Communications, whether internal or external, have
a direct bearing on the success of any business or or-
ganization. The President of the Antique/Classic Divi-
sion is elected to guide and lead the Officers, Directors
and Advisors in a successful and coordinated effort to
uphold the purpose of the Division. At times, it appears
that I have overlooked some items of interest which are
important to the membership and others interested in
antique and classic aircraft.
It has recently come to my attention that our dis-
play area in the EAA Air Museum is very limited with
reference to the wall space explaining the activities of
our members and I feel the responsibility lies specifi-
cally with my oversight in not taking proper action
earlier. It will require the cooperative effort of many
to achieve our goal.
Al Kelch has volunteered to chair a committee and
pursue the theme of our Division Hall of Fame. Interest
in this will be centered around those aviation enthusi-
asts who have contributed their efforts toward aviation
in the era our Division represents. Appropriate displays
will draw the attention of visitors to our Air Museum
and exemplify our efforts of recognition for those in-
dividuals honored.
When reading SPORT  AVIATION  we always en-
joy the section entitled "What Our Members Are Build-
ing". Several months ago we invited our membership
to send in color photos of their restored antiques and
classics, and if possible, have the photo contain not
only the aircraft but the owner or pilot standing beside
the plane. We would like to renew this request for two
reasons: First ,  if the aircraft has just recently been
restored, we would like to use the photos in a new monthly
section in The  VINTAGE  AIRPLANE  called "Member's
Projects". Secondly,  we need your photos so we can
display and rotate them in our Museum display area.
Be sure to include your name, address, complete details
of the aircraft as to type, date of original manufac-
ture, date of restoration, and date of the photo. If pos-
sible please send an 8 x 10 color print. These photos
and complete information should be forwarded to: The 
VINTAGE  AIRPLANE,  P.O. Box 229, Hales Corners,
WI 53130.
Our museum " Wall of Fame" project has been placed
in the able hands of Ted Koston and Ed Burns. They have
accepted the exciting job of organizing the display of
our aircraft photos. They are enthusiastic over the proj-
ect, and with your help in supplying the photos and in-
formation needed, we will have an outstanding histori-
cal display that will be of interest to all. Through the
Wall of Fame display and the annual Hall of Fame proj-
ect of Al Kelch, visitors to the Museum will be able to
see and appreciate the accomplishments of our Divi-
sion and the history we desire to preserve.
By  Brad  Thomas 
Antique/Classic Division 
E. E. "Buck" Hilbert, Division Treasurer and Past
President has volunteered to chair a project of research-
ing and organizing the history of the Antique/Classic
Division of EAA. Our records contain the date of our
origin, names of charter members, and information con-
cerning past officers, directors and advisors. Our Divi-
sion also represents the period of time when aviation
advanced by leaps and bounds. Many of those pioneers
are members of EAA and the Division and we need to
assure that we have their recorded history. We will
contact many of our members requesting their assis-
tance in the collection of data relative to the Division
history and for specific information on individual mem-
bers. Your assistance will be greatly appreciated when
you are requested to help.
For two years we have analyzed the participation of
aircraft at the Annual EAA International Convention
at Oshkosh and we have cross-checked the list of own-
ers or pilots of each registered aircraft with reference
to membership in our Division. We are all aware of the
fact that only EAA members can register their aircraft
to be judged, however we also believe that we have not
communicated properly with those EAA members dis-
playing antique and classic aircraft who are not Division
members. The analysis shows, regretably, that only
about 50% of the antique display aircraft owners or
pilots are members of our Division, and further that
only about 25% of the classic participants are Division
members. Frankly, we feel dejected that we have not
made an effort to bring these folks into our fold. We are
in the process of contacting each of these participants
directly with a letter of explanation, a brochure describ-
ing our Antique/Classic Division, a copy of a past issue
of The  VINTAGE  AIRPLANE,  and an application blank
for membership. We sincerely hope that the aforemen-
tioned effort will result in a significant increase in our
It is possible that some EAA members receiving the
above special mailing will contact current Antique/
Classic Division members seeking more information
about Division membership. If this happens to you and
you are unable to answer all the questions you might
be asked, please contact EAA Headquarters and re-
quest their assistance. Your interest and support will
be greatly appreciated.
919/368-2875 Home 214/727-5649
919/368-2291 Office
7745 W. 183RD ST. P.O.BOX 145
913/681-2303 Home 815/923-4591
913/782-6720 Office
Ronald Fritz Morton W. Lester
15401 SpartaAvenue P.O. Box3747
Kent City. MI 49330 Martinsville, VA 24112
616/678-5012 703/632-4839
Claude L. Gray.Jr. ArthurR.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 ShadyHill Drive 1530 Kuser Road
Indianapolis.IN46274 Trenton,NJ 08619
317/293-4430 609/585-2747
AI Kelch S.J.Wittman 
66 W.622 N.MadisonAvenue Box 2672 
Cedarburg,WI 53012 Oshkosh, WI 54901 
414/377-5886 414/235-1265 
Robert E.Kesel GeorgeS. York 
455 OakridgeDrive 181 Sloboda Ave. 
Rochester ,NY 14617 Mansfield,OH 44906 
716/342-3170 419/529-4378 
John S.Copeland Stan Gomoll Gene Morris
9Joanne Drive 1042 90th Lane,NE 27 ChandelleDrive
stborough,MA 01581 Minneapol is,MN 55434 Hampshire, IL 60140
6171366-7245 6121784-1172 312/683-3199
Paul H. Poberezny. President
Gene R. Chase
Dick Wagner's Piper Vagabond based Cole Palen fliesby in his Avro 504K at
at hisprivate strip north ofLyons,Wis- an air show at Oshawa, Ontario, Ca-
consin. nada in 1963.
(Photo by JackCox) (Photo byGary Blanchett)
Straightand Level Brad Thomas. . . . . . . . . . . .. 2
NC Gene Chase . .... . . . . . . ... . . . ...... 4
East Coast Ryan Fly-In Richard K. Farrell. . .. 7
A Phenomenal PiperPA-20 Matt C. Poleski . . . 8
Ford TrimotorStatus Report Gene Chase . . . . . 10
HowTo Build The Powell "P-H" Racer...
by Orville Hickman . ..... ... .. .... ... . . . .... . ... 11
Letters............................................ 16
Members' Projects ................................ 17
CalendarOf Events ............................'.... 18
Page 7 Page 8
Page 11
xperimental AircraftAssociation
Editorial Pol icy : 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 AIRPLANE,P.O.Box 229,Hales Corners.WI 53130.
