All winter we had been looking forward to our re-
turn to Lakeland, Florida for the 7th Annual Sun 'N
Fun Fly-In and on Tuesday, March 17 we departed from
our home in northwest North Carolina, leaving behind
a chilling temperature of 24°F. After a most smooth
and pleasant VFR flight to St. Augustine, Florida, we
ran into Mr. & Mrs. Walt Ohlrich of Norfolk, Virginia,
who were also on their way to Lakeland in their im-
maculately restored SNJ. Walt is a long time member
of EAA, a Director of the Warbirds Division and a mem-
ber of both our Antique/Classic Division and Antique!
Classic Chapter 3. His participation and volunteer work
toward all facets of EAA Sport Aviation is representa-
tive of the development and achievement of EAA today.
Departing St. Augustine, we turned south, with the
SNJ disappearing ahead and to our left and the Orlando
area appearing straight ahead. Continuing on to Lake-
land we executed the designated arrival procedure,
parked, picked up our rental vehicle on the field, regis-
tered and immediately went to the Antique/Classic Head-
quarters area. There we were met by Rod Spanier and
others, hard at work with their judging and other chores.
Rod was Chairman of Awards and Judging for Sun
'N Fun '81, and was ably assisted by Fred Ware, Chief
Antique Judge and Dennis Gregory, Chief Classic Judge.
This team along with their assistants and the exper-
tise of Claude Gray and Al Kelch (our EAA National
Judging Committee Chairman and Co-Chairman) made
the judging at Sun 'N Fun '81 a successful activity which
concluded Saturday evening with the Awards presenta-
Following a walk through the basic staging area,
we shook hands with many friends we had not seen
since either Oshkosh or Sun 'N Fun '80. Touring with
Billy Henderson, Leonard McGinty, Roscoe Morton and
others, we visited the Ultralight area late in the after-
noon. Fellows, the ultralights were there in force! Their
well-organized fly-by pattern was opened, and within
a few minutes the sky was dotted with about 30 repre-
sentative types of ultralights, some slow, some faster,
but all humming along.
Wednesday brought forth a clear but windy day, with
some of the faster homebuilts and warbirds participat-
ing in fly-bys. Thursday again offered more wind and
clouds, but the day was made successful with a tour of
the fabulous Wings & Wheels Museum in Orlando,
Florida. New additions, including a Boeing 247D, Ju. 52
and others excited our imaginations following their
exhibit of a large collection of aircraft and gliders from
the early 1900's and WW I aircraft. Your next trip to
the Orlando area should definitely include a visit to
Wings & Wheels. Back at Lakeland the evening festivi-
ties concluded with the Ground Loop Party where all
wound down from the day' s events.
The attendance of both aircraft and people continued
to increase on Friday. Highlighting the daytime events
was the Sun 'N Fun Parade of Flight, staged entirely
By  Brad  Thomas 
Antique/Classic Division 
with Antique and Classic aircraft. The nostalgia of this
fly-by featuring aircraft of the 20's through the mid 50's
never diminishes.
Evening festivities began with the Pioneer Party,
a special event of the Florida Sport Aviation Antique
& Classic Association (Antique/Classic Chapter 1). Recog-
nition of our early aviators, designers, manufacturers
and air show participants highlighted the program. We
"short timers" were honored to be able to bend elbows
with these most interesting and fascinating persons. In
attendance were one pilot who soloed in 1913 and three
others soloing in 1916! Our hats are off to these and the
many other ladies and gentlemen honored during the
Pioneer Party.
Saturday brought forth the ideal fly-in day with
calm wind, a cloudless sky, warm temperatures, and
many airplanes and people. The Ultralights were going
strong at breakfast time, Roscoe Morton was interview-
ing various people during the day, fly-bys were con-
tinuous, the final air show was tremendous and the
evening wound down and concluded with the Awards
I would like to point out several interesting observa-
tions relating to our Division. Very significant was the
Classic Grand Champion of Sun 'N Fun '81. This restored
1951 Aeronca Sedan of Jim Thompson, Roberts, Illinois,
was awarded the Classic Grand Champion trophies at
Oshkosh '80, then EAA Tullahoma '80, and now Sun 'N
Fun '81, three major fly-ins in succession!
Of interest to our Classic restorers was the winner
of the Best Classic over 165 hp, a 1950 Beech Bonanza
model BE35 that has been in the possession of Donald
and Georgene McDonough, Palos Hills, Illinois, for the
past 10-11 years. This Bonanza has been maintained in
its original factory-delivered state. There has been no
replacement or restoration work, only tender-loving care
over the years. The aircraft today has its original in-
terior which is spotless and no deterioration is evident
over the entire structure.
A past Classic Grand Champion Award was presented
this year to the Stinson 108 of Red Smith, Lakeland,
Florida. Significant is the fact that Red has kept his
Stinson in excellent show quality since being awarded
the Classic Grand Champion Awards in both 1977 and
1978 at Sun 'N Fun Fly-Ins.
The Outstanding Aircraft Award for Classics went
this year to a Piper PA-18-105SP, the SP standing for
(Continued on Page  22)
P.O.  BOX  229,  HALES  CORNERS,  WI  53130 
MAY  1981 
President  Vice-President 
W.  Brad  Thomas,  Jr.  Jack C. Winthrop 
301  Dodson  Mill  Road  Route  1,  Box  111 
Pilot  Mountain,  NC  27041  Allen, TX  75002 
919/368-2875  Home  214/727-5649 
919/368-2291  Office 
Secretary  Treasurer 
M. C. " Kelly"  Viets  E.  E.  " Buck"  Hilbert 
7745  W. 183rd  St.  P.O. Box 145 
Stilwell , KS  66085  Union, IL 60180 
913/681-2303  Home  815/923-4591 
913/782-6720  Office 
Ronald  Fritz  Morton  W. Lester 
15401  Sparta Avenue  P.O. Box  3747 
Kent  City, MI  49330  Martinsville. VA  24112 
616/678-5012  703/632-4839 
Claude  L.  Gray, Jr.  Arthur R. Morgan 
9635  Sylvia Avenue  3744  North  51st  Blvd. 
Northridge, CA  91324  Milwaukee, WI  53216 
213/349-1338  414/442-3631 
Dale A. Gustafson  John  R. Turgyan 
7724  Shady Hill  Drive  1530  Kuser  Road 
Indianapolis,  IN  46274  Trenton. NJ  08619 
3171293-4430  609/585-2747 
AI  Kelch  S. J.  Wittman 
66  W. 622  N. Madison Avenue  Box  2672 
Cedarburg, WI  53012  Oshkosh , WI  54901 
414/377-5886  414/235-1 265 
Robert  E.  Kesel  George S.  York 
455  Oakridge  Drive  181  Sloboda  Ave. 
Rochester, NY  14617  Mansfield, OH  44906 
716/342-3170  419/529-4378 
Ed  Burns  Stan  Gomoll  Gene  Morris 
1550 Mt.  Prospect  Road  1042 90th  Lane,  NE  27 Chandelle Drive 
Des  Plaines, Il60018  Minneapolis, MN  55434  Hampshire,  IL 60140 
312/298-7811  .  612/784-1172  312/683-3199 
John  S. Copeland  Espie  M. Joyce, Jr.  S. H.  " Wes"  Schmid 
9 Joanne Drive  Box 468  2359  Lefeber Road 
Nestborough, MA 01581  Madison, NC  27025  Wauwatosa, WI  53213 
617/366-7245  919/427-0216  414/771-1545 
Paul  H.  Poberezny,  President 
Experimental  Aircraft Association 
Gene  R.  Chase  George A.  Hardie, Jr. 
1929  Fleet  Model  2,  NC431K,  SIN  154, 
owned  at  various  times by  EAAers Joan 
Richardson,  Buck  Hilbert  and  Dick 
(Photo by  Lee  Fray) 
1922  JLB  homebuilt  aircraft  by  John 
Brown  who  attempted  to  fly  it  from  a 
field  south  of  Momence,  IL.  This  photo 
is  from  the  collection  of  Hugh  Butter-
field  (EAA  121478),  who  will  present 
many of  his aviation  pictures in  a photo 
show  at  Momence,  IL.  See  Calendar  of 
Events  in  this  issue. 
Straight and  Level  . .. by Brad Thomas . . . . . . . . . . . . . 2 
NC News  .. . by Gene Chase ... .... .. . .. . ... . .. .. . . 4 
To  Oshkosh  by CUb  .. . by Tom Hamblet .. .. . ... . . . 5 
The  Time  of the  Fleet  . .. by Frederic K.  Howard. . .. 9 
Tom ' s  Trials  and  Tribulations  With  a 
Tired  Taylorcraft  ... by Tom Desalvo ... .. . . ..... 13 
The  Henderson  Longster - Part  1  . .. . .. .. . ... .. . ..  17 
Calendar Of Events  . ..... .... .. ... ..... . . . .... .....  22 
Page  5  Page 8  Page  13 
Editorial  Policy:  Readers  are  encouraged  to  submit  stories  and  photographs.  Policy  opinions  expressed  in  articles  are  solely  those  of  the  authors. 
Responsibility  for  accuracy  in  reporting  rests  entirely  with  the  contributor.  Material  should  be  sent  to:  Gene  R. Chase,  Editor,  The  VINTAGE  AIR-
PLANE,  P.O. Box 229,  Hales  Corners,  WI  53130. 
Associate  Editorships  are  assigned  to  those  writers  who  submit  five  or  more  articles  which  are  published  in  THE  VINTAGE  AIRPLANE  during  the 
current  year. Associates  receive  a bound  volume  of THE  VINTAGE  AIRPLANE  and  a  free  one-year  membership  in  the  Division  for  their effort. 
THE  VINTAGE  AIRPLANE  (ISSN  0091-6943)  is  owned  exclusively  by  EAA  Antique/Classic  Division,  Inc.,  and  is  published  monthly  at  Hales  Corners, 
Wisconsin  53130.  Second  Class  Postage  paid  at  Hales  Corners  Post  Office,  Hales  Corners,  Wisconsin  53130,  and  additional  mailing  offices.  Mem-
bership  rates  for  EAA  Antique/Classic  Division,  Inc.,  are  $14.00  for  current  EAA  members  per  12  month  period  of  which  $10.00  is  for  the  publication 
of THE  VINTAGE  AIRPLANE.  Membership  is  open  to  all  who are  interested  in  aviation. 
