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The hype before Oshkosh can be

seen in a number of phone calls be-
tween different people within the Divi-
sion, letters exchanged and general
talk. This type of communication is in-
valuable for the smooth operation of
the Division. I would like to see us
keep this communication alive be-
tween individuals . I would like to
know the thoughts and feelings of any
Division member, on any aspect of the
Convention and what takes place
within the Division during the year.
My receiving this type of communica-
tion will better enable me to run the
Division as the membership would
want. Remember, this is your Division
and the officers, directors and advisors
are here to serve your best interest.
This October, our Board will have a
meeting at Oshkosh to de-brief the past
Convention and to start plans for EAA
Oshkosh ' 89.
By this time , I am sure that everyone
has heard a lot from the different can-
didates running for national and local
political offices. I would encourage
you at this time to use your power and
vote for the candidate of your choice.
You really do need to know how the
candidate comes down on aviation is-
sues. Also, it is a good time to let these
candidates know your feelings on avi-
ation issues. Let's get some friends in
places that can make the right decisions
for us .
We now have a new Antique/Classic
Chapter . . . No. 17 .. . located in
Sunnyvale, California and the Presi-
dent is Edward C. Beers. I would like
to welcome this Chapter aboard.
by Espie "Butch" Joyce
Headquarters has new guidelines for
Chapters that are fornled and also for
existing ones . These guidelines have
been well thought out and are good for
the Chapters. The Chapter system
works well. It gives a local area some
identification and organization for
people to get together. One Chapter
that I have been associated with for a
long time and have been past president
of, is Antique/Classic Chapter 3. This
Chapter, located in the Carolinas-Vir-
ginia area goes back to a group of
people before there was an A/C Chap-
ter. The members voted to become a
part of EAA and were originally
known as Chapter 395-3A to give it
some identification before we had An-
tique/Classic Chapters .
The Chapters give individuals a
group to fellowship with, and also to
set standards for activities . Through
the fellowship of Chapters, people can
share their ideas and advice. The Chap-
ters help guide people who are new to
our type of activity in the right direc-
tion. This leadership in Chapters such
as Chapter 3 has been produced by dif-
ferent individuals . For example, Mor-
ton Lester from A/C Chapter 3, a
member of the EAA Foundation
Board, has worked with the Founda-
tion in building the museum that we
now have. Brad Thomas, who is past
President of the Antique/Classic Divi-
sion, served in that position for five
years. Individuals who have won
awards are Colonel Clem Armstrong
and his son Robert. Their OX5 pow-
ered Waco 10, a beautiful aircraft, has
won a Reserve Grand Champion An-
tique award . They later came back to
win the Classic Grand Champion with
an Aeronca 7AC. The Stoias , Bill ,
Tom and Jim, from Manning, SC are
members of Chapter 3, and won Grand
Champion Classic with a Luscombe
8A. Xen Motsinger, Columbia, SC
and Susan Dusenbury, Greensboro,
NC won awards this year for their
Aeronca 7 AC Champ and Culver
Cadet respectively . . And even Jack and
Golda Cox were newsletter editors for
Chapter 3 before they became as-
sociated with EAA.
The Chapter system works and I will
be glad to work with anyone we can to
help form another Chapter. Fellowship
and advice from different Chapter
members are responsible in large part
for these peoples' recognition . If there
is not a Chapter in your area for you
to join, you might want to consider
forming one.
Over the past several years, the FAA
started a new policy of ramp checking
the paperwork on aircraft and individu-
als. A word of advice in being ramp
checked by a FAA official: Do not lose
your cool. Be courteous. And it is a
good idea to have a witness present
during the check.
Do you know an individual who has
an interesting project, an interesting
aviator or a story about an Antique/
Classic related activity? If so, please
send me some information and we will
use this in your magazine for all to
enjoy. Let us all pull together in one
direction for the good of aviation . Join
us and have it all .
Tom Poberezny
Dick Matt
Mark Phelps
Norman Petersen
George A. Hardie, Jr.
Carol Krone
Carl Schuppel
President VicePresident
Espie"Butch"Joyce M.C."Kelly"Viets
Box468 RI. 2,Box128
Madison,NC27025 Lyndon,KS66451
919/427-0216 913/828-3518
Secretary Treasurer
GeorgeS.York E.E. " Buck"Hilbert
181 SlobodaAve. P.O.Box145
Mansfield,OH44906 Union,IL60180
419/529-4378 815/923-4591
RobertC." Bob" Brauer JohnS.Copeland
9345S.Hoyne 9JoanneDrive
Chicago,IL60620 Westborough,MA01581
312/779-2105 508/366-7245
PhilipCoulson WilliamA.Eickhoff
28415SpringbrookDr. 41515thAve. ,N.E.
Lawton,MI49065 SI. PeterSburg,FL33704
616/624-6490 813/823-2339
CharlesHarris StanGomoll
3933SouthPeoria 104290thLane,NE
P.O.Box904038 Minneapolis,MN55434
Tul sa,OK74105 61 21784-1172
RobertD. "Bob"Lumley
DaleA.Gustafson Nl04W20387
7724ShadyHillDrive WillowCreekRd.