Associate Editorships are assigned to those writers who submit five or more articles whi ch 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 pub-
lished monthly at Hales Corners. Wisconsin 53130. Second Class Postage paid at Hales Corners Post Office, Hales
Corners, Wisconsin 53130, and additional mailing offices. Membership rates for EAA Antique/Classic Division, Inc.,
are $14.00 for current EAA members per 12 month period of whi ch $10.00 is for the publi cation 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 cor-
rective measures can be taken.
AT  SUN  'N  FUN  '81 
Jessie  Woods,  Chairman  of the  Hospitality  Center  at 
the  Sun  'N  Fun  Fly-In  to  be  held  at  Lakeland,  Florida, 
March  15-22,  asks  that ·  we  make  the  following  an-
The  directors  of the  Sun  'N  Fun Fly-In  have  declared 
Friday,  March  20  to  be  AVIATION  PIONEER  DAY. 
Free  admission  for  that day  and  Saturday  will  be  given 
to  persons  and  their  spouses  who  can  confirm  solo  on  or 
before  December  31,  1935.  Screening  teams  will  be  pre-
sent  at  the  admission  gate  all  day  Friday  to  handle 
The  three  Florida  OX-5  Wings  will  again  host  a  hos-
pitality  center  for  ALL aviation  pioneers.  Refreshments 
will  be  available  at  this  popular  gathering  place  where 
much  relaxing and  "bull-wrestling"  takes  place. 
A  no-host  cocktail  party  will  kick  off  the  Friday 
night  Gathering of Eagles  to  be  held  in  the  500  capacity 
banquet  room  at  the  King's  Villa  restaurant  near  the 
airport.  There  will  be  lots  of  free  hors  d'oeuvres . and 
many  consumable-type  awards  given  for  outstanding  (?)
aviation  accomplishments.  A  distinguished  emcee  will 
ramrod  the  entire  fun-fest  shebang.  Daily  shuttle  buses 
will  provide  transportation  to  and  from  the  motels,  air-
port  and  the evening social  activities. 
Claude Gray, CHIEF JUDGE, Antique/Classic Division
With  the  availability  of  plans  for  homebuilt  aircraft 
such  as  the  CUBy  and  other  full  size  aircraft  the 
Antique/Classic  Division  would  like  to  inform  the  mem-
bership  of the  following  section  of our judging rules. 
This  section  pertains  to  the  replica  category.  Our 
rules  read  that  a  replica  is  a  full  size  reproduction  of 
any  aircraft  covered  in  the  age  bracket  that  qualifies  as 
an  Antique  or  Classic.  This  being  any  aircraft  built  up 
through  1955.  This  applies  only  to  homebuilt  replicas, 
not  factory  built aircraft. 
With  this  in  mind  the  CUBy  and  others  of this  type 
are  invited  to  be  a  part  of the  Antique/Classic  Division 
activities  and  judging  at  Oshkosh  and  other  EAA  Fly-
Ins.  Also  in  regard  to  the  above  judging  rules,  only  full 
scale  reproductions  are  considered  as  replicas  in  our  Di-
We  wish  to  extend  a  warm  welcome  to  all  builders! 
owners  of replica  aircraft  as  described  above,  to  join  the 
Antique/Classic  Division  of  EAA,  if  not  already  on  our 
membership  rolls. 
The  following  is  quoted  verbatim  from  FAA's  Gen-
eral  Aviation  News  for  NovemberlDecember  1980.  "Bar-
gain  parts  have  proved  to  be  no  bargain  for  owners  of 
vintage  aircraft  who  have  problems  obtaining  replace-
ment  components  for  their  early  model  aircraft  that  are 
FAA  approved.  Recently  unapproved  wing  lift  strut 
forks  of clearly  inferior  workmanship  were  discovered  on 
Piper  model  12  and  14  aircraft  when  these  vital  parts 
were  removed  for  a  routine  inspection.  Advertisements 
for  hard-to-get  parts  at  low  prices  appear  frequently  in 
aviation  publications.  Pilots  who  want  guidelines  for 
standards  of aircraft  components  should  send  for  a  free 
Advisory  Circular,  20-62C,  Eligibility,  Quality,  and 
Identification  of  Approved  Aeronautical  Replacement 
Parts."  Address  DOT  Publications  Section,  M-443.1, 
Washington,  D.C.  20590. 
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  4141
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  NAV/COM  radios  for  B-25  and  Lockheed 
12  aircraft 
•  Hydraulic  Mule 
•  Hydraulic  Maintenance  Stands 
•  28  volt  rectifier  - 100 amp 
•  Lawn  mower  blade  balancer 
•  Caterpillar  or  crawler  tractor  with  front  end  load-
•  Engine  rebuilding stand for  automotive  engines 
•  Wright  Cyclone  R-1300-1A  engine  for  the  Mu-
seum's  North  American  T-28A 
•  Sewing  machine  with  zig-zag  attachment  for  flag 
repair,  etc.,  at Oshkosh 
•  3  Propeller  hubs,  30  spline  #5406-AL,  and  6 
blades  #3792X  - 8'  9".  These  are  Hamilton 
Standard  ground  adjustable  props  for  P  & W 
R-985  engines  for  the  Ford Trimotor. 
LYCOMING  0-235 
This ad requires repetitive inspections of the push
rods, Part Number 73806, for loose ball ends, bulging,
splitting, proper length and proper tappet clearance.
This results from findings of damaged push rods that
have led to eventual failure of the rods, resulting in
rough engine operation and power loss.
The FAA is asking pilots, owners, mechanics and re-
pair stations to provide information on defective propel-
lers in an effort to develop data for possible design im-
provements. Forms for reporting any prop blade failure
will be available at the GADO's.
Wag-Aero, 1216 North Road, Lyons, WI 53148 has
completed and obtained FAA approval for a new heavy-
duty, permanently identified, high-tensile-strength strut
fork for Pipers, according to Dick Wagner! Wag-Aero
These wing strut forks are currently production units
and feature an improved alloy and stronger design.
Rolled threads and a permanent identification mark
provide assurance of conformity and easier field installa-
tion and inspection.
The forks are FAA-PMA approved and conform 80-
This tech tip comes from the January/February 1981
issue of the Continental Luscombe Association newslet-
For tbose of you who may be looking for inside door
handles and bezels for your Luscombe, look no further ..
I am a Ford mechanic, and one day when I was work-
ing on the door of a 1977 Ford Courier, I looked very
closely at the door handle. It looked so much like the
Luscombe, that I ordered a set and the bezels. The
square hole in the handle is exactly the same as the
shaft in the door of the Luscombe, but the hole for the
pin is just a bit smaller, but a few quick strokes on each
side with a small rat-tail file lets the pin go through
very nicely. I'm enclosing the stock numbers for your
convenience ...