ADVERTISING  - Antique/Classic  Division  does  not  guarantee  or  endorse  any  product  offered  through  our  advertising.  We  invite  constructive 
criticism  and  welcome  any  report  of  inferior merchandise  obtained  through  our advertising  so  that  corrective  measures  can  be  taken. 
~ w  
U  Compi l ed by Gene Chase
Three New Advisors Are Named
Three  new  advisors  were  named  by  the  Antique/ 
Classic  Division  Board  of Directors  at  their  meeting  on 
March  3,  1981  at  EAA  Headquarters.  They  are  Ed 
Burns,  1550  Mt.  Prospect  Road,  Des  Plaines,  IL  60018; 
Espie  "Butch"  Joyce,  Jr.,  P.O.  Box  468,  Madison,  NC 
27025;  and  S.  H.  "Wes"  Schmid,  2359  Lefeber  Road, 
Wauwatosa,  WI  53213.  These  three  join  John  Cope-
land,  Stan  Gomoll  and  Gene  Morris  as  advisors  to  the 
Airworthiness Directive Applies To
Teledyne Continental Engines
AD  81-07-06,  Amendment  39-4071,  effective  April  1, 
1981  applies  to  Continental  A-65,  A75,  C75, C85, C90,
A-100,  C125 and  0-200  series  engines  with  AC  fuel 
pumps,  TCM  part  number  40585,  40695,  or  631391  in-
stalled.  Compliance  required  within  30  days  after  the 
effective  date  of  this  AD,  or  within  the  next  25  hours 
time  in  service  after  the  effective  date  of  this  AD, 
whichever occurs first,  unless already accomplished with-
in  the  last  12  months  and  at  intervals  not  to  exceed 
12  months  after the  last  inspection. 
Teledyne,  Continental Motors Service Bulletin M81-8, 
dated March  9,  1981,  pertains to  this  subject. 
This amendment becomes effective  April  1,  1981. 
For  further  information  contact:  Gil  Carter,  ASO-
214,  Engineering  and  Manufacturing  Branch,  FAA, 
Southern  Region,  P.O.  Box  20636,  Atlanta,  Georgia 
30320;  telephone  404/763-7435. 
CFI Refresher Clinic At Oshkosh '81
Gaits  Teaching  Seminars,  Inc.,  will  again  sponsor  a 
CFI  refresher  clinic  during  the  Oshkosh  Convention 
on  August  6-8  at  the  Pioneer  Inn.  This  activity  was  en-
thusiastically  received  by  all  participants  last  year, 
and  it  offers  the  CFI  an  opportunity  to  combine  busi-
ness with  pleasure. 
Gregory  C.  Gorak,  EAA  24895,  is  highly  qualified 
to  teach  this  seminar.  He  has  instructed  for  AOPA  and 
NAFI,  and  was  named  National  Flight Instructor  of the 
Year for  1975. The March, 1981  issue of AIR PROGRESS 
featured  a  three  page  descriptive  article  about  Greg 
and  his seminars. 
For  additional  information,  contact:  Gaits,  9414  West 
Bluemound Road,  Milwaukee,  WI  53226. 
Jacobs Engines
It has  been  reported  that  the  manufacturing  rights 
and  remaining  spare  parts  for  Jacobs  aircraft  engines 
have been purchased by an individual in Phoenix, Arizona. 
Temporary Airman Certificates
The  FAA  announced  that  it was  extending  the  dura-
tion  of temporary  Airman  Certificates  from  120  days  to 
180  days  because  their  staff could  not  process  these  ap-
plications  properly.  However,  this  extension  is  not  auto-
matic.  Holders  of Temporary Airman Certificates should, 
before  the certificates expire,  take them to  a  FAA  GADO 
office  where  a  new  expiration  date  will  be  noted. 
Museum Needs
The  following  items  are  needed  to  carryon  the  pro-
grams  of  the  EAA  Air  Museum  Foundation.  If you  can 
help,  please  contact  EAA  Headquarters,  telephone  414/ 
425-4860.  Donations  to  the  Museum  are  tax  deductible. 
•  Planer (wood) 
•  Wing fittings  for  Curtiss JN4D 
•  Miscellaneous  aviation  mechanic  hand  tools 
•  Tools  for  V-1650  Merlin  engines 
•  Complete  engine or parts,  Merlin  V-1650 
•  Semi-tractor,  double  or single  axle 
•  Modern  NA V/COM  radios  for  B-25  and  Lockheed 
12  aircraft 
•  Hydraulic  Mule 
•  Hydraulic  Maintenance  Stands 
•  220 to  28  volt rectifier - 100 amp 
•  Lawn mower blade balancer 
•  Overhaul Manual  and  Parts List for  Me.  109 
(Spanish built) 
•  Sewing machine  with  zig-zag  attachment 
•  Wright Cyclone  R-1300-1A engine for  T-28A 
•  3  prop  hubs  (30  spline),  Part  #5406-AL  and  6 
Hamilton Standard Ground Adjustable prop blades, 
Part  #3792X  8'  9"  for  P& W  R-985  Ford  Trimotor 
•  N3N  wheels  and  brakes 
•  P&W R-1830-75,  R-1830-94  and R-2000  engines 
•  Tank  Model  63  or  73  engine.  Need  complete  but 
not runable. 
•  Towing tractor for  medium to  large  aircraft 
(Continued on Page 7)
4 MAY 1981
By Tom Hamblet 
(EAA  15754, A/e 320) 
3106 Glendale 
Grand Prairie,  TX 75051 
Photos Provided  by  the Author 
Saturday, 8:40 a.m. was the actual start of our much
planned pilgrimage north to Oshkosh. As usual, our
start was to be at 8:00, but forgotten bathing suits
meant extra time ... so much for planning. Jean, my
wife, and I in our 1946 J-3 Cub and Howard and Donna
Webb in their 1946 Aeronca Champ, loaded with pas-
sengers and about everything else needed for the next
nine days, finally departed home base at Grand Prairie
Municipal. Never had either veteran airplanes been so
loaded and the take-off roll proved it.
We circled for altitude and headed Northwest around
the Dallas/Fort Worth TCA, then Northeast toward
Durant, OK for our first gas stop. As we' flew over our
friends', the Duenzl's, private strip, we dropped down
for a low pass. It was obvious they had company and
we didn't have the time to stop anyway so on northeast.
A slight tailwind is welcome. The trip goes on as planned
so far. Gas at Durant then northeast toward Muskogee,
OK for our next pit stop. What is Howard trying to tell
me? His sign language isn't all that good, but I finally
see he wants to stop at Fountainhead Lodge for l ~ h  
We enjoyed lunch at the beautiful lodge and then to
Muskogee and then set our course for Table Rock ake
Airport in southern Missouri for our first night's stop.
Well, this is where our planning, (Howard's suggestion)
starts to go awry. No lodge. While refueling, we look
over a KR-2 nearly finished and a Pietenpol well-
started by the two men who run the airport, and numerous
radio-controlled model helicopters showing signs of
many flights. We circle the lake looking for evening
accommodations. No luck. We again land at Table Rock.
"Where did that bump come from? It wasn't here five
minutes ago." After checking our charts, we decided
to go on to Springfield, MO for the night.
Springfield was a welcome conclusion to a long "day
in the saddle". Some 80 octane for the planes, drink and
food for us, in that order. We soon found that people,
as well as airplanes, can get out of C.G. and over gross.
Sunday, Day No.2 - "Well laid plans of mice and
men." We planned to fly to the Lake of the Ozarks, find
a strip next to a nice lodge and enjoy some poolside re-
laxing and spend the night. Well, we couldn't find any-
thing that fit our description so, on to Mexico, MO for
lunch. Hey! What's -this? Our first headwind! Thunder-
storms ahead so we tie down good and enjoy a lunch in
what seems to be the meeting place for Mexico citizens
on Sunday afternoons. Good food and the storm seems
to have circled us while we dined. We mark our chart
for Hannibal, MO for a sightseeing evening. Along the
way, we pass over private strips with catchy names like
"Good Pasture". At Hannibal we tied down and asked
about a courtesy car from town. Since the Towne House
Motel was the only one offering this service, we made
the call and asked the driver about entertainment and
sights to see. To be expected, the Mark Twain Museum
and home, along with the cave Tom Sawyer and Becky
explored were on our list to see and we were offered a
car to use by the Towne House Manager. Since we had
flown over the Mississippi and k n ~ w "Old Man River
Just Keeps Rolling Along", a paddlewheel boat ride
seemed in order. We were surprised to find the Captain
was an EAA member who wasn't going to get to Oshkosh
in his Ercoupe.
Since we ran off the Dallas/Ft. Worth sectional
Howard has had to "follow the red Cub" as he hasn't
been able to find a Kansas City chart. At last! He finally
finds one at Hannibal only to run off of it before we
reach Burlington, IA.
Monday, Day No.3 - After a good night's sleep near
the Mississippi, we found ourselves back in the air
without refueling because we thought the price a little
too high. Little did we know, prices were going to 'be
higher from there on northward. On heading and fly-
ing straight to Burlington, lA, we crossed the winding
Mississippi several times and Howard played with a few
barges going our way. At Burlington we found the error
in our ways and paid even more for gas. So much for
trying to be thrifty. We were held up by airline opera-
tions and decided to stay away from large airports as
we seemed to have better luck getting 80 oct. at small
strips and without hassles. Never in my life have I
seen so much corn growing as in Iowa.
Next stop, Mequoketa, IA only to find no attendant
and no gas. The gas pump didn't even have any guts in
it. There was a new terminal lounge being built and a
few new planes, but no service. I had enough gas to go
10 miles to Savanna, IL. The Champ is no problem; not
only does it hold one gallon more than the J-3, but run-
ning at reduced power so the Cub can keep up, it is
burning only 3.7 gph. So all gas stops are determined
by the Cub's range (well ... mine and the Cub's). We
find gas at Savanna and proceed on our way. After
more sign language from Howard about which way
the wind is blowing and an unauthorized four wheel
vehicle getting off the runway, we head North to Dodge-
ville, WI for a planned overnight stop. Sure hope How-
ard does better with this suggestion as to where to spend
the night.