Indianapolis,IN46278 Colgate,WI53107
317/293-4430 414/255-6832
ArthurR. Morgan GeneMorris
3744North51stBlvd. 115CSteveCourt,R.R. 2
Milwaukee,WI53216 Roanoke,TX76262
414/442-3631 817/491-9110
DanielNeuman S.H."Wes"Schmid
1521 BerneCircleW. 2359LefeberAvenue
Minneapolis,MN55421 Wauwatosa,WI53213
612/571-0893 4141771 -1545
7200 S.E.85th Lane
Ocala, FL 32672
JohnA. Fogerty Steven C. Nesse
RR2,Box70 2009 Highland Ave.
Roberts,WI54023 Albert Lea,MN 56007
715/425-2455 507/373-1674
Copyrightc1988by the EAA Antique/Classic Division, Inc.All rights reserved.
2 StraightandLevel/byEspie"Butch"Joyce
4 AlCNews/byMarkPhelps
5 VintageSeaplanes/byNormPetersen
6 Members'Projects/byNormPetersen
8 TheViewFromTheRedBarn-
12 AcresandAcresofCessnas/
18 Kari-KeenInsight/byMarkPhelps
22 PassItToBuck/byE.E."Buck"Hilbert
23 PlanesandPeople
24 VintageLiterature/byDennisParks
25 Calendar
26 WelcomeNewMembers
27 VintageTrader
31 MysteryPlane/byGeorgeHardie,Jr.
FRONTCOVER...You couldwalkon the wingsfrom one end ofthe
Cessna 120/140 parking area to the other. Project "88 in '88"turned
into 163in '88 and the world becamewitnesstothe utilityof aclassic
vintage airplane.See the storyon page 12. (Photo byJeff Isom)
REAR COVER ...In late 1926,National AirTransportasked forbids
on an airplane capable of carrying 1,000pounds with a cargo space
of at least 100 cubic feel. Within 38 days, Walter Beech had built,
test-flownanddeliveredthefirstTravel Air5000.Afleetofthe famous
six-place,cabin Travel Airs subsequently operateddayand night be-
tween Dallas and Chicago.
(Beech photo courtesy of Robert Beal ,AlC 11121)
trademarks of the above associations and their use by any person other than the above associations is strictly
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
shouldbe sentto:Editor,TheVINTAGEAIRPLANE,WittmanAirfield,300PobereznyRd.,Oshkosh,WI 54903-3086.
The VINTAGE AIRPLANE (ISSN 0091-6943) is publi shed and owned exclusively by EAAAntique/Classic Division,
Inc., ofthe Experimental Aircraft Association,Inc.and is published monthly atWittman Airfield,300 Poberezny Rd.,
Oshkosh,WI 54903-3086.SecondClassPostagepaidatOshkosh,WI 54901 andadditionalmailingoffices.Member-
ship rates for EAA Antique/Classic Division,Inc.are $18.00 forcurrent EAAmembersfor 12monthperiod ofwhich
ADVERTISING - Antique/ClassicDivision doesnotguaranteeorendorseanyproductofferedthrough ouradvertis-
ing.Weinviteconstructivecriticism andwelcomeanyreportof inferiormerchandiseobtainedthroughouradvertising
so that corrective mmeasurescan be taken.
Postmaster: Send address changes to EAA Antique/Classic Division, Inc. , Wittman Airfield, 300 Poberezny Rd.,
WittmanAirfield,Oshkosh,WI 54903-3086.
Compiled by Mark Phelps
The Antique Classic Division's an-
nualmeetingatEAAOshkosh' 88 hon-
ored outgoing president Robert
Lickteigand welcomedincomingpres-
ident Espie "Butch"Joyce. There was
bers and some encouraging statistical
information. Ron Fritz was awarded a
vicetothedivisionandthi syear'sVol-
unteer of the Year award went to
Cheryl Harrison.
In addition, volunteer Candi
Daubner was presented with a"Purple
Heart for heroic service to J-2 Cubs
wrestling with the wingtiedownofthe
runaway Cub during the infamous
two minutes ofJ-2 time while she and
the wing were airborne. All kidding
aside ,heractions togetherwithothers'
no doubt saved the Cub from further
damage and possibly damaging adj a-
cent aircraft on the line. Al so invol ved
in the rescue effort were volunteers
Dani Sandin, Bret Howard, Ken
Kuick, Mike Doyle, Bob Dillingham
andnineor 10unidentifiedbravesoul s
from the porch of the Red Barn who
charged out into the violent winds to
Kelly Viets reported that member-
ship was up 10 percent for a total of
5,672 members, 132 ofwhich signed
up atthis year'sConvention.Otherac-
cluded the regi stration of 949
airplanes. Art Morgan and his parking
crew parked between 1,100and 1,200
aircraft and 864 participant plaques
were awarded. The forums drew good
crowds and the airline flight crew tent
elicited 843 signatures. The business
in red buttons was brisk with 5,324
sold,upfrom 5,200lastyear.Souvenir
buttons went well too, with 1,087
goingout the doorandconstitutingthe
We had seven returning champs at the
Fly-in this year and Kelly Viets con-
ducted eight interviews in the Inter-
view Circle. Fifty-eight shutterbugs
signed up for the 1989 photo contest.