Right Handle - D27Z1022600-A
Left Handle - D27Z10226201-A
Bezel - D87Z1022620-F.
Ira Stone (EAA 86734)
1013 Del Vale Avenue
Modesto, CA 95351
The National Aeronautics Association has awarded
the 1980 Wright Brothers Memorial Trophy to Mrs.
Olive Ann Beech in recognition of her leadership in the
development of aviation and aeronautics.
The following is from the Fall , 1980 issue of the
PAPER TIGER, the newsletter of the DH Moth Club:
The DH82 Tiger Moth first fl ew in October, 1931. To
commemorate the 50th Anniversary of this historic air-
craft special events are being planned in various parts of
the world wherever Tiger enthusiasts can gather. Bill
Hitchcock of the Australian Tiger Club and Stuart
McKay of the English DH Moth Club are planning a
number of special events. We are also planning to or-
ganize special activities for Tiger Moths in. conjunctio.n
with regional U.S. fly-ins. In order to effectively do thiS
we would like very much to hear from those who plan to
attend the fly-ins at New Garden, Watsonville, Oshkosh
and Blakesburg. If you think you may be able to attend
any of these please drop a note as soon as possible to
Gerry Schwam, Moth Club Chairman, 1021 Serpentine
Lane, Wyncote, PA 19095.
The San Diego Aero-Space Museum has acquired a
basket case 1929 Ryan Brougham B-5. This plane had
been stored for many years in upstate New York and is
currently being restored by volunteers.
Among those working on the project is Ed Morrow
who worked on Lindbergh's Spirit of St. Louis. His input
is invaluable because plans for the B-5 are not available
and he recalls from memory, many details of the planes
as they left the factory.
Dave Miller of Miller Aviation, Inc., Yelm, Washing-
ton reports in the January, 1981 issue of the West Coast
Cessna 120/ 140 Club newsletter that he is operating
a 34 year old Cessna 120, N1847N on the flight line as a
taildragger checkout aircraft at Western Airpark. The
plane is proving to be popular with student pilots as
well as being exceptionally well suited to the task of
teaching tricycle gear pilots how to "fly" rather than
Dave predicts that several student pilots will have
received their private pilot certificates within the year.
.. the right way ... in a taildragger.
Bob Hunt, who passed away recently had the man-
ufacturing rights, type certificate, and a hangar full of
parts for the Culver V aircraft. This 2 place, side-by-side
post WW 2 design was of all wood monocoque construc-
tion and had good performance.
The family is anxious to dispose of the above items
and would welcome any offers. Contact Mrs. Hunt at
7930 Karen Drive, Encino, CA 91316. Telephone 213/
The January, 1979 issue of The VINTAGE AIR-
PLANE features a 1933 Waco UBF-2 on floats along
with a story of the restoration of this plane by its own-
ers, Alice and Henry Straugh (EAA 145735), 29459 Cul-
ver Lane, Junction City, Oregon 97448:
An article in a newsletter from the Oregon Antique
and Classic Aircraft Club states that the Straughs spent
several weeks in Hawaii on location for a movie in
which their Waco lands in a river to rescue the hero
from certain oblivion. When we learn the name of the
movie, we' ll pass it on to the readers of The VINTAGE
Birds eye view, 1500' over Lake Washington. Note the
elaborate paint scheme.
George Michael will 'be leading a tour to England for
a limited group of 39 participants departing Boston, Mas"
sachusetts on September 19, 1981 and returning Octo-
ber 4. Of special interest will be the Biggin Hill Battle
of Britain Air Display, the de Havilland Mosquito Mu-
seum, the Shuttleworth Collection, the Imperial War
Museum, Spitfire Museum and the British Historical
Aircraft Museum. The tour will also include some non-
aeronautical sightseeing side trips.
For copies of a brochure from the tour operator, con-
tact: Great Journeys Ltd., P.O. Box 707, Annapolis, MD
21403. Telephone 301/268-1860.
Close-up of fl oat attachment points, flying Wires, etc.
Following the shore line of Lake Washington, good profile
of aircraft and the 1930 fda #2665 floats.
Lineup of Ryans at the fly-in. Left to right: STA Special
owned by Lou Russo; PT-22s owned by Rick Ferrell, Eric
Friedrichsen, Bill Ahern, Bill Plecenik, and Bill Fennelly.
East  Coast  Ryan  Fly-In 
Story and Photo  by Richard K.  Farrell  (Ale 2852) 
55 Sharon Road, Apt. A  24 
Robbinsville,  NJ 08691 
Well, the Ryaneers on the East Coast finally did it.
On September 20, 1980, at Van Sant Airport. Erwinna,
Pennsylvania, the first East Coast Ryan Fly-In was held
and it was a whopping success. The day started off rath-
er badly as visibility was only 2 or 3 miles and an
early morning ground fog was very slow in clearing, but
by 11 a.m. things began to happen.
I was the first to arrive in my PT-22 and just as I
was making my initial wake-up-the-field pass, Bill
Plecenik was rolling out his 22 from his hangar. My co-
pilot for the day was Phil Ashworth and we parked in
an isolated spot so others hopefully would line up along
Soon the unmistakable sound of Kinners was heard
and suddenly out of the north came two 22s in nice for-
mation. Bill Ahern and Eric Friedrichsen made a nice
fly-by followed by beautiful landings on Van Sant's not
so level grass runway. Both ships are beautifully fin-
ished in military markings and when they finally lined
up along side my own we began 'to have the makings of
a fine day.
Finally Bill Plecenik finished polishing on his Ryan,
cranked up and pulled over to make it four in a row.
Bill said Lou Russo gave him permission to roll out his
STA just in case he didn't show. (DIDN'T  SHOW?,  come 
on  LOU,  you've got  to  be  kidding.) 
By now it was approaching 1 p.m. as we got out the
steering bar and rolled out the STA. Now there were
five Ryans in a row. What a sight! Now if the weather
would only break so we could get some pictures.
But wait, where was Fennelly? Bill Aher said Fen-
nelly was coming and to hold on. Before long Bill Fen-
nelly's Ryan arrived flown by a friend and wife (sorry I
don't have their names). They said Bill was coming in
his Mooney. Mooney? That's as bad as Lou not showing
up, maybe worse. Oh well, who can complain at a time
like this? The Mooney arrived and 10 and behold, so did
Lou Russo who even took out a rag to remove some hang-
ar dust from his STA (I have a photo to prove this al-
though those knowing Lou would swear It was faked) .