We sight the town and see the Inn with a Boeing
C-97 parked out front. Upon landing at the airport
we note the absence of any planes on the ramp and the
only hangar full of building material, then we see the
sign "Taxi to the Inn". We tied down on the front lawn
of the Don Q Inn, almost under the wing of the C-97.
It was only a 20 yard walk to the front desk to register.
We learned the C-97 is to be mounted and converted
into a coffee shop for all airplane buffs to enjoy. While
in Dodgeville we rented a car and toured the "House on
the Rock" and the adjoining museum. Words cannot
describe the beauty and treasures found there. And it
is a "must" for anybody visiting in the area. Along
with the underground tunnel at the Inn, this place
came equipped with heartshaped Jacuzzi baths for the
weary traveler and bed shackles, so Howard claimed
while rubbing his wrists at breakfast.
Tuesday, Day No. 4 - The morning dawned clear,
but before we could eat and saddle up, low clouds moved
in. We were able to stay below them and proceed to
Portage, WI for a fuel stop and on to Oshkosh.
Arriving at Oshkosh, we crossed the RR tracks north
out of Fond du Lac and followed our "non-radio waiver
instructions" to land. We taxied in and were parked in
the Antique/Classic area behind the Classic Cafe. We
tied down, registered, and began looking at and enjoy-
ing the EAA International Fly-In.
Enroute north we found that not many airport types
knew that Piper painted a few J-3's other than yellow,
and with Howard's Champ having a near Citabria paint
job, it was interesting and humorous to hear some of the
comments about our planes, especially when they didn't
know we were listening. Unsuccessful at finding rooms
at the dorms, we met another friend who had trans-
ported camping gear for us "just in case".
6 MAY 1981
We enjoyed walking, looking, picture taking until
air show time and, as might be expected, became ac-
quainted with several new phrases such as "raiding
the icebox" and "visiting the President's White House",
referring to the neat rows of little white houses located
in strategic places all over the field. We hopped a bus
to town for dinner at the Hour Bar, which really caters
to EAA during the week. It was a good thing we had
a nice dinner and relaxed after the busy day, as we had
unforeseen work in store for us all - walking from where
our planes were parked carrying suitcases, sleeping
bags, tents and miscellaneous to where Arthur Evans'
Tri-Pacer was parked for camping. Flying a later vin-
tage plane, he parked in the North 40. We all began to
wonder about the pros and cons of automobile travel
versus exercise. We were exhausted, but made it to the
plane to set up two more tents under the wing of the
Tri-Pacer and tried to get a good night's sleep, oh, was
it cold! And don't hit the top of the tent because it is
full of dew ready to mist on the inhabitants at the least
Wednesday, Day No.5 - I decided to get a brief-
ing and do some fly-by picture taking while Howard
and Donna visited with relatives there for the day. In
the pattern, I am passed by Rutan's Defiant with one
engine shut down, an Osprey II, a Helio Courier with
flaps down! Oh, come on. My Cub can't be that slow!
Time to park it and take more pictures on the line.
New airplanes, old airplanes, one of a kind airplanes
all add more enjoyment to our trip. We see many beauti-
ful and a few, really rare old birds, such as a Star Cava-
lier, Fairchild 45, Curtiss CW-22, Stinson Tri-Motor,
Travel Air Mystery Ship Replica and a Gee Bee Replica
to name only a few. This has to be the best show on
earth. Tonight only two tents remain occupied, or par-
tially - Howard seems to have the 10-12-2-4 routine
right on schedule. Too much coffee, Howard?
Thursday, Day No. 6 - Another day of visiting the
EAA Store, Fly-Market (Howard and Art located a nose
wheel for my J-3. Have to keep them out of there.),
exhibition booths and more airplanes. We decided to
leave before the air show today to fly down to Wagon
Wheel Lodge near Rockford, IL for the night. Hey, our
trip up sounded so good, we recruited another friend.
Art decided to travel back to Fort Worth with our crazy
group. What a godsend - Art's "Texas Truck" is loaded
with tents, camping gear, our extra baggage and an old
Aeronca door Art hopes will fit the Chief he is build-
ing up. Since Art's Tri-Pacer is faster, we set gas stops
and he meets us there instead of trying to hold back to
let the Cub keep up. The Wagon Wheel is an old, estab-
lished lodge with character and good food. Hopefully,
these attributes outweigh the dripping faucets and icy
swimming pool. (The owner has since shut down the
landing strip .. . Editor)
Friday, Day No.7 - We wake to find our airplanes
wet from the rain during the night, dry off the leading
edge and depart for St. Louis, MO with pit stops at Peoria
and Jacksonville, IL. Forgotten by all, no birthday cake
for Howard, and we spend our quietest evening of the
trip. This is only after an unprecedented tour of the city
by two warm-hearted school teachers who offered to
drop us at a motel near the Arrowhead airport. We didn't
realize they had a Cougar and they didn't realize there
were five of us, plus the two of them. We also didn't
know they didn't know where they were going, having
lived there all their lives. Overcoming claustrophobia
and cramped neck pains, Jean and Donna thanked one
and all for Happy Hour. I sure am messing up my diet
this trip or could the Cub just be getting more sluggish?
Saturday, Day No.8 - We depart for Shangri-La
Lodge, near Afton, OK with stops at Rolla and Spring-
field, MO. Things are going great, but we run into low
clouds and fog, calling for an unscheduled stop at Sulli-
van. In less than 45 minutes things start looking brighter
and the ceiling lifts. At Rolla we circle to land and Art
is missing. He should have been here well ahead of us,
so Howard gets on the F.B.O. radio and tries to find him.
Turns out his unscheduled stop to skirt the fog was at
St. Clair where he hears we had gone overhead about
10 minutes before he landed. On to Springfield for a
taxi ride into the Texaco Truck-Stop for lunch, where
we meet another taxi driver to take us back to the air-
We made it on into Shangri-La and called for trans-
portation. Do those lodges ever cater to their visitors!
We made an early night of it with dinner under the
stars and almost a full moon.
Sunday, Day No.9 - After a patio buffet break-
fast, we are driven back to the airport where Howard
and Art had a go-around with the airport manager.
Seems that they couldn't convince the manager he could
not put 26 gallons of fuel in a Champ's 13 gallon tank.
Soon the light dawned and much to Art's dismay, he
and Howard swapped bills. They had filled Art's auxiliary
tank and gas wasn't cheap there either. On to Musko-
gee and then Arrowhead Lodge for lunch. Durant being
our first stop on the trip, also proved to be the last
gas stop.
Again flying over the Duencl's private strip we de-
cided to stop in for a glass of lemonade and some story
telling before completing the 1,990 mile round trip.
Back home, my tachometer registered 29.2 hours, in-
cluding .2 hours fly-by in Oshkosh. We had made 30
landings and consumed 130 gallons of gasoline in our
nine day excursion. We all agreed that though the trip
was beautiful and exhausting, it was worth every agoniz-
ing muscle just this once. Next time, we'll take a faster,
more comfortable means of transportation - Amtrack,
maybe, huh?
AlC NEWS ...
(Continued from Page 4)
Antique Instrument Restoration
Restorers of antique and classic aircraft who find
themselves in need of instrument refacing and/or re-
building should contact: Ohio Valley Speedometer Sup-
ply, 7304 Greenlawn Rd., Louisville, KY 40222. Phone
(toll free) 1-800-626-1588. The company uses a patented
photochemical and typesetting process that not only
makes the instruments look new again, but provides
protection when there is exposure to sun, humidity, heat
and cold.
Harvey Young Airport -
40th Anniversary Fly-In
To honor Mr. Harvey Young on the 40th anniver-
sary of his airport on the east side of Tulsa, Oklahoma,
a fly-in is set for May 22-24 for all who love to fly for
fun. A special welcome is extended to ultralights, home-
builts, warbirds, antiques and classics. Harvey Young
Airport has long been known as a true grass roots avia-
tion mecca and fly-ins there in past years have brought
participants from all over the U.S. For additional in-
formation contact: Hurley Boehler, Fly-In Chairman,
Rt. 8, Box 617, Claremore, OK 74017. Phone 918/341-
3772 or 918/835-1900.
Luscombe Association Newsletters
John Bergeson, 615 West May, Mt. Pleasant, MI
48858, Chairman of the Luscombe Association recently
sent a complete set of all back issues of the Associa-
tion's newsletters for the files of The VINTAGE AIR-
PLANE. The newsletters are chock-full of useful in-
formation about the maintenance and flying of Lus-
combes, as well as activities of owners and their planes.
For membership information contact John at the above
address. .
Canadians To Oshkosh
All Canadians planning to fly their aircraft to Osh·
kosh '81 or the lAC International Championships at
Fond du Lac (August 9-16) must comply with the provi-
sion of Federal Aviation Regulations. Please follow the
instructions below to obtain your Special Flight Authori-
1. Standard Category Certificated Aircraft
A special United States Flight Authorization is not
required providing your aircraft has correct and current
Canadian documentation. However, you must file a
United States Flight Plan to point of entry and clear
customs on arrival. Please note customs clearance is
not available at Oshkosh without substantial cost.
After customs clearance, another flight plan must
be filed to Oshkosh.
If you require further specific details, write to EAA
2. Warblrds
A blanket United States Flight Authorization has
been arranged by Canadian Warplane Heritage. All
Warbirds planning to fly to Oshkosh must contact the
Heritage for full details no later than June 1, 1981.
Write: Canadian Warplane Heritage, P.O. Box 35, Mount
Hope, Ontario, Canada.
EAA Insurance Program
By the time you are reading this you should have
received a mailout on the new EAA Hull and Liability
Insurance Program. In addition to standard hull and
liability coverage at attractive rates, you will have
available the following features:
• Coverage for all aircraft types
• No component parts schedule
• Agreed value coverage
• Aircraft under construction (work in progress)
• Inhouse claims representative
• Nationwide claims settling network
If you need additional information, call (toll free)
Aviation Insurance Unlimited at 1-800-334-0061 and
specify EAA plan.
(Continued on Page 21)
This Warner-powered Fleet Model 1 was used by a flight school at Milwaukee County Airport in 1930.
