from Marl-
boro, Massachusetts.
(Photo by Ira Ward)
7929 Curti ss Robin C-2, when owned by th e Perrotti
Brothers, Thi s plane was the Grand Champi on at the AAA
National Fl y-In at Ottumwa, Iowa in 7962, Thi s Robin
i s now owned by the Hill Country Museum, Morgan Hill,
(Photo by Wall y Smith)
Trophy winners at the Marlboro Antiquers 7967 Fly-In,
Standing, l eft to right: Carmen Perrotti , Sr., Pete Brucia,
Fr. lohn MacGillivray, Arch McConnell, Ted Perrotti , Miss
Marlboro Antiquer, ludi Smith, Ted Larter, Bob Brodeur,
Demi Copadis, Bill Purcell, Front row, Don LaCouture,
Gerr y Barg with daughter Marcia, Art Bujnowski , Mike
Farrey, Dee Barnard, Carmen Perrotti, Ir., Di ck lohnson,
(Photo by Don LaCouture, Jr,)
Dave Watso n, President of fAA Chapter '673 enroute to
Oshkosh 79 in his Clip Wing Cub whi ch received th e
Custom Class " A" Award that year.
value of antique aircraft hadn' t soared to the point
where flying them presented a large financial risk.
Oh, well, it was fun while it lasted!
And so one story and one era ended as individuals
such as the Perrottis, Carmen and Ted, Dale Means,
Ed Waters and others, with the exception of original
Marlboro Antiquer, Bill Purcell, and a newer tenant,
Bob lebewohl and his Stearman PT, drifted away from
the field to other interests. However, the end of one
story marks the beginning of another.
There were always (and we say this fondly now),
many aircraft on "RAG ROW" such as Taylorcrafts,
Cubs, Champs, etc. which were entirely ignored at
antique activities for years . These planes, now re-
ferred to as classics are coming into their own, being
restored and flown by dedicated individuals who have
banded together in their common interest. This group
has in turn been accepted by the homebuilt enthusi-
asts forming a healthy and growing sport flying or-
Many of these people, although not formally or-
ganized, had been meeting at Marlboro for breakfast
flights and other activities for quite some time when,
in 1974, Don laCouture, Jr. flew a 90 hp Cub to Osh-
kosh, Wisconsin to attend the EAA's Annual Fly-In.
Don Jr:s enthusiasm generated interest by other own-
ers and soon plans were being made for other flights
to the big event. A banner year in 1979 saw four air-
craft, each either a classic or antique, flown as a
group from Marlboro carrying six pilots to a touch
down at Oshkosh. And there wasn't a radio in the
When the mini-armada returned, the prevalent feel-
ing was that Marlboro Airport was long overdue for
establishment of an EAA chapter and so, application
for same was made. This was done through the initia-
tive of Dave Watson of Marlboro who had been pre-
sented the 1979 Custom Classic Class A Award at Osh-
kosh for his J-3 Clipwing Cub.
In keeping with tradition the eleven charter mem-
. bers decided that the name of the chapter should
reflect the history of the antique/classic movement of
the 60's. And so the official title became, "Chapter
673 - The Marlboro Antiquers, Inc."
After just two meeti ngs the chapter roster had
swelled to the present twenty-five members. Meet-
ings featured discussions and instruction on varied
topics such as welding, riveting and other aircraft
oriented procedures.
The new " Marlboro Antiquers" are pointing toward
the flight to Oshkosh as the highlight of Chapter
673's activities for the year. A number of pilots have
signified intentions to make the, flight so look fO.r
them there!
1940 Piper J4A Cub Coupe - Oshkosh Winner 1976
Outstanding Workmanship, 1977 Reserve Grand Cham-
pion - See Vintage Airplane feature story and cover,
August, 1977 also November, 1977, October , 1979.
Serious offers only. AI Anderson , 313/676-3119.
1973 - March through December
1974 - All Are Available
1975 - July/August, September/October, November/
1976 - January through May, August through Decem-
1977 - All Are Available
1978 - January, March through June, August, October,
1979 - February through December
1980 - January through November
Back issues are available from Headquarters for $1.00
each , postpaid, except the July 1977 (lindbergh Com-
memorative) issue, which is $1.25 postpaid.