At last, all six known Ryans from the local area were
on one field and lined up in perfect formation. SIMPLY
BEAUTIFUL! The sun even broke out for a while and
everyone scrambled to take pictures. One quick trip
down the line to set the props at the same angle and
VOILA!  ... the first annual East Coast Ryan Fly-In
was termed a great success.
The Posey's (airfield owners and operators) provided
generous quantities of sandwiches and beverages as we
all sat around and got to know one another. We enjoyed
looking over each other's ships and even though some
subtle differences surfaced, the PTs all looked just as
they did nearly forty years ago.
As this was my first attempt at planning a fly-in,
many ideas came to mind which would make things run
smoother next year. Yes, we do hope to have a Second
Annual East Coast Ryan Fly-In at Van Sant Airport in
September, 1981. We are considering making this a two
day affair which would allow those from outside the
immediate area to participate. I'd like to extend a
warm invitation to any and all owners of Ryan-built air-
craft to participate in the fly-in next fall. We have
started a good thing and with more people exchanging
ideas we can continue to maintain and expand the
interest of Ryans in the East.
Those in attendance were:
Rick Farrell, Robbinsville, NJ - PT-22, N46805
Bill Fennelly, Oceanport, NJ - PT-22, N38965
Bill Ahern, New Rochelle, NY - PT-22, N46205 _
Bill Plecenik, Erwinna, PA - PT-22, N46501
Eric Friedrichsen, Wilton, CT - PT-22, N51707
Louis Russo, Doylestown, PA - STA, N18904
  PlleIlOllleIlal  PipE 
Jeannie  Poleski  and  the  family  PA-20.  The  N  number  gives  a 
clue as to  the equipment one would expect to  see in  the  panel. 
Story and Photos by Matt C. Poleski
(EAA 39244)
R.R . 3
25 Immelman Lane
Hampshire, IL 60140
It all happened in 1955 when I went to Sally's Flying
School at Pal-Waukee Airport on Chicago's north side
for my first lesson. I was fourteen then, and the bug (fly-
ing type ) bit and sunk its teeth very deeply into me.
Since that first day, I've had a soft spot in my heart for
the old "rag wing" Pipers that Sally used to operate
including J-3s, PA-lIs, and PA-22s.
As the years went by, I received all the ratings and
went to work for the "Friendly Skies" (a dream come
true). All the big ones were a real challenge and plea-
sure to check out in and fly, but I still longed for owning
and flying one of those little-bitty paper Pipers.
The PA-20 Pacer's line and form appealed to me and
I came up with every excuse in the book to tell my wife,
Jeannie, attempting to justify our owning one. Sweet
girl she is, though she lacks an iron will , and one day
she lovingly agreed to my expensive  folly. It didn't take
long looking through the hallowed pages of Trade-A-
Plane, the aviators "Bathroom Gazette", before I found
t hi s cute little blue and white PA-20A screaming for at-
tention from any pilot that might be willing to part with
a few bucks.
Believe me, when I told Jeannie, affectionately called
"Good Ole Watsername", that with a few more dollars
for a radio and a new set of Ceconite rags, it would be
complete, I believed it also. Not so . . . she knew this
was going to be a real financial roller coaster.
My friend Norb Binski, who runs a maintenance
shop in Hampshire, Illinois, is a master with dope and
fabric and also an excellent tool and die man. So I hired
him at a reasonable rate, and we started the rebuild
project. From then on my pocketbook started showing
signs of malnutrition. The reason being that every time
some component of the airframe came up for cleaning
and close scrutiny, I kept saying, "Wouldn't it be nice if
we modified this to the ' present state of the art." At the
same time my friend' Sam added, "It only costs 10%
more to go first class." I'm not going to listen to you
anymore, Sam!
Hence a small fortune went by the wayside, but I'm
totally in love with this machine's performance and re-
sponse to the slighest control input.
You're probably wondering "What could a person do
to a little Piper 'pea-shooter' which would just about
This is not the average PA-20 dashboard.
Matt Poleski and Norb Binski perform
exploratory surgery on Matt's new acquisition.
equal a middle income person's salary?" It's kind of like
a kid looking into a toy store window and wanting to
buyout the joint.
First I exchanged the 125 hp engine with a 160 hp
Lycoming 0-320 B2B (STC). Then came the reserve fuel
tank (STC) and the ram's horn control yokes (STC).
Okay, now you can't have ram's horn control wheel with-
out a new stock mounted panel, can you? Naw .. . so,
Norb and I designed a nice center mount radio panel.
But then it just wouldn't be right to leave the panel
bare without radio, so in goes a full King package,
including an H.S.1. and RNAV.
You also can't operate radios like that and run the
risk of voltage spikes, so next a 60 amp alternator is in-
stalled (STC).
At this point the dollar bills were really starting to
sprout wings (who needs an airplane now!) . We're also
starting to discover a few different methods of support-
ing this habit of mine ... McDonald's hamburgers and
used cars instead of new.
Would a person want to poke his nose into a small
cloud without a pitot heater? Nope. Alas! A new heated
pitot probe (STC). You guessed it ... more bucks.
How about some additional utility from this new
prima donna? Okay, so we now have a glider/banner tow
hitch and Cleveland wheels and brakes (all STC). Oh
Heck! Let's go the route and spray on a few more coats
of Butyrate ... 22 total, to be exact.
Aha! It's finished, two years later. Anyone want to
buy a house cheap? Is there an Aircraft Rebuilders'
Anonymous grOUP in my neighborhood?
All in all it's been a lot of work; it cost many pay-
checks, and a few long sleepless nights of figuring how
to do this and that. But I'm nuts about this little "Rem-
brandt" of Mr. Piper's collection. It gets off the ground
in about 250 feet and climbs like there's no gravity. It
tows a glider nicely. It cruises at a moderate 130 mph.
What else could a guy want?
Gee! I wonder if my banker would be interested in . .
okay, okay, Jeannie, forget it! I'll stain the house this
The partially-skinned fuselage of NC8407 in Kal-Aero's shop.
lord lrimotor Status eIIeport 
We are pleased to report further progress on the re-
build of the EAA · Air Museum Foundation's Ford
Trimotor, NC8407.
Since the last status report which appeared in the
December, 1980 issue of The VINTAGE AIRPANE, suf-
ficient donations have been received to completely skin
the fuselage. As can be seen in the accompanying photo-
graph, several pieces of the original skin were reusable.
The next step in the restoration will be mounting the
wing center section to the fuselage so the final pieces of
fuselage skin can be put in place. At that point in time
we hope to be able to determine whether the Ford will
be returned to the Museum shop here for completion by
volunteers or be left in Kalamazoo, Michigan with the
folks at Kal-Aero where their full time staff can finish
the project in much shorter time. The answer to that
question will be determined by the amount of monies re-
ceived through tax deductible donations.