In 1928 Reuben H. Fleet, President of Consolidated
Aircraft Corporation of Buffalo, New York, decided to
develop a new training aircraft to supplement the com-
pany's Pr and "Husky" military series. It was not a
derivation of the Pr design, for it was brand new through-
out and, where the Pr and "Husky" airplanes had been
primarily slanted to meet the requirements of the mili-
tary, the new Fleet was intended from the first to be es-
sentially civilian. This fact accounted for the machine
being designed around the Warner Scarab radial engine
of 110 hp. The commercial operators of the day, having
been conditioned to the Curtiss OX-5 powered aircraft,
could hardly be expected to welcome eagerly the initial
cost and expense of supporting over 200 hp (as used in
the Pr-3) in an airplane built only to teach flying. The
Warner Scarab was probably the best of the new en-
gines then appearing on the market in the 90-120 hp
range, and the Fleet Model 1 found widespread ac-
ceptance very quickly as a civilian training machine.
There was little carry-over from the "Husky" to the
Fleet. Dimensionally they were quite different and, ex-
cept for a few details such as the type of windscreen and
the fuel arrangement, it would be difficult to find fea-
tures tying the two designs together. The first Fleets
were, however, sometimes called "Husky Junior". More
formally they were the Consolidated Model 14, a design
which received ATC #84 on November 10, 1928, and
was approved for the Warner Scarab engine. In 1929
production of the aircraft was taken over by a Con-
solidated subsidiary formed for the purpose (titled
8 MAY 1981
"Fleet") and a slightly reworked version of the Model
14 was produced under ATC #122 issued June 15, 1929,
and termed the Fleet Model 1. Fleet Model 2 officially
dates also from June 15, 1929, when its ATC #131 was
obtained. However, in 1928 several Kinner K-5 powered
Model 14's had been built, so actually both the Fleet
Model 1 and the Model 2 were in limited production in
1928. The third popular Fleet design, the Model 7 pow-
ered by the Kinner B-5 of 125 hp, was not in production
until 1930. It received its ATC #374 on October 4 of
that year.
Throughout the 1930's Warner Scarab and Kinner
K-5 and B-5 Fleets were common everywhere in the
U.S., but they were particularly popular on both coasts.
In the East, for example, the Roosevelt Flying School
of New York operated Fleets for many years. And in
Southern California Fleets were available at almost
every airport where, quite unlike today, a considerable
number of impending bankrupts, called "fixed base
operators", scratched a precarious living renting them
out to "Sunday flyers" , and providing flight instruc-
tion (of a sort) in one-half hour increments. The rental
was almost always the same whether the owner-operator
went along to provide the "flight · instruction" or not.
His services came free. The charges for Fleets ranged
from $6 to $8 per hour, with poorer fields like Dycer
or Culver offering the lower prices.
To be more exact, this was the situation around Los
Angeles in the early 1930' s. It was the time of The Air-
plane Movie, and such epics as Hells Angels, The Dawn
By Frederic K. Howard
2257 Depew Street
Denver, CO 80214
Time of
Photos from Hardie Collection
Except As Noted tile Fleet
Patrol, and Lilac Time had acquainted the public with
exactly how the intrepid aviator should be garbed. The
"Sunday Flyers" were quick to take advantage of this.
They soon learned how personally rewarding it was to
appear, properly attired, along some flight line even
if they had no intention whatever of renting anyone's
Fleet. The recommended accoutrements for this sport
included whipcord breeches with imported riding boots,
a suede leather jacket of rakish cut, and, of course, the
indispensable white silk scarf. Helmet and goggles could
be carried if displayed conspicuously but it was con-
sidered more dramatic if they were worn with the hel-
met's strap casually unfastened but artistically draped
about the neck.
On any Sunday afternoon the flight line at Grand
Central or Clover or Mines Field offered an impressive
and gorgeous spectacle, and the non-flying public would
come from miles ·around to observe with awe and envy.
Now the scattering of harrassed, sweaty, shirt-sleeved
characters who were continually busy swinging props
or rushing out from the flight line to hold wingtips or who
serviced the airplanes - these happened to be the
operators. They were the professionals who held Trans-
port Licenses and who owned the airplanes. They were
rarely confused by the public with the "flyers", so easily
This Fleet was equipped for instrument flight training.
A Fleet Model 2 was also based at Milwaukee County Airport in the 1930's.
(Photo by Ted KOlton)
This Fleet Model 2 has been a popular airplane at many EAA Fly-Ins.
identified  by  their  boots  and  breeches  and  helmet  and 
But  also  in  the  1930's  it  was  a  simpler  time  for  the 
private  pilot  - at  least  those  who  could  face  up  to  the 
fact  that,  regardless  of  what  Hollywood  might  pretend 
or  the  public  might  think,  it  was  both  ridiculous  and 
uncomfortable  to  fly  in  a  get-up  more  suited  to  a  horse 
than  an  airplane.  For  it  was  a  day  when  aircraft  radio 
communication  was  almost  unknown;  when  instrument 
flying  was  something  vaguely  understood  and  generally 
thought  fit  only  for  the  likes  of Jimmy  Doolittle  to  fool 
around  with,  when  flight  plans  hadn't  yet  been  devised 
but  you  could,  here  and  there,  have  yourself  "PX-ed" 
(as I  recall,  that was the term then used) across  a  stretch 
like  from  Midland  to  EI  Paso  where  there  was  nothing 
underneath  most  of  the  way  except  sage  brush,  cactus 
and  the  pipe  line  you  were  following.  Then,  if you  were 
unlucky  enough  to  be  forced  down,  someone  might  come 
looking  for  you. 
In  the  early  1930's  the  Weather  Bureau  would  con-
tract  with  the  owners  of  Warner  Cessnas  or  maybe  a 
J6-5  Aristocrat  for  twice-daily  upper  air  observations. 
Sometimes  they  would  get  as  high  as  13,000  feet  MSL. 
And  it was  a  time  when  a  Private  License  required  only 
10 hours of solo and was awarded perhaps more for literary 
ability  than  flying  skill.  A  candidate  for  the  Private 
classification  in  those  days  first  would  be  placed  at  a 
desk,  thoughtfully  provided  by  the  Department  of  Com-
merce,  and  there  he  would  sit  for  hours  on  end  writing 
at  great  length  upon  various  matters  then  thought  to 
be  indispensable  to  the  satisfactory  use  of the  airplane. 
The  following  sampling  of  examination  questions 
(only  slightly  overdrawn)  illustrate  the  sort  of  thing 
on  which  the  prospective  private  pilot  was  expected  to 
be  lucid  and  articulate: 
1.  Explain  in  detail  why  The  Airplane  flies  and  dis-
cuss  completely  the  forces  exerted  upon  it  while 
it does  so. 
2.  Elaborate  upon  the  structure  and  development  of 
the  cumulo-nimbus,  relating  it  to  the  line  squall , 
and  describe  the  cloud  types  normally  preceding 
and  following  thunderstorms  in general. 
3.  Solve  the  following  problem,  explaining  in  detail 
the  reasons  for  each  step  taken:  Aircraft  A takes 
off  from  point  P at  9:53  a.m.  and  proceeds  on  a 
compass  course  of  124  degrees  at  an  airspeed  of 
10 MAY 1981
52  mph.  Aircraft  B takes  off  at  10:02  a.m.  from 
Q  located  27  miles  from  point  P on  a  line  176 
degrees  true  from  point P  and,  at  an  airspeed  of 
58  mph  follows  a  course  to intercept  Aircraft  A . 
Assuming a  declination of 3  degrees  west,  a  devia-
tion  of  5  degrees  east,  and  a  wind  velocity  of  9 
mph  from  237  degrees,  derive  the  appropriate 
compass  course  for  Aircraft B to  follow  in  order to 
intercept  Aircraft  A and  calculate  the  time  for 
interception  and  the  place  at  which  interception 
will  occur. 
Malcontents  would  occasionally  point  out,  not  il-
logically,  that  the  airspeeds  in  the  interception  prob-
lem  were  rather  unrealistic  and  that,  in  any  case,  if it 
were  absolutely  necessary  for  the  two  airplanes  actually 
to  get  together,  they  would  be  far  more  likely  to  do  so  if 
Aircraft A simply  went  wherever  it  was  going  and,  once 
there,  awaited  the  arrival  of  Aircraft  B. Candidates 
of  this  disposition  were  usually  failed  abruptly,  inas-
much as they clearly were  unwilling to  go  along with the 
spirit of the  thing. 
The  examination  papers  were  mailed,eventually,  to 
Washington  for  final  evaluation  where,  it  was  held  by 
some  cynics,  they  were  weighed  rather  than  read.  In 
any  case,  a  survivor  of  the  literary  examination  was 
finally  led  up  to  a  genuine  airplane  where  he  was  given 
a  verbal set of instructions covering the flight maneuvers 
expected  of him.  For  as  much  as  15  minutes  the  candi-
dates  would  then  fly  for  a  Department  of Commerce  in-
spector,  who  knew  better  than  to  go  along  but  who 
would  condescend  to  watch  warily  from  a  well-protected 
vantage  point  along  the  flight  line  while  the  distraught 
student  skidded  through  is  figure  8's  and  bounced  his 
The  circumstances  being  about  as  described,  the 
Fleet,  inasmuch  as  it  was  a  most  forgiving  airplane, 
was  recognized  as  a  fine  machine  for  this  sort  of  non-
sense,  and  was  probably  used  by  more  potential  private 
pilots  to  undergo  the  harrowing  experience  of  the  Pri-
vate  Pilot's  Flight  Test  than  any  other  airplane  type 
used  in  the  early  1930's.  All  of this  was  changed  toward 
the  end  of 1933  after  the  Aeronautics  Branch  had  been 
transferred  into  the  Bureau  of  Air  Commerce,  and  all 
the  earlier  lO-hour  wonders  had  either  been  eliminated 
or  reclassified  by  re-examination  under  a  new  50  hour 
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requirement. The Bureau's reclassification Private Flight
Test was considerably different. The inspector went
along and, in the early period, spins were required.
The Fleet, while a nice-behaved airplane with no
unfriendly characteristics, did have its own idiosyncra-
sies. Like its refusal to allow its nose to be brought
back to the horizon once it had been lowered in a right
hand vertical , although it had no objection whatsoever
to putting its nose anywhere while in a left hand verti-
cal. But it is doubtful if this had any real significance.
Or the tendency of the Kinner simply to fade gently
away if it wasn't cleared often enough in the glide. But
thi s was .the Kinner's characteristic, not the Fleet's.