The picnic fed some 326 participants
and the volunteer roll included 217
names: "Many hands make light
Other new accomplishments in-
cluded the institution ofa Past Grand
Champion Patch to honor trophy reci-
pients and the tram tour to provide a
comfortable lookat theConventionfor
those who prefer to let someone else
providethe locomotion, awelcomere-
lieffor worn-out feet. A big help was
the addition ofAntique/Classiccriteria
sign at the information booth. "What
have always been the two most-asked
relieffor the people in the booth.
Mark your calenders and set your
VCRs. On October 25, CBS will
broadcast a three-hour, made-for-TV
movie on the life ofPancho Barnes. It
seems that any areaofinterest in U.S.
aviation history will include some
continental Women's Air Race to the
filming of Howard Hughes' "Hell's
Angels," to the glorydaysofEdwards
Air Force Base in the 1950s. The film
covers from 1910toabout 1948, when
Pancho lost her famous ranch outside
of Edwards to the government. Fea-
tured in the.filmaresome35 airplanes,
Classic members from the Dallasarea.
The big starofthe show is Jim Youn-
kin's replica ofthe Travel Air "Mys-
tery Ship" which Pancho raced. Char-
lie Hillard was chiefpilot on the pro-
ject and flew the Mystery Ship replica
from the EAAAirAdventureMuseum
where it had beenondi splay, toTexas
for the filming. In a bit of dramatic
license, petite Valerie Bertinelli was
chosen to play Pancho. It should be
fun to watch.
The following letter was found in
the September/October issue of the
printed with permission:
Dear Loren:
I started with the Luscombe
Airplane Co . in West Trenton, New
Jersey in September 1939,by introduc-
tion by my cousin Marian Berger who
then was secretary to Don Luscombe
or Chuck Burgess (I forget , 100 long
ago!) . My job was in the machine shop
where 1made the oleo cylinders and
bungee screws. Later I became asst.
foreman and tool and die maker. I had
completed one year at Drexel Tech
and was continuing at Rutgers at night .
Leopold found out and moved me to
the engineering department . Th ere
workedfor Ray Edie doing board work
etc . I designed the original battery
box! At the outset of the war, we were
stopped on producing the Model 8s,
and became subcontractor to GM in
West Trenton not far from us, making
bomb bay doors and ammo chutes f or
the Grumman TBF which GM assem-
bled in West Trenton. Their fi eld is
now the airport serving Trenton and
area (Mercer County-ED.) .
So if any of you own a Model 8made
in 1939 and early' 40s, I made the oleo
and bungee! I sent Ron some pictures
of Luscombes at the old airport and
plant buildings . Some of the people I
remember from the old days at Lus-
combe were, Jim Rising, Chuck
Burgess, Tom Slingsby (I ran his
machine shop in Connecticut aft er the
war) , Ray Edie. Rolf Gregory. Jack
English, Jim Wales and Charlie De-
cker. I left Luscombe to go up to White
Aircraft in Massachusetts with Dale
Hamilton , then on to the "big time"
with Pratt & Whitney as a tech rep
with P-47s and Martin B-26s in the
After the war. I returned 10 New Jer-
sey and was asked to go with the Lus-
combe group to Texas. but I did not
go. I stayed around Trenton and flew
the Piper Cubs . I think I had only one
ride in a Luscombe ... am now flying a
Piper Warrior /I and 172s as long as
the body can pass the tests! I have oll e
coming up in August. Am trying to be
one of the oldest pilots in Cape May
County .
A little story I recall about Chuck
Burgess: He had a Colt 45 automatic
pistol and during lunchtime it was his
fun to go out back and shoot at tin callS
on a box. Some he hit. some not. I got
the bright idea to play tricks on his
marksmanship . I brought in my Win-
chester 30-30 rifle and would sit in the
second story overlooking the target
area. Watching Chuck get ready to
shoot , I would time my shot with his
or maybe a little before and knock off
the can . He was elated thinking he had
hit 100 percent. until someone found
that the holes in the can were different.'
And then I was found out! . . .
Best Regards.
Jim Berger
Stone Harbor, New Jersey.
4 OCTOBER 1988
by Norm Petersen
Inverted Taylorcraft is carefully floated up to the dock.
This month we go into the archives
of John Finiello (EAA 250290, NC
10530) of Albuquerque, NM and
peruse five of his photos depicting the
recovery of Taylorcraft BC-12D
(N95649) from the waters of Philadel-
phia Skyport Seaplane Base in 1947.
John says this situation was handled
routinely and the hoist and dock was
used to right the airplane and floats
with very minor damage. Often the air-
craft would be in operation the follow-
ing day!