Those who contribute ten dollars or more will receive
as a gift, a 60 page booklet, "A Ford In EAA's Future"
by George Hardie, Jr. This 8W' x 11" publication con-
tains a fascinating story of Ford planes including spe-
cific information on EAA's model 4-AT-E, NC8407, Se-
rial Number 4-AT-69.
Contributions can be made to SAVE THE FORD
FUND, EAA Air Museum Foundation, Inc., P.O. Box
469, Hales Corners, WI 53130.
By Gene Chase
(Photos by the Author)
Left to Right: Representatives of the EAA Air Museum Foun-
dation, Bill Chomo, Dave Jameson, and Tony Goetz met re-
cently ' with Ken Fryling and Maurice Hovius of Kal-Aero in
Kalamazoo, Michigan regarding the restoration of EAA's
Ford Trimotor.
Air Force Photo 'from Jack McRae
Powell racer ·powered with a Bristol Cherub e n   ~ i n e .
EDITOR'S NOTE: One of the neatest little planes in the air during the early 1930's was the Powell "P·H" Racer. Its vintage is clearly established with
such features as the spreader bar landing gear, It has lots of character and even though the builder is cautioned not to use a converted automobile engine
because of the excessive weight (by the editor, of the 1932 FLYING AND GLIDER MANUAL from which this reprint is taken) a converted VW engine
should make an excellent powerplant, Of course, a Continental A·40 would be more authentic, and there are some of those around, This is Part I of a two
part series, . . Part II will appear next month.
. This construction article, which is printed verbatim, is an example of the many which are available in the EAA repr ints of the 1929-1933 FLYlNG
AND GLIDER MANUALS. Information for ordering is contained in the ad on page 19.
- Gene Chase
The editors have consistently endeavored to present plans of lightplanes which were easy to build and within the price range of the average amateur.
Here, however, is a one·place sport plane, designed especially for the builder who is willing to spend more money for greater speed and higher ceiling.
By Orville Hickman
Lightplane designers and man-
ufacturers have adhered so con-
sistently to the high-wing mono-
plane that many persons have
come to believe that lightplane
and monoplane are synonymous.
There are some fans, however,
who have so insistently demand-
ed a one-place biplane of steel
fuselage coristruction that their
plea could not be ignored.
In the Powell "P.H." Racer
these fans will find a ship that
will require skill in building and
flying, a knowledge of welding,
strict adherence to the plans as
given, and a real honest-to-good-
ness aero engine. For one who
can exercise enough self-control
to follow plans to the letter, and
who has the price of a good light-
plane motor, this article will pre-
sent something that will get out
and step with the best of them.
A high speed of 95 mph and an
absolute ceiling of 14,000 feet can
be attained with this little biplane
if the builder will give the job the
time and money needed on a ship
such as this. Those who want to
use a two-cylinder motorcycle en-
gine, and who can't do a good
job of welding, had better leave
the "P.H." alone.
Before we tackle the actual
building of the plane, let us look
around and see what we can use
for the power plant. Only one
model of this racer has been
built, and it was powered with a
Bristol-Cherub motor. This is an
excellent little engine for a racing
job such as this, as it develops
plenty of horsepower for its
The ,"Cherub" is a British mo-
tor, and is distributed by the
Aero Engines of Canada, Ltd., of
Montreal. Two American motors
have recently been developed
which are just suited to such a
job as this. These are the Aeronca
motor, manufactured by the
Aeronautical Cor p 0 rat ion of
America of Cincinnati, and .the
Continental A-40made by the
Continental Aircraft Engine Co.
of Detroit, Mich. You will find
the Heath Henderson motor a
very fine little power plant if eco-
nomy is what you are after, but
the above mentioned higher pric-
ed engines will give you top per-
A LL  MEASUREt.4 ENTS  vlvE"· 
  20' ---<_-r- j  ____26

27"--...... -;-. ;  •• IOf-- -; 


  ;C;;  VIE W  ST A SIZER  Tu B ES 

14  1  '  "._ g.  ___________ 
OF  f  U S EL AG E 
..... FOR  THE  "P- H "  R AC E PLANE-
Figvre  1.  The  lines  for  your  fuselage  shollid  be  lalid  out  on  a  level 
You  will  notice  that  nothing 
has  been  said  of  converted  auto-
mobile  or  twin  motorcycle  en-
gines.  Such motors are absolutely 
unfitted  for  powering  the  "P.H." 
Racer,  the  former  having  too 
much  weight  and  the  latter  not 
enough horses. 
Now  that  I  have  scared  off 
those  who  hoped  to  build  some-
thing  cheap from  a few  odds  and 
ends  picked  up  here  and  there, 
we  fellows  who  have  the  price 
and  want  to  build  a  real  racer 
will step over to  the corner of the 
hangar and  take up  the matter of 
constru·ction.  Let  us  start  with 
the fuselage. 
This  structure  is  all  steel  and 
is of conventional design. Twenty-
gauge  steel  tubing,  commonly 
listed  as  .035  thickness  is  used 
throughout,  the  longerons  being 
o/a  in.  material,  while  all  other 
members  are  of  1/2  in.  diameter 
except  where  otherwise  specified 
on the plans. 
The  first  thing  to  do  is  to  lay 
out your plan  on  some  absolutely 
level  surface  such  as  a  wooden 
floor  or  a  long  table.  When  you 
are  sure  that  everything  is  right 
to  the  fraction  of  an  inch,  take 
two pieces of tubing that are long 
enough  for  the  entire  length  of 
the  fuselage  and  outline  them 
over your layout with nails so  that 
they  are  right  over  the  lines  for 
the longerons. 
Now  you  are ready for  the  ver-
Length  Overa ll  ... 14  ft.  V2 in. 
Height  Overall  .... .. ... 5  ft.  3  in. 
Span,  Upper  Wing  .. 15  ft.  9  in. 
Span,  Lower  Wing  .. 15  ft.  9  in. 
Chord,  Upper  &  Lower  Wing  32  in. 
Stagger  ...... 9%  in. 
Airfoil  ............  R.A.F.  lS 
Angle  of  Incidence,  Upper 
and  Lower  0 
Dihedral,  Upper  and  Lower  . 1  deg. 
Spa.n  of  Stabili:r:er  . . 6  ft. 