•  Membership  in  the  Expeflmental  Aircraft  Association.  Inc.  IS  $25.00  for  one  year .  $48.00  for  2  years
EAA  and  $69.00  for  3 years .  All  include  12 Issues  of  Sport  Aviation  per  year .  JUnior  Membership  (under  19 
years  of age)  IS  available at $15.00 annually. 
•  EAA  Member  - $1400.  Includes  one  year  membership  In  EAA  Antique-ClassIc  DIVISion .  12 monthly
ANTIQUE- Issues  of  The  Vintage  Airplane  arid  memjershlp  card  (Applicant  must  be  a  current  EAA  member  and 
must give  EAA  membership  number .) 
•  Non·EAA  Member  - $22.00  Includes  one  year  membership  In  th e  EAA  Ant ique-Classic  DiVISion.  12 
monthly  Issues  of  The  Vintage  Ailplane.  one  year  membership  In  the  EAA  and  sep arate  membership 
cards  Sport  Aviation  not Included. 
•  Membership  In  t he  International  Aerobat lc  Club.  Inc.  IS  $16.00  annually  wh ich  includes  12 Issues
lAC  of  Sport Aerobatics  All lAC  members are  requlfed to  be mombers  of EAA. 
•  Membership  i n  the  Warbirds  of  America,  Inc.  is  $20.00  per  year ,  which  i ncludes  a  subscription  to
WARBIRDS  Warb irds  Newsletter.  Warb i rd members are  requi red  to  be members  01  EAA. 
P.  O. BOX 229  HALES  CORNERS,  WI  53130 
The  enclosed  photos  (see  right  and  back  cover  ... 
Ed.)  are  of  a  Howard  DGA-15  that  I  operated  during 
the  1940s  and  50s.  A  pre-War aircraft ,  it l eft  the  factory 
powered with a 330 hp Jacobs  which  was later  replaced 
with  the  power  pack,  firewall  forward,  from  a  ,BT-13, 
including  the  P.  &  W .  R-985AN-l,  Hamilton  Standard 
constant speed  prop,  cowling and  spinner . 
Flown  from  Air  Service,  Inc. ,  at  Bridgeport,  Con-
necticut,  it  was  used  for  both  passengers  and  light 
cargo and  covered  much  of the East  Coast.  The  photos 
were  taken  shortly  after  an  airframe  Illajor  overhaul 
(known  as  a  complete  restoration  today)  and  the  red 
and  black  exterior  finish  and  the  authentic  mohair 
and  leather interior would  make  NC1227  a  trophy win-
ner today. 
She  was  a  great airplane  and  I' m  happy  I  spent  over 
900  hours  in  her  when  she  was  a  working  airplane  in-
stead  of  a  " priceless  antique" .  She  wasn' t  pampered 
and  washed  and  polished  before  each  flight  - she 
worked  hard,  and  enjoyed  it - and  so  did  I! 
AI  Wheeler 
AIC 5519
12  Bishop  Pine  Lane 
EI  Sombrante,  CA  94803 
Editor' s  Note:  This  Howard  is  currently  registered  to 
Ron  Rippon  of Rockford,  Illinois. 
Dear Gene: 
In  your  September,  1980  issue  of  Th e VI NTAGE AIR-
PLANE, which,  by the way,  is  a  fine presentation,  page 
11  showing  a  car  which  is  shown  to  be  a  1920  Packard 
chassis  with  an  older  Locomobile  body. 
I  showed  this  picture  to a  friend  of  mine,  Mr.  Ralph 
Buckley,  who  is  one  of  the  foremost  antique  car  re-
storers  in  the  country.  He  tells  me  the  body is  from  a 
'21  to '26 Pierce and the chassis  is  around a ' 28  Packard. 
I  really  enjoy your  fine  publication. 
Victor G.  Plumbo 
Box  230  !Photo by Owen Iherpe)
Millville,  NJ  08332  The beautiful interior of  the pre-war Howard flown by AI Wheel er.