It was also a very cooperative airplane if given half a
chance. For instance, in 1933 I once watched two brave
souls at Mines Field catch an airborne Fleet by its lower
panels, literally dragging it out of the sky, when a stu-
dent on an early solo flight got rattled and repeatedly
tried to land with the throttle cracked open. He kept
ballooning the length of the field, time after time, in
tremendous crow hops getting maybe 20 feet of altitude
and about 150 feet of distance on each leap. The Kinner
was turning perhaps 1100 rpm and at that speed you
could fly a Fleet all day long. (Well, almost anyway.)
The Fleet did have one terrible liability, though.
The upper wing was all in one piece, and if you broke
a spar it cost $1000 for another wing. Fleet operators
took awful good care of that upper wing. Those two brave
souls rescuing their student in the previous story hap-
pened. to be the owners of their crowhopping Fleet and
were mighty worried their airplane was going to end
up on its back. That's why they ran out and brought
him down - after his fifth circuit of Mines Field. Theirs
was a bravery born of poverty - no operator could raise
$1000 in 1933. As I say, it wasn't at all like today.
The specifications for the K-5 Fleet gave the cruise
as 95 and top as 110, but everybody knew better than
to believe it. No one wanted to go anywhere in a hurry
in a Fleet and so the fact that it might, if everything
was set just right, cruise at 85 was interesting but not
important. It was nice to be up there and most people
figured. why hurry and get it over with, so nobody held
it against the airplane. This does seem strange today
because not very many look at it that way any longer.
But in the 1930's that third dimension was something
special. It was enough that you weren' t much con-
cerned with how fast you might be able to go some-
where that you probably didn't have a good reason to
get to anyway. A few of us have never been able to over-
come this outlandish viewpoint, so maybe that's why
you happen to be reading here all about an old-fashioned
airplane that meant something to those who flew it.
To be continued next month .. . Editor.
The photos show a detailed scale model of a Fleet Model
2, 1/10 full size, built by the author of the accompanying
article. Howard Is nationally famous for his beautifully authen- .
tic miniatures, many of which are on display In museums.
For the construction of this model, Howard drew his own
plans, Sheet #1 of which Is shown on the preceding page. He
cautions, " No factory blueprints or other drawings were avail-
able for these drawings, nor was It feasible to "calibrate"
any Fleets stili flying. Accuracy Is therefore by no means
absolute, but It Is sufficient for construction of an effective,
detailed scale model - the purpose for which these draw-
Ings were made."
(Photos by Frederic K. Howard)
12 MAY 1981
On a weekend in August, 1977 Cal Tompson and I
convinced our spouses that we should go on a 170 mile
trip to look at a T;:tylorcraft. One of us had memories
of his early flying career, the other had visions of punch-
ing holes in the sky. We found what could best be described
as a "mechanic's delight". Employing all available re-
sources we convinced the girls that this collection of
tubing, wood and fabric could be transformed into a
beautiful 1946 BC12-D.
The present owner wasn't to be found that day, so
C;:tl and I left a message that we would return the fol-
lowing Saturday. Upon returning we met with the owner.
After he showed us the package he was offering, we sat
down to some "Yankee Trading". We soon had our newly
acquired bones loaded into a pick-up truck and open
top utility trailer which was in tow. We now owned a
T-craft, N43479, serial number 7138 which left the fac-
tory on 3-8-46. On our way home an Ercoupe driver gave
us the once-over from above. We wondered if he was
happy or sorry for us?!? While enroute we decided we
would eventually have an aircraft that would be "like
original", by using proper materials and methods.
Cal said my first step in the restoration project would
be to become conversant with the "Airframe and Power-
plant Mechanics Airframe Handbook". He would also
be closely monitoring my every move in the practical
application of my studies. All I could say was, "When
can we start?"

Upon reaching home and unloading the trailer, it
became obvious that working space would be a problem.
For over a year we had been looking for a piece of land
on which we could build two homes. The search now
continued with added interest.
Once all pieces, except the fuselage, were tagged,
catalogued, and stored, we took all removable parts off
the fuselage. I then had the opportunity to accumulate
some time with a sand blaster. With a clean fuselage back
in the garage, we inspected all welds with a strong light
and ten power magnification. Three bent diagonal pieces
of tubing, the rearmost eighteen inches of the bottom
longerons, and the bottom half of the tailpost would
have to be replaced. I refer to this aft area as "The Tail-
dragger's Troublesome Triangle".
This is where my skills as a steelworker with the
U.S. Navy's Sea Bees came in handy. For practice Cal
gave me a piece of tubing to put a fishmouth splice in.
TayI0     my he gave
me a hacksaw to cut the bent and corroded tubing off
Story and Photos  by Tom Desalvo 
EAA 99535, Ale 3479 
RFD 1, Box 27D 
Laconia, NH 03246 
the fuselage. The replacement longeron tubing was in-
ternally spliced. We then coated the interior surfaces
of all longerons with LPS-3. With the fuselage struc-
turally sound, it was then given a coat of zinc chromate
primer. This was followed by a grey, dope resistant
paint. My children, TJ and Tammy, would drop in from
time to time to see what they could do to help. There
wasn't much they could do with the airframe, but it
was nice having help keeping the shop picked up.
In February, 1978 we found the piece of land we had
been searching for. During the next twenty-nine months,
our primary objectives included the finish work and land-
scaping of our two new homes. They each have attached
garages large enough to hold all the pieces of a small
single engine airplane. Periodic escapes were made from
the carpentry, masonry, and pick and shovel routine for
the sake of sanity and love of airplanes. We managed to
accomplish the following: Restoration and installation
of the rudder and brake pedals; restoration and installa-
tion of the control yoke; flush patching of all but original
holes in the instrument panel; repair and reinforcement
of the glove boxes; complete rebuilding of both doors
(the latches would not work and the glass needed re-
placing); restoration of the motor mount, boot cowl, and
landing gear and rebuilding of the brakes.
By February, 1980 we had laid out the fuselage wood-
work for evaluation. We would be able to use some pieces,
while others would be suitable only for patterns. Prior
to installation, all wood on the airframe was given three
coats of clear, polyurethane paint. With all fuselage
woodwork installed, our attention was next focused on
the headliner - a luxury this fuselage never had. In-
stead of the original cotton, we chose a beige vinyl from
Airtex, and headliner bows were ordered from Taylor-
craft. With the headliner installed we now were able to
concentrate on getting an elevator trim control as-
sembled and installed. The Taylorcraft parts catalog
has an assembly drawing for this. It was now time to
install the fuel tank and instrument panel. We found
no sign of corrosion or fuel leaks in the fuel tank. A
black wrinkle finish on the instrument panel , instead
of the original red paint was our choice. With the panel
mounted in the airframe, we installed all the instru-
ments and a rotary magneto _switch in it. By fabricat-
ing a suitable mounting bracket, we were able to install
the E.L.T. in the left glove box. Upon inspecting the
control cables we found we had to replace both rudder
Next we installed the main landing gear. We then
put on the wheels and took the fuselage off the saw
horses it had been resting on for such a long time. It
looked good to see this pile of bones we brought home
in a trailer sitting on its own wheels. The 65 hp Con-
tinental engine was now given to one of Cal's LA.s for
a top overhaul.
The time had come to take one wing down from its
hanging place in Cal's garage. After removing all fab-
ric from the wing and aileron, we found three ribs in
need of repair. The reinforcing plates at the aileron
hinge mount point on the aileron spar had to be re-
placed. The wing attach fittings were removed, cleaned,
inspected, and painted with zinc chromate primer and
installed. The compression struts, and the drag and anti-
drag wires were inspected next. All were O.K.! Repair
to the other wing and aileron followed a similar pattern.
The day had finally come when we could slip the
dacron (Ceconite 102) envelope onto the fuselage. With
this fitted and glued in place, the vertical fin was in-
stalled and covered. The area previously referred to as
the Taylorcraft Troublesome Triangle was left uncov-
ered to facilitate care and inspection. The exposed tub-
ing in this area will be painted with color matched
enamel. With this covering in place the structure was
primed with two brushed coats of nitrate dope and
finish-tape. Then four coats of clear butyrate build-up,
two coats of silver and four coats of color were sprayed
on. All paints were from Randolph. We copied a locally
popular yellow and black color scheme of the post war
14 MAY 1981
Tom sandblasts the fuselage in his back yard.
Same old story! After so many years, the lower rear longerons
must be replaced. Tom holds the original tubing.
Newly restored Taylorcraft BC12-D by owners Tom Desalvo and Cal Tompson.
The tail feathers were now cleaned, inspected and
zinc chromated. Then all control surfaces were covered,
stitched and brought through the same paint schedule
previously described. The wing ribs are drilled for wire
rib stitching (martin clips) which speeded up the fabric
attachment considerably. You can' t appreciate the size
of a Taylorcraft wing panel until you use a three inch
brush to apply two coats of nitrate dope to it! The time
was now September, 1980. The unpredictable New
England weather provided conditions for spraying dope,
usually at a time one couldn't leave that very neces-
sary gainful employment! We finally managed to get
all the dope sprayed, and at last we were able to breathe
a sigh of relief. We would be shooting enamel from now
on. With the wings completed and hanging from the
rafters in my garage, it was now time to give the struts
the full treatment.
The day finally came when we brought home the
shiny gold 65 Continental minus mags, and mounted
it on the fuselage. We were in the process of convert-
ing the mag covers for our unshielded ignition system
so they weren't ready for mounting on the engine at
this time. While routing and connecting the engine con-
trols, leaking oil highlighted a crack in the oil tank.
That fix involved a simple remove, repair and replace
procedure. The exhaust manifold and heater muff in-
stallation necessitated the engagement of my grey mat-
ter. That succeeded in teaching me another lesson.
The leaves were now falling off the trees, and a
morning frost was common place. The windshield we
had, though previously fitted to another fuselage, was
usable. We installed it in our airframe. With some cos-
metic repair we were able to use the fiberglass nose
cowl piece that was included with the bones we bought.
The two pieces of top cowling and the cowl bottom were
cracked and dented beyond saving. Once again the Taylor-
craft company supplied us with new parts. All we had
to do was fit them to our fuselage and install the truck
latches we included in our order.
We found Randolph did a good job of color matching
with their enamel and dope as we finished painting the
cowl. The magnetos were installed and we organized our
parts inventory for the trip to the airport. Final as-
sembly would take place in Cal's hangar.