Maximum  Speed  (With  35  hp 
Bristol-Cherub  Motor)  ... 95  mph 
Cruising  Speed  ... 80  mph 
Landing  Speed  ..... . ..  .. 32  mph 
Ceiling  .. 14,000  ft. 
srrFb- _  "  20 
C  8  1115 24
surface  from  these  drawings. 
tical members and diagonals.  The 
tubes  should  be  cut  with  a  hack-
saw  so  that  all  are  in  place  right 
to the dot. When this is done, spot 
weld  all  of  the  fuselage  side  to-
gether.  Now  make  the  other side 
just  like  the  first  and  spot  weld 
it too.' 
We  are  now  ready for  the most 
particular  job  of  the  entire -fuse-
lage  construction.  Having  satis-
fied  yourself  that  your  floor  or 
table  is  perfectly  level,  lay  out 
the  top  plan  of  the  fuselage  and 
cut  these  pieces  to  the  proper 
size.  Then  using  nails  or  some 
other sort of jig to  hold the mem-
bers in  their proper places, place 
one  side of  the fuselage, with  the 
top  longeron  down,  in  its  proper 
place, forming it around the lines 
you have already laid down, using 
a square  to  get the  side  absolute-
ly  perpendicular  to  the  floor  or 
table.  Now  do  the  saine  with  the 
other side and spot weld the cross 
pieces and diagonals in place. The 
jigs  will  hold  the work  while  you 
are welding it. 
Now  layout your  bottom  plan, 
invert the  and  square  it 
Ht----------:- 48'  TREAD------ ... 
•  TO  XLE  ,  N. S, BOLTS
HOLE . teA. .COT TER .P' N
AXLE  END  J ' 2 
Figure 2. The landing gear' is one
of the most im-porta.nt parts of
your plane and one of  the hardest
to build. Full details a,re shown
the job yourself, but if you have
to make a forced landing (anJl
a · RtQ' O  I I  GA 
rCA  T l! q N BUCKL[ 
.  · REQ' D  I'"  GAo
up as before, cut your diagonals
and cross pieces and spot weld
them. After making sure that
your structure is still square you
can cut and s.pot weld the internal
diagonals, and will then be ready
to weld the fuselage together.
This welding must be done by
a man who thoroughly knows his
job. If you don't feel competent
to tackle this most important
task you can hire a welder to
come to your shop. An experienc-
edman should be able to do all
of the cutting and welding in two
. days at the most. Of course this
will cost you more than if you did
who doesn't at one time or ·arl-
other?) it's a great satisfaction
to know that your fuselage isn't
going to come apart at some crit-
ical point. Welders demand good
money for their labor, but it
seems paltry beside what a doc-
tor or undertaker can charge.
Start welding from the front
end and go around the fuselage,
working toward the tail. In this
way you chase out all the kinks
and warps that would develop if 
you went at the job in a hit and
miss manner.
Now that you have the struc-
ture completed let us put on the
lugs for the landing gear, center
section struts, flying wires, and
the tail group. These are all made
of 13 gauge steel % in. wide and
1 in. long. They are put in their
respective places and welded on
(see Fig. 2) . After all of these
fittings are in place; the entire
fuselage should be treated to a
good coat of Honoil.
The motor mount is not given
in detail, but is  merely suggested
in Fig. 9. The reason for this is
that a mount suited for one motor
will not fit another, and besides
this, all of the boys have their
own pet ideas as to just what a
motor mount should be. The main
thing is to get the weight of the
motor in the right place. It is best
to leave the motor mounting and
cowling to' the last, as the only
practical way to attain perfect
balance is move the motor an
inch or so forward or backward
as found necessary.
Little difficulty will be experi-
enced with the tail assembly after
having built the fuselage, for the
same procedure is followed. This
job will also require welding, so
if you have called in a welder you
might just as well let him go
ahead with these details, which
are fully given on Fig. 5. If you
are tackling this job yourself, lay
out the fin, rudder, stabilizer and
elevators on a flat table and out-
line in nails. Then cut the pieces
to fit the forms and weld. Be sure
to make the hinges and .put them
on the torque tube as you go
along, for they are rather hard to
put on afterwards. After all of
the tail group is finished, check
and see that it fits the fuselage ,
for you may have to make a few
minor alterations, and it will be
found much easier to have them
done now than later when the
parts are covered.
The Landing Gear
The landing gear is one of the
most important parts of the ship
and one of the hardest to build.
It must be built well to stand the
strains of landing.
Layout the "V" struts on some
flat surface, cut your 2 in. by 17
gauge steel tubing to the proper
size, spot weld as shown in Fig.
2, then shape the tops of the
struts and fit them to the fuse-
lage lugs which are already in
place, secure with 14 in. eyebolts,
and weld according to the draw-
Spreader bars of %  by 20
gauge steel are then measured,
slotted in the ends, welded up,
and a hole bored for bolting to
the spreader bar and brace wire
lug which is welded to the struts
as shown in the detail drawings
on Fig. 2. The % in. square tub-
ing axle guides are then cut and
welded in place.

Figure 3. This three view drawing
of the Powell "P.H." Racer gives you
some important dimensions.
12 36
------.....     .....-------e4"

51 DE
_____ "P-H" RACEPLANE NO. 2 .....
Ai r Force Photo f rom Jock McRae
Powell recer at the 1925 Air Races held at Mitchell Field, N.Y.
The response from readers was very gratifying on
this one with a high percentage of correct answers. The
plane pictured on page 27 of the January, 1981 issue of
The VINTAGE AIRPLANE was the one and only
Breese-Dallas Transport. It was designed by W. "Art"
Mankey and built in 1932 by Vance Breese in Detroit,
Michigan at the Detroit City Airport.
Ron Fritz of Kent City, Michigan sent a copy of a
page from the March, 1957 issue of AIR-
PLANE NEWS which contained a brIef story of the
plane. . d
The following letters are among the first we receIve
which correctly identified the plane:
Dear Gene:
The plane on the inside back cover of the January,
1981 issue is the Breese-Dallas monoplane, built at De-
troit City Airport. Charles Dallas, a used car dealer lo-
cated at Gratiot and Connors, across the street from the
airport, was the financial backer. Vance Breese, la.ter
known as a test pilot for Vultee, Lockheed and CurtISS,
was the "motive effort".
The plane was designed by Art Mankey, and my
good friend, Steve Hudek witnessed   as
well as the first test flight by Breese wIth Dusty Cole
as his copilot.
Later, financing failed and the plane changed hands
several times. At one time the plane was ca.lled
Lambert-Dallas. Richard Allen, Lockheed chronIcler dId
some research on the plane.
Robert C. Mosher (NC 1383)
2504 N. Wilson
Royal Oaks, MI 48073
Dear Sirs:
In answer to your "Quiz Photo" in The VINTAGE
AIRPLANE, January, 1981 issue. I am going to stick
my neck out and say that the airplane was originally
called the "Breese-Dallas" model I. If my memory serves
me right, this plane was designed by Vance Breese and
two other people who I'm sure helped with this project ..