Dear  Gene: 
Spent  three  enjoyable  hours  the  oth er  Sunday  f ly-
ing  in  and  out  of  a  British  meadow  and  giving  rides 
in  the  Miles  M.65 Gemini  1A,  photograph  enclosed. 
This  is  a  li ght  twin  produced  just  after  the  WW  2 
by  the  Mil es  Company  at  Reading  in  Berkshire.  The 
basic airframe  is  that  of  the  singl e  engi ned  Miles  Mes-
senger ,  an  AOP  wartime  effort  with  remarkable  per-
forman ce,  and  which  was  also  sold  as  a  civilian  four 
The  name  Gemini  is  obvious  with  the  two  Ci rru s 
Minor  2  engines  each  100  hp.  The  frame  is  all  wood 
and  all  plywood  covered.  Maximum  endu r ance  is 
six  hours,  but  not  wit h  four  people  on  board!  Note 
the  external  Junkers  style  f laps  which  really  work. 
Only  about  three  of  these  are  left  f lying.  The  gear 
ups  and  downs  by  el ectric  jacks .  The  props  are  Fairey 
Reed  made  of  metal  slabs  just  twisted. 
Beautiful  weather  today  here  but  four  hours  away 
by  Tailwind  a  nasty  front  in  the  mountains  just  before 
Switzerl and,  my  destination,  so  being  yellow  I  stayed 
in  the  office  and  wil l  use  the  airline  tomorrow. 
Hope  that all  i s well  with  you. 
Yours  sincerely, 
Harold  Best-Devereux 
European  Office  Director 
European  Region  Office 
Stonehi ll s House 
W elwyn  Garden  City 
Herts. AL8  6NH 
Classic owners! 
n  UP 
All Items READY-MADE  for
Seat  Upholstery  - Wall  Panels 
Headliners  - Carpets  - etc. 
Ceconite  Envelopes  and  Dopes 
-Send  for  FREE  Catalog 
Fabric  Selection  Guide - $3.00 

EAA  Air  Museum  Foundation, Inc. 
259  Lower  Morri.ville  Rd. 
Box 469  Hales  Corners,  WI  53130 
Fall.ington,  Po.  19054 
_VISA .  (215)  295-4115  Allow 4-6  Weeks  For  Delivery

.ft_ :. .  • =" __ ft =  = - 'II. __  ft ft- ftft ........... ;. ft ,,:. 
Wisconsin  Residents  Include 4%  Sales  Tax 
MARCH  15-22  - LAKELAND,  FLORIDA  - Sun  ' n  Fun  ' 81.  A  full  spec-
trum  of forums,  workshops,  air shows,  commerci al  displays,  camp-
ing,  social  activities,  and  more.  For  further  information,  pl ease 
contact:  Betty  Jones,  4195  Forrest  Drive,  Mulberry,  FL  33860. 
AUGUST  1-8  - OSHKOSH,  WISCONSIN  - 29th  Annual  EAA  Con-
vention  and  Sport  Aviation  Exhibition  - the  world' s  largest  and 
most  excit ing  aviation  event.  For  further  information,  please  con-
tact:  EAA,  P.O.  Box  229,  Hales  Corners,  WI  53130.41 4/425-4860.
For  Sale 
The  new  2-p lace  aerobatic  trainer  and  spor t  bi-
plane.  20  pages  of easy  to follow, detailed plans .  Com-
plet e with  isometric drawings, photos , exploded vi ews. 
Plans  - $85.00.  Info  pack  - $4.00.  Send  check  or 
money  order  to :  ACRO  SPORT,  INC. ,  Box  462,  Hales 
Cor n ers ,  WI  53130.  414/425-4860.
HISTORICAL  MILITARIA,  our  most  recent  photo-
illustrat ed  catalogue  featuring  antique  edged  wea-
pons,  medals,  and  military  items  will  soon  be  pub-
lished .  $4.00  for  First  Class  copy,  ord er  by  General 
Sales  Catalogue  No.  132G.  Roger  S.  Steffen  Historical 
Mili taria ,  14  Murnan  Road ,  Dept.  24,  Cold  Spring, 
Kentucky 41076. 
1929,  1930,  1931 
1932, 1933, 
2.50  ea.