At 0600 on November 22, 1980 we attached the fuse-
lage to the bumper of my pick-up truck by simply bolt-
ing the tail wheel spring to it. At dawn's early light we
headed for the airport. Cal provided rear guard protec-
tion with his vehicle. Using my pick-up for all the haul-
ing required five trips to get the major parts over to the
Laconia Municipal Airport. Though quite messy, our
garages now looked empty.
We spent the next day installing the tail feathers
and wings in Cal's hangar. Throughout the day the local
pioneer flyers came by to see what we had been doing
besides building houses these past three years. As these
"good-old-boys" filtered in I looked up from what I was
doing to see their reaction. Not a word was spoken dur-
ing their slow walk-around. The up-turned corners of
their mouths and the twinkle in their eyes meant more
to me than all the hand shakes and back pats the rest
of the flying community could muster.
Mounting the jury struts, installing the ailerons, and
rigging the elevator trim tab was all I accomplished the
following day. The activities of the next few weekends
involved rigging and connecting the ignition and fuel
systems to the engine. When the elevator trim is rigged,
it is important to check the spacing between the top and
bottom of the left and right elevator control horns.
This is where the elevator cables connect. If proper
spacing is not maintained between these horns, you will
bind-up the trim tab pulley which is located between
them. You must also be careful when you cotter pin the
castellated nut on the end of the trim tab worm gear
shaft. If the head and ends of the cotter pin are not
kept flush with the nut they can bind against the lead-
ing edge of the right elevator.
Cal's shop foreman, Frank Martin, and I next took
the magnetos apart to clean, reassemble, time and rein-
stall them on the engine. Sounds easy, doesn't it? Then
we took the Stromberg carburetor apart. We cleaned,
reassembled and mounted it on the engine.
It was now the second weekend in January and we
tried to run the engine. The magneto gaskets leaked
and we could get only a maximum of 1800 rpm's out of
the engine. A piece of 1116" gasket material would solve
the magneto oil leak. Some research produced the fact
that the fuel level in the float chamber of the Strom-
berg carburetor must be 13/32" from the top of the
chamber. This adjustment was made by using spacers
under the needle seat. Making this adjustment and re-
installing the carburetor on our engine produced sounds
that had us grinning from ear to ear. In the near future
we would see a fuel consumption that was "by the book".
On January 24, 1981 New England was experiencing
a local phenomonon referred to as the January thaw.
During this time the daytime temperature will actually
rise to a . level above freezing! This was the day our
beloved T-Craft made its maiden flight. The ramp in
front of Cal's hangar was lined with smiling faces, and
all attention was on the end of Laconia's runway 26.
Suddenly Cal's tallest mechanic, Dave, called out, "Tail's
The "troublesome triangle"
was left uncovered to facilitate
care and Inspection.
up!" "Naw," says Frank Martin. "It's all up!" Cal passed
over us at about 400 feet AGL.
After about ten minutes in the pattern, he landed
and said, "Left wing is heavy." I pulled the cuffs off the
rear struts and washed in the left wing three turns and
washed out the right wing three turns and replaced the
cuffs. Cal then said, "Give me a prop and climb in the
right seat!" On the first pull through that engine was
smoothly chugging away at 550 rpm's. We took off and
climbed to 3000 feet MSL and trimmed-up for "hands-
off-flight". The guess we made at the amount of wash-
in and wash-out was just perfect. I can't describe the
thrill this was for both of us. At 3000 feet MSL with
both of us aboard and full fuel our T -Craft indicates a
steady 104 mph at 2150 rpm's.-This is cruise power set-
ting for the 65 Continental and we're using a 74" diameter,
43" pitch metal prop.
Cal said, "Now that I know howaT-craft is put to-
gether, it's time I started learning how to fly." I'll al-
ways remember what one of Cal's fellow Q.B.'s once told
me. He said, "To be a good T-craft driver you will have
to develop the touch for milking a mouse." Cal has al-
ways had a soft spot in his heart for Taylorcrafts. My
association with the airplane shows how contagious that
feeling can be. I love that airplane!
There was a time in my life when I thought working
in a model airplane hobby shop and belonging to a model
airplane flying club was the apex of my aviation career.
It is almost a fantasy come to life that I am now find-
ing myself in the company of those who have mounted
alone into the realms beyond the reach of the Keewee
and Modok.
16 MAY 1981
~ _ , ... _-, v _ _ , ..... _ ._ , __ _._ __ _ ~   _   '
. .
Driggs, Aeronca and many others use the familiar triangular fuselage aft of the win.g.
Long has adapted it again tn this latest version of what he believes a good lightplane
should be, and the beautiful result is apparent in this photo. Note the sweet lines, the ap-
parently rugged undercarriage, and balanced rudder.
The designer of the famous Anzani Longster, one of Modern
Mechanix and Inventions' most popular designs, comes
through with his promised version of the Longster lightened
for Henderson use. The ship is remarkable for stability
and jlyability. By LES LONG
EDITOR'S NOTE: This month we return to the EAA reprint of the 1933 FLYING MANUAL for
the plans for the Henderson Longster. This is a lighter weight, parasol version of the Longster which
was presented in the April and May, 1980 issues of The VINTAGE AIRPLANE. This article will be
concluded in the June issue of the magazine. . Gene Chase
After the rather surprising success we had
with the Anzani Longster, it was probably only nat-
ural that we should turn to the popular little Hen-
derson as the power plant for a still lighter and
cheaper Longster. This little engine undoubtedly
holds first place in the affections of the lightplane
clan, an,d well may it do so.
The Henderson is undoubtedly a little low in
power for the average amateur ship, said ship
generally having a tendency to run into pounds.
However, we decided to make a try at it and the
results were far more than we had hoped for.
This new ship has about everything that could
be asked for in a real lightplane. It is reasonably
fast, 75 mph at 2,850. It has a good steep climb-
ing angle and keeps right on climbing, seeming to
do as well at 4,000 ft. as near the ground. It lands
at exactly 25 mph in still air, measured by cars
running along beside it.
Its gliding angle is fully 12 to 1. You should
hear the pilot talking to his friends on the ground.
It rolls, banks, zooms and does wing-overs with
such apparent ease it is a joy to watch. As to sta-
bility we can only say that it has been flying for
two months, most of the flying being done by be-
ginners, and has never made a bad landing nor
damaged so much as a bolt or flying wire. Parasol
type planes are notoriously easy to land. It will fly
for miles with the controls entirely free, and will
right itself jrom any position.
As to power we can say that we fly the ship
regularly with the motor turning 2,100 to 2,200. It
will actually climb with the engine running 1,900,
believe it or not. This is with a propeller of 4 ft.
10 in. diameter and 30 in. pitch. This prop turns
2,950 at full throttle, which certainly leaves plen-
ty of reserve.
As is customary, we shall start out with the
wings. The ribs are the usual strut and gusset
type, the rib stock being %, square spruce, and the
gussets 1/16 plywood, birch preferred. Make up
the usual rib jig on a smooth board, being care-
ful about accuracy. The curve is the standard
Clark Y. Instead of nailing one side at a time it is
best to place gussets with glue applied on both
sides of the joint and nail clear through, clinching
the nails after removing from the jig. Use casein
glue and t   ~ by 20 gao nails. Note that the aileron
ribs are slightly different, the little strut to the
rear of the rear beam opening being set back is
shown by the dotted line. Count your ribs care-
fully to avoid duplication of effort.
The spars are of the I beam type and are of
selected spruce. It is best to have them cut and
routed at a planing mill, although they may be
built up with 1 in. by 20 gao nails and glue if de-
sired. In any case be sure the wood is free from all
defects, including crooked grain.
When the spars and ribs are ready assemble
them, taking care that the aileron ribs are in their
proper location. The butt rib is a special one,
made up with 1,4 by V::l caps and one side covered
with 1/16 plywood. The reinforcing blocks must
now be placed. They are a:ll of 1,4 plywood, except
at the wing butt. The long ones at the flying wire
position are notched as shown and the others are
plain blocks, 4 in. long and of the proper height
to fit in between the spar flanges . Blocks are
placed on both sides of the spar, glue being applied
Butt Blocks
The blocks at the butt are special and require
a little explanation. It will be seen that the wing
hinges of one wing straddle the hinges on the
other, and must therefore be farther apart. We
will choose that the hinges on the left wing have
the wider separation, therefore the plywood on
the four spars will be as follows :
On the right front spar the plywood is 3/16
thick, one on each side. This separates the straps
Yt in. On the right rear spar the plywood is ti ll ,
making a spacing of Yt also. On the left front spar
the plywood is 14 thick, and on the left rear spar
it is 3/16, which separates the straps on these
beams ~ I l in. Therefore, the straps on the left wing
will just straddle the straps on the right wing. This
sounds worse than it really is, as the drawings will
The drag bracing comes next. The wire is No.
12 hard aircraft wire and the turnbuckles are No.
325. The compression ribs are the regular ribs, but
with a % in. by % in. spruce strip nailed and
glued on each side. The ends of these strips butt
up squarely against the wire pulls. The pulls are
slipped in between the rib strut and the reinforc-
ing block on the spar, and are bolted firmly with
3/16 in. aircraft bolts. The main compression ribs
at the flying wire location are like the others, but
have % in. by 1 t   ~ in. strips on the sides and also
have an extra cap strip nailed and glued on each
The Driggs, the Aeronca, the Heath and
others which ha·ve a lot of flying time be·
hind them are a·II of practically the same
proportions. The Henderson Lon.gster bears
close resemblance in appearance and good
flying quamies.
Here's the Henderson Longster snapped on
a cross country hop i'n Oregon. This pictu're
was snapped from a Waco OX5, which has
about the same flying speed as the Long·
ster. Oregon is good flying country, to judge
from the looks of the terrain.
18 MAY 1981
W,NG  PLA .. 
1'"'i-'''"'--,,-3f-----=!1 ' ,
, d \' -
-++&-'f$·  I> .r ,. - ; . 
c----.------------- - ._-
Spruce spars with cheek girders form the Long idea of built-up spar construction. Light, very strong and good.

Ie  GA. 
5T"" . 1  51... 2 STA .  3
16  G..&. BRACKETS 
13  CoA  WIRE 
Here we see the method in
which Long trusses the fuselage.