I believe their names were Charles Dallas, and the en-
gineer William Mankey. We all remember Vance Breese
as builder of the "Aloha". The Aloha is the plane in
which Martin Jensen and Paul Schluter flew to second
place in the Dole Air Derby.
The Breese-Dallas was designed and built in 1932-
33. It was a very fancy design for that time, right in the
middle of the great depression. It was a six place, all
metal, cantilever low wing monoplane with retractable
landing gear, and other advanced features. .
Vance never got the plane in production, so he sold It
to other interested parties. X-12899 changed hands
many times in rapid succession and it appeared in print
under at least one or two other names. It is said
Monocoupe Michigan Aircraft Company, JacquelIne
Cochran Paul Mantz had owned this ship (at different
times) it ended up in Mexico. By then the air-
craft's engine had been changed from the P&W 1344 to
the P&W Twin Wasp with 800 .hp (approximately). It is
very likely that X-12899 really ended its flying days in
Spain. It was sent to Mexico in 1937. Many U.S. civil
high performance-type aircraft went to Spain by way of
Mexico during this period. Please bear in mind, the
above information is not all first hand, but bits and pieces
picked up the years.
Roy G. Cagle (NC 1691)
8525 Jennifer Drive
Juneau, AK 99801
Dear Gene:
It was good to see the old Howard, N1227 in print on
the back cover of the December, 1980 issue of The VIN-
TAGE AIRPLANE. I'm sure some of the East Coast
members will recognize her. Also good to know Ron Rip-
pon presently has her. She may already have joined the
ranks of the "priceless antiques".
I still have the office desk log from Air Service and
the Howard was contracted to Mel Lamb at Long Is-
land's famous Montague Point during the busy summer
months (we provided the pilot, too). We ran a shuttle
from La Guardia to Montague and noted in the pages of
the log are such names as Edward Everett Horton, Errol
Flynn, DeCastro Sisters, Skitch Henderson, Faye Emer-
son and many other entertainment personalities of the
time. She carried some "fancy folks" in her working
Someday I'll write you a story on our (Air Services)
Barkley-Grow aircraft. It, too, was an honest, hard work-
ing airplane that would carry anything you could close
the door on.
Best wishes,
Al Wheeler
12 Bishop Pine Lane
El Sobrante, CA 94803
Dear Gene:
I own a 1941 Aeronca Chief, NC33899, SI N
CA14321. As far as I can determine from the log books,
my Chief was used for flight training in Bryan, Texas,
presumably as a trainer in the Civilian Pilot Training
Program. By June, 1945 it had over 1500 hours.
I am aware of only two previous owners of the plane
and would like to learn more of its history, including
names of those who might have logged time in her,
other previous owners, etc. The only names in the log
books are those of mechanics such as J. B. Reece (1943),
Floyd Huff (1943), W. G. Lytle (1944), C. W. Fellers
(1944), and W. C. Krug.
H any of The VINTAGE AIRPLANE readers can fill
me in with any history of my plane, I promise to answer
all correspondence and will be exceedingly grateful.
Raymond E. Ziebell (EAA 87467)
34710 Chestnut Street
Burlington, WI 53105
This section of The VINTAGE AIRPLANE is ded-
icated to members and their aircraft projects. We wel-
come photos along with descriptions, 'md the projects
can be either completed or underway. Send material to
the editor at the address shown on page 3 of this issue.
Chuck  Herr  (EAA  14339)  of  Star  Route,  Knights  Landi ng,  CA 
95645  owns  these  two  1928  Stearman  C3B  aircraft.  It' s  an 
unusual  sight these days to  see  two such  rare  aircraft on  the 
same  airport.  Chuck  rebuilds  and  relicenses  duster  aircraft  ,..-...-r:::::. 
for  a  livi ng  and  he completel y  rebuilt these two  planes  in  his 
spare  ti me  over a  six  year period.  Both  are  powered  by  Con-
tinental  W-670  engines  which  replace  the  oriainal  Wright 
J-5s.  N6496  is  currently  in  a  flight  test  program  for  recert·i fi-
cation,  checking  out  newly  manufactured  parts  and  engine 
According to the "Hangtown Strobe", newsletter of
EAA Chapter 512 of Placerville, California Jim Hutton
is rebuilding an OX-5 powered Lincoln-Page. He also
has a couple of Bellancas to rebuild. Jim's address is
2250 Sly Park Road, Placerville, CA 95667.
Information in the newsletter from EAA Chapter
444, Appleton, Wisconsin brings us up to date on the re-
build of this behemoth. The fuselage and wings of this
Stinson Model 6000 are now covered, requiring over 130
yards of 67" cloth and some 6 to 7 gallons of Poly-Tak
cement. Among those working on this restoration are
Chuck Andreas and Bill Brennand.
This rare plane has just been restored and once
again sports its original factory colors and paint scheme,
done up by Gary Johnson of EAA Chapter 265, Box
1474, Minot, North Dakota 58701.
Tim Talen, P.O. Box 920, Cottage Grove, Oregon
97424 and others in the Eugene (Oregon) area are
spearheading an effort to establish a means of docu-
menting, preserving and describing the rich aeronauti-
cal heritage of Oregon. Those interested can contact Tim
at t he above address. This information taken from "The
Taildragger", newsletter of EAA Chapter 292.
MARCH 14-15 - LAKE HAVASU, ARIZONA - Cessna 120/ 140 Club
Fly-In. Swimming, camping, shuttle bus between the airport and
the Nautical Hotel. Red gas available. For further information
please contact, Paul Pitkin, Tempe, AZ, telephone 602/966- 1123. '
MARCH 15-22 - LAKELAND, FLORIDA - 7th Annual Sun ' N Fun EAA
Fly-In. First big fly-in of the year. Don't missit - make your plans
ClassI cs, Homebuilts, Ultralights and Warbirds invited. Awards
and banquet Saturday night. For further information, contact
Geneva McKiernan, 5301 Finsbury Place, Charlotte, NC 28211.
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
Park, MD 21146.
MAY 29-31 - 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.
JUNE 5-7 - MERCED, CALIFORNIA - 24th Annual West Coast An-
tique Fly-In by the Merced Pilot's Association. Early
Bird receptIOn, dmner and dance Friday night ; Award Banquet Sa-
turday night; Air Show Saturday and Sunday. For further informa-
tIOn: contact Don or Dee Human, 209/358-3487 or write, Fly-In Co-
mmittee, P.O. Box 3212, Merced, CA 95340.