Note placing of fittings and way
in which % in. by % in. spruce
fairing is placed about the tur-
tle back. Fittings for tail skid
and stabilizer are shown in the
detail at lower right hand cor·

.. - .....-+'......f--6"-....-+'...... l---a"

+ ifi';j
    ==- " - "\11
-. t oo FR'N AND
__ .......1
There's nothing radical in
the construction of the sta-
bilizer and the rudder. The
rudder is of steel, and the
sTabilizer of wood, flat
plate type. Drag struts of
Sfs in. by % in. spruce stif-
fen the stabilizer. Leading
edges are of steel tubing.
.. ----------------t-'
Any man who makes a bad landing with this
ship should not fly at all. Visibility is par
excellence, and the wide spread gear will
tend to prevent shock and ground loops.
No long waits for the ship to gather headway
and roll a mile before she's off! The Longster
jumps into the air on short notice and fl ies
strongly. She has been rolled, winged over
without difficulty and is thoroughly air·
side of the regular caps, top and bottom. The wire
pulls here and at the butt rib are small ones as
shown by dotted lines.
True the wing up perfectly square and straight
and safety the turnbuckles. The ribs may now be
nailed and glued to the spars, using 1 in. by 20 gao
nails. Shape the nose piece of light cedar or balsa
and fasten with No. 3 by 1 in. screws and glue.
Shape the two aileron spars and slip into place,
after which they are glued and nailed. Apply the
wing tip and trailing edge, using 22 gaocopper for
the straps. After the straps are firmly nailed sol·
der them to the tubing and also run solder over the
nails. The aileron may now be cut out. It should
20 MAY 1981
be fitted with 3/16 in. eyebolt hinges and the horn
should be made up and bolted on as shown.
The 14 in. square filling strips between ribs
on the aileron and also on the rear beam at the
aileron location are glued and nailed in. The two
main pulleys are about 3 in. diameter and are
mounted as shown, the brackets being made up of
16 gao sheet. Be sure the pulleys line up and run
free. They must also be fitted with light aluminum
guards so that the cables cannot jump off. The
small pulley is mounted about 10 in. in from the
butt rib and is about 1II ;! in. diameter. It runs on a
plain stud bearing which goes through the spar.
The corner braces are next fitted in and the
--_"-----•. ------O-+----•. ---_---•.   ~ ~ I I · ......t__--
Here's your rib pa,Hern, in decimals of an inch if you are
little windows at the flying wire location are made
up of % in. square stock. These window outlines
are on the bottom of the wing only. The wing is
now to be given two coats of clear spar varnish, cov-
ering wood and metal thoroughly. After it is dry it
is covered with light airplane fabric, stitched and
taped in the usual way. Give the fabric four coats
of clear dope and two coats of colored dope or lac-
quer to suit your fancy. The Longster is finished
throughout in silver with scarlet border striping.
The completed wing should weigh between 33 and
The next thing in order is the tail group. The
drawings show the dimensions and sizes clearly
so that little trouble should be had in building.
The stabilizer is the usual wood construction with
steel tube outline and the fin is of the same type.
The elevators and rudder are of Chrome molyb-
denum tubing. You may either use the "braze and
gusset" method as we do, or have them welded up.
If you use gussets they should be of 20 gao sheet.
While the photographs show the rudder horn above
the fuselage this was altered after the photos
were taken, the horn being placed lower as shown
in the drawings, making a much neater job. All
hinges are of the 3/16 eyebolt type, bolted to the
wood members and brazed to the tubing. Cover
and finish as usual.
To Be Continued Next Month
that fussy. This is accu'rate, as it was drawn full size.
Ale  NEWS ... 
(Continued  from  Page  7) 
A Gathering  Of  Moths 
A commemorative Moth aircraft rally to celebrate
the 50th anniversary of the Tiger Moth is set for July
4-6, 1981 at the Georgina Township Administration
Civic Centre, Keswick, Ont., Canada, 50 miles north
of Toronto. The specific purpose of the Gathering of
Moths is to bring together for the first time all avail-
able Moth-type airplanes in Canada and the U.S. -
Cirrus and Gipsy Moths, Tiger Moths, the Puss, Fox,
Leopard and Hornet Moths. For further information,
contact either R.  deHavilland "Ted" Leonard, Chair-
man and Program Director, c/o 305 Old Homestead Rd.,
Keswick, Ontario L4P 1E6, Canada or Walter Henry,
Canadian Aviation Historical Society, 12 Silverview Dr.,
Willowdale, Ontario M2M 2B3, Canada.
Kermit  Weeks  Flight  Research 
will be dedicated on Wednesday, June 17 at 10:30 a.m.
at Wittman Field, Oshkosh, Wisconsin. This huge new
EAA Aviation Foundation hangar will house various
flyable museum aircraft, maintenance facilities arid
offices for the Foundation's research and development
wing. The auto fuel tests now in progress will be directed
from the new Center.
Kermit Weeks (EAA 52310-Lifetime), best known
to EAAers for his aerobatic exploits, was the major con-
tributor to the fund from which the Research Center
was built.
Three  Day  Minimum  Camping 
Charge  Instituted  For  Oshkosh  '81
Due to escalating costs for sanitation, campsite and
road maintenance, etc. , incurred each year during our
annual Convention, the EAA Board of Directors has
voted to increase the two-day minimum camping charge
to a three-day minimum charge.
(Continued  from  Page  2) 
"special", as only twelve were manufactured. Sporting
larger tail surfaces and being the deluxe model of a
tandem J-3, it included among other things, toe  brakes.
Unique among the Antique Awards was the Grand
Champ,ion, a 1934 Fairchild C8A, the forerunner of the
well-known model 24 series. Owned by Harv Rand, this
antique was viewed and admired by the many visitors
at Sun 'N Fun.
A one-of-a-kind aircraft was awarded the Best An-
tique Biplane trophy. This 1930 Butler Blackhawk made
its initial visit to Sun 'N Fun this year. Leroy Brown
of Zellwood, Florida is the proud owner of this rare and
beautiful machine.
The Custom Antique Award was presented to the
Howard DGA-15 of Dan Kumler, owned, flown and
restored by him. Dan exhibited his skill and persever-
ance in customizing this practical aircraft.
Many other aircraft at Sun 'N Fun '81 were worthy
of comment and again our observations show that our
members are continuing to bring out their projects in
the original factory condition and with excellent quality
of workmanship. Sun 'N Fun '81 was outstanding. With-
out the participation of those of you who attended the
efforts of the many volunteers 'and hours of work could
not have been as fruitful. We hope to see you again
next year.
MAY  15-17  - CAMBRIDGE.  MARYLAND  - The  Potomac  Antique 
Aero  Squadron  and  the  Dorchester  Heritage  Museum  will  host  the 
13th  Annual  Antique  Fly-In  at  Horn  Point  Aerodrome  on  the  former 
FranCis  duPont  Estate.  May  14.  Early  Bird  Day.  For  further  infor-
mation.  please  contact.  Barry  P.  Flashman.  P.O.  Box  478.  Severna 
Paril.  MD  21146. 
MAY  22-24  - TULSA.  OKLAHOMA  - Harvey  Young  Airport  40th  An-
niversary  Fly-In.  Special  welcome  to  ultralights.  homebuilts.  an-
tiques  and  classics.  For  further  information.  please  contact :  Hur-
ley  Boehler.  Rt.  8.  Box  617.  Claremore.  OK  74017.  9181341 -3n2 or 
MAY  21-31  - COLUMBIA.  CALIFORNIA  - Fifth  Annual  Luscombe 
Fly-In  sponsored  by  the  Continental  Luscombe  Association.  Goal 
is  100  Luscombes  in  attendance.  For  further  information.  please 
contact.  C.L.A .•  5736  Esmar  Road.  Ceres.  CA  95307. 
COUNTRY  FLY-IN.  Sponsored  by  EAA  Chapter  400.  All  day.  refresh-
ments  and  fun.  Trophies  for  homebuilts.  antiques.  classics  and 
wartlirds.  Altoona-Blair  Co.  Airport.  For  further  information.  please 
contact:  Richard  Sell.  RD  #1.  Woodbury.  PA  16695.  814/793-4442. 
NOSTALGIA  PHOTO  SHOW: Over  400  gallery-mounted  8 x  10  photo-
graphs  of  homebuilt.  private.  commercial.  and  military  aircraft  from 
the  1920's  to  the  195O·s.  Admission  is  free.  The  Hoosegow  Art  Gal-
lery.  106  North  Dixie  Highway.  Momence.  Illinois  60954.  For  further 
information.  please  contact :  Hugh  Butterfield  (EM  121478)  at  the 
Hoosegow.  8151472-4990. 
JUNE  5-7  - MERCED.  CALIFORNIA  - 24th  Annual  West  Coast  An-
tique  Fly-In  sponsored  by  the  Merced  Pilot's  ASSOCiation.  Early 
Bird  reception.  dinner  and  dance  Friday  night ;  Award  Banquet 
Saturday  night;  Air Show  Saturday  and  Sunday.  For  further  informa-
tion.  contact  Don  or Dee Human.  2091358-3487  or write.  Fly-In  Com-
mittee.  P.O. Box 3212, Merced,  CA  95340. 
JUNE  8-7  - LINDEN,  NEW  JERSEY  - Northeast  Aviation  Fair  at  the 
Linden  Airport.  Military,  wartlirds.  antiques,  homebuilts.  fly-market, 
awards. U-1230. Sponsored  by  EM Chapter 230. For further  informa-
tion.  please  contact : EM Chapter  230,  Box  357-WOB. West  Orange, 
NJ 07052. 201/736-9092.
nounced  by  EAA  Chapter  2.  This  seven-day  tour  for  aircraft  flying 
at  approximately  70  knots  will  visit  Blakesburg.  Iowa;  Wichita. 
Kansas;  Little  Rock,  Arkansas;  Tullahoma,  Tennessee;  and  Sey-
mour.  Indiana.  For  further  information  about  the  tour  send  a  self-
addressed,  stamped  envelope  to,  Joe  Dickey,  70  KNOTTERS 
TOUR.  511  Terrace  Lake  Road.  Columbus.  OH  47201 . 
JUNE  13-14  - ANDERSON.  INDIANA  - 2nd  Annual  Summer  Festival 
sponsored  by  EM Chapter  226.  Free  breakfast  to sport  plane  pilots 
(antiques.  classiCS.  experimental ,  ultralights,  warbirds).  balloon 
races,  camping.  fly  market.  For  further  information.  please  contact, 
Steve  Darlington 317/644-1238 or Dale  Faux  317/378-5028.
JUNE  20-21  - FREDERICKSBURG.  VIRGINIA  - 14th  Annual  Antique 
Aircraft  Fly-In  and  Air  Show  at  the  Shannon  Airport.  Air  Show  at-
tractions:  Eagle's  Aerobatic  Flight  Team.  Bob  and  Pat  Wagner  -
wing  rider.  Chuck Carothers - Pitts  Special . Charlie  Kulp. For further 
information,  please  contact.  Shannon  Airport,  P.O.  Box  509.  Fred-
ericksburg. VA  22401. 
Fly-in.  Ansonia  Ai rport.  80  octane  fuel.  For  further  information. 
please  contact :  Ji m  Jenkins.  569  Moose  Hi ll  Road.  Monroe.  CT 
06468. 2031261-5586. 
JUNE  21-28  - HAMILTON.  OHIO  - 22nd  Annual  Waco  Reunion. 
This  year  Wacos  50  years  or  older  will  be  honored.  For  further 
information. please  contact:  Ray  Brandly. 700  Hill  Avenue.  Hamilton. 
OH  45015.  5131868-0084. 
JUNE  28-28  - AIRDRIE.  ALBERTA.  CANADA  - Wild  Rose  Antiquel 
Classic  Fly-In.  sponsored  by  the  Airdrie  Country  Club  of  the  Air.  at 
22  MAY  1981 
Airdrie  Airport.  8  miles  north-northeast  of  Calgary  International 
Airport.  All  aviators.  enthusiasts.  and  aircraft  are  welcome.  For 
further  information.  please  contact.  Airdrie  Field.  Attn.  Mr.  George 
B.  Pendlebury. RR  2. Airdrie. Alberta.  Canada. 
JULY 3-5 - PORT  LAVACA.  TEXAS - Gulf Coast  Sport  Aviation  Fly-in. 
Calhoun  County  Airport.  Sponsored  by  the  Port  Lavaca  Chamber  of 
Commerce.  EM  Chapter  340  and  EM  Antique/Classic  Chapter  2. 
For  further  information.  please  contact :  Port  Lavaca  Chamber 
of Commerce.  P.  O. Box 528.  Port  Lavaca.  TX  n979. 5121552-2959.
JULY  4-5  - AEROFLEX-ANDOVER.  NEW  JERSEY  - Flanders  Valley 
EM  Antique/Classic  Chapter  7  and  EM  Chapter  238  Annual  Fly-
In.  RAIN  or  SHINE!  Antiques.  classics.  warbirds.  homebuilts  and 
factory  machines  welcome.  Movies.  food.  hangar  SQuare  dance. 
and  much  more.  Camping  and  lodging  upon  request.  For  further 
information.  please  contact :  AI  Douglas.  President.  29  Kenneth 
Court.  Florham  Park. NJ 07932. 201/3n-8925.
JULY  11-12  - ALLIANCE.  OHIO  - Annual  Taylorcraft  Fly-In/Reunion 
sponsored  by  the  Taylorcraft Owner's  Club  and  the  Taylorcraft  " Old 
Timer's"  (former  and  present  factory  employees).  Three  miles  north 
of  Alliance  at  Barber  Airport.  For  further  information.  please  con-
tact:  Bruce  Bixler. 2161823-9748.
JULY  12  - EASTON.  PENNSYLVANIA  - Fifth  Annual  Aeronca  Fly-in. 
Largest  Aeronca  Fly-in  in  the  East.  Fun  events  SCheduled.  Easton 
Airport.  For  further  information.  please  contact :  Jim  Polies.  299 
Nazareth  Drive.  Nazareth. PA  18064. 2151759-3713.  Rain  date July  19. 
JULY  17-1'  - MINDEN.  NEBRASKA  - 5th  Annual  National  Stinson 
Club  Fly-In  at  Pioneer  Airfield.  Camping  on  the  field  available.  call 
3081832-2750 for  motel  reservations.  For  further  information.  please 
contact : George  Leamy. 8031576-9698 or Bob  Near. 4021463-9309. 
AUGUST  1-8  - OSHKOSH.  WISCONSIN  - 29th  Annual  EM  Fly-In 
Convention.  It  is  never  too  early  to  start  making  plans  for  the 
AUGUST  7-'  - LEWISTOWN.  MONTANA  - 4th  Annual  Montana 
Chapter  AM  Fly-In  at  Beacon  Star  Antique  Airfield.  For  further 
information.  please  contact.  Frank  Bass.  Beacon  Star  Antique 
Airfield.  Star  Route.  Moore. MT  59464. 4061538-7616.
AUGUST 1-15 - FOND  DU  LAC. WISCONSIN  - 12th Annual  lAC  Inter-
national  Championships. 
AUGUST  1-15 - PORTLAND.  OREGON  - 13th  Annual  Convention  of 
The  International  Cessna  170  AssoCiation.  For  further  information. 
please  contact :  Robert  C.  Anderson.  3307  N.E.  Academy  Avenue. 
Portland.  OR  97200. 5031253-3449.
AUGUST  18-23 - BLAKESBURG. IOWA - Annual  AAAJAPM  Fly-In. 
AUGUST  23  - WEEDSPORT.  NEW  YORK  - Fly-In.  Antiques.  classics 
and  homebuilts  welcome.  Sponsored  by  EM  Chapter  486.  Whits-
ford  Airport.  Pancake  breakfast.  air  show.  Field  closed  1:00  p.m. 
to  5:00  p.m.  Intermission  for  early  departures.  For  further  informa-
tion.  please  contact :  Hertl  Livingston.  1257  Gallagher  Road.  Bald-
winsville.  NY  13027. 
AUGUST  21-30  - COFFEYVILLE.  KS  - Funk  Fly-In.  Sponsored  by 
Coffeyville  Jaycees.  For  further  information.  please  contact :  George 
E. Lipe. P.O.  Box 372.  So. Coffeyville. OK  74072. 
OCTOBER  1-11  - ANDERSON.  INDIANA - Annual  Convention  and  Fly-
In  sponsored  by  the  International  Cessna  1201140 Association.  Inc. 
For  further  information.  please  contact :  Frank  Hancock.  3941  West 
Cross  Street.  Anderson.  IN  46011 . 317/643-1593.
23rd  Annual  Convention.  Highlights  are  old  time  pilots  reunion  and 
air  show.  Firestone  Pitts  aerobatic  team.  skydiving.  hot  air  balloon. 
comedy  acts.  etc. All  eligible  pilots.  active  or retired.  civil  or  mi litary 
welcome.  Make  your  reservations  now!  For  further  information. 
please  contact:  Haskell  Deaton.  Chairman.  Box  1822.  Charlotte. 
NC  28218  or  National  Headquarters.  Box  1228.  Harrisburg.  PA 
OCTOBER  18-18  - CAMDEN.  SOUTH  CAROLINA  - Fly-In.  Antiques. 
Classics.  Homebuilts.  Ultralights.  and  Warbi rds  invited.  Awards 
and  banquet  Saturday  night.  For  further  information.  contact 
Geneva  McKiernan. 5301  Finsbury  Place. Charlotte. NC  28211. 
RANGER- 6-440zero-time, fresh overhaul. 6brand new
chrome cylinders, ($460 value). New pistons (standard)
rings, pins, valves, mags, ignition harness, etc. Log book
signed off, $3000 firm. Write: S.F.M. Co., P.O. Box 1524,
WANTED: 120 hp upright Gipsy IIengine or 145 hp in- Torrance, California 90505.
verted Mark 7 engine. Need propeller and hub for same.
ANTIQUE PROPELLER - All metal, 45 plus years old.
Engine must be complete. Al Kelch, 622 North Madison
Send for information. Ron Furden, 3841 West Seagull
Avenue, Cedarburg, WI53012.
Drive, Salt Lake City, UT 84120.
•  Membership  in  the  Experimental  Aircraft  Association,  Inc.  is  $25.00  for  one  year,  $48.00  for  2 ye.ars 
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  - $14 .00.  Includes  one  year  membership  in  EAA  Antique-Classic  Division ,  12 monthly
ANTIQUE· issues  of  The  Vintage  Airplane  and  membership  card.  Applicant  must  be  a current  EAA  member  and 
must  give  EAA  membership  number.)
• Non-EAA ' Member  - $24.00.  Includes  one  year  membership  in  the  EAA  Antique-Classic  Division,  12 
monthly  issues  of  The  Vintage  .Airplane,  one  year  membership  in  the  EAA  and  separate  membership 
cards . Sport Aviation not included. 
•  Membership  i n  the  International  Aerobaric  Club,  Inc.  is  $16.00  annually  which  includes  12 issues 
of Sport Aerobatics.  All  lAC members are required  to  be members  of EAA. lAC
•  Membership  in  the  Warbirds  of  Ameri ca,  Inc.  is  $20.00  per  year ,  which  includes  a subscription  to 
Warbirds  Newsletter.  Warbird  members  are required  to  be members  of  EAA.  WARBIRDS
• Membership  in  the  EAA  Ultralight  Assn.  is  $25.00  per  year  which  includes  the  Ultralight  publication 
($15.00  additional  for  Sport  Aviation  magazine) .  For  current  EAA  members  only, $15.00,  which  includes 
Ultralight publication. 
P.  O. BOX 229  HALES  CORNERS,  WI  53130 
Jacket: Unlined Poplin jacket, features knit wai st
and cuffs. The gold and white braid trim on a
Tan body emphasizes the colors proudly dis-
played in the Antique/Classic logo.
Sizes: X-small thru X-large
$28.95 ppd
Cap: Complete the look in this gold mesh hat
with contrasting blue bill , trimmed with a gold
braid. Your logo visibly displayed, makes this
adjustable cap a must.
Sizes: M & L (adjustable rear band)
$6.25 ppd
in  an  Antique/Classic  jacket and  cap 
Send CheckTo:
P.o. Box229 HalesCorners, WI 53130
Allow4-6 Weeks ForDelivery 
Wisconsin Residents Include4% SalesTax