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 EAA Chapter 226. Free breakfast to sport plane pi-
lots (anllques, claSSICS, experimental , ultralights, warbirds) , bal -
loon 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 Ant ique
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 Speci al , Charlie Kulp. For fur-
ther information, please contact , Shannon Airport , P.O. Box 509,
Fredericksburg, VA 22401.
JUNE 26-28 - HAMILTON, OHIO - 22nd Annual Waco Reuni on Fly-
In. Honoring fifty year-old Wacos. For further information. please
contact, Ray Brandly, 700 Hill Avenue, Hamilton, OH 45015, 5131
JUNE 26-28 - AIRDRIE, ALBERTA, CANADA - Wild Rose Antiquel
Classic Fly-In, sponsored by the Airdrie CountryClub of the Air. at
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 12 - EASTON, PENNSYLVANIA - 5th Annual Aeronca Fly-In.
Largest Aeronca Fly-In in the East. Fun events scheduled. Easton
Airport . For further information, please contact Jim Polles, 299
Nazareth Drive, Nazareth, PA 18064. 215/759-3713 RAIN DATE,
July 19.
AUGUST 1-8 - OSHKOSH, WISCONSIN - 29th Annual EAA Fly-In
Convention. It is never too early to start making plans for the
AUGUST 7-9 - LEWISTOWN, MONTANA - 4th Annual Montana
Chapter AAA Fly-In at Beacon Star Antique Airfield .For further in-
formation, please contact , Frank Bass, Beacon Star Ant ique Ai r-
field, Star Route, Moore, MT 59464. 406/538-7616.
AUGUST 9-15 - FOND DU LAC. WISCONSIN - 12th Annual lAC In-
ternational Championships.
Annual EAA National Fall Fly-In. Don' t miss this one.
OCTOBER 16-18 - CAMDEN, SOUTH CAROLINA - Fly-In. Ant iques,
Classics, Homebuilts, Ultralights, and Warbirds invited. Awards
and banquet Saturday night. For further information, cont act
Geneva McKiernan, 5301 Finsbury Place, Charlotte, NC 28211
Jacket: Unlined Poplin jacket, features knit waist
and cuffs. The gold and white braid trim on a
Tan   the colors proudly dis-
played In the Ant ique/Classic logo.
Sizes : X-small thru X-large
$28.95 ppd
Cap: Complete the look in this gold mesh hat
contrasting blue bill , trimmed with a gold
braid. Your logo visibly displayed, makes this
adjustablecap a must.
Sizes: M & L (adjustable rear band)
in  an  Antique/Classic  jacket and  cap 
Send Check To:
P.O. Box229 HalesCorners, WI 53130
Allow 4-6 Weeks ForDelivery
Wisconsin Residents Include4% SalesTax
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 - All Are Available
1981 - January, February
Back issues are available [rom Headquarters for $1.25
each, postpaid, except the July 1977 (Lindbergh Com-
memorative) issue, which is $1.50 postpaid.
ACRO SPORT - Single place biplane capable of un-
limitedaerobatics .23 sheetsofclear,easy tofollow plans ,
includes nearly 100 isometrical drawings, photos and
exploded views. Complete parts and materials list. Full
size wingdrawings. Plans plus88 pageBuilder's Manual
- $60.00. Info Pack - $4.00. Super Aero Sport Wing
Drawing- $15.00. Sendcheck or money order to: ACRO
SPORT, INC., Box 462, Hales Corners, WI 53130. 414/
ACRO II - The new 2-place aerobatic trainer and sport
biplane. 20 pages ofeasy to follow,detailed plans. Com-
plete with isometric drawi ngs , photos , exploded views.
Plans- $85.00. Info Pack- $4.00. Sendcheck or money
order to: ACRO SPORT, INC. , P.O. Box 462. Hales Cor-
ners, WI 53130.414/425-4860.
POSER PIXIE - VW powered parasol - unlimited in
low.cost pleasure flying. Big, roomy cockpit for the over
six foot pilot. VW power insures hard to beat 3'Ie  gph at
cruisesetting.15 largeinstructionsheets.Plans- $45.00.
Info Pack - $4.00. Send check or money order to: ACRO
SPORT, INC., Box 462, Hal es Corners , WI 53 130. 4141 
DERRICK INDUSTRIES, INC. - Repair Station 464-61.
Wooden propell er repairand manufacturing. 1565 North
Broadway,Stockton,CA 95205. Phone 209/462-7381.
WANTED: 120 hp upright Gipsy IIengine or 145 hp in-
verted Mark 7 engine. Need propeller and hub for same.
Engine must be complete. Al Kelch, 622 North Madison
Avenue,Cedarburg, WI 53012.
WANTED: Kinner K-5 or comparable 5 cylinder radial
engine for my 1929 Ace aircraft. NormanJ. Kapson, 174
Mill , Box 208, Ortonvill e,  MI 48462. Phone collect 313/
627-3241 or 627-3670.
1929, 1930, 1931
1932, 1933,
2.50 ea.
EAA Air Museum Foundation,Inc.
Box469 Hales Corners,WI 53130
Allow4-6 Weeks For Delivery
Wisconsin Residents Include4% Sales Tax
Cla&slc owners!
All Items READY·MADE for
Seat Upholstery - Wall Panels
Headl iners - Carpets - etc.
Ceconi te Envelopes and Dopes
-Send for FREE Catalog
Fabric Selection Guide·53.00

259 Low.r Morrisvill.
  •• Follsington, Pa. 19054
(215) 295- 4115 L.:"!I!!!!I' __.'
•  Membership  in  the  Experimental  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  - $14.00.  Includes  one  year  membership  in  EAA  Antique-Classic  Division ,  12 monthly
ANTIQUE·  issues  of  The  Vi ntage  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  Vi ntage  .Airplane,  one  year  membership  in  the  EAA  and  separate  membership 
cards.  Sport Aviati on not  included. 
•  Membership  in  the  International  Aerobatic  Club.  Inc.  is $16.00  annually  which  includes  12 issues
lAC  of Sport  Aerobati cs. All  lAC members  are required  to  be members  of  EAA. 
•  Membership  in  the  Warbirds  of  Ameri ca,  Inc.  is $20.00  per  year ,  which  includes  a subscription  to
WARBIRDS  Warbirds  Newsletter.  Warbird  members  are required  to  be members  of  EAA. 
the  EAA  Ultralight  Assn.  is $25.00  per  year  which  includes  the  Ultr alight  publication
• Membership  in 
($15.00  additional for  Sport  Aviati on  magazine).  For  current  EAA  members  only,  $15.00,  which  includes 
Ultralight  publication. 
P.  O. BOX 229  HALES  CORNERS,  WI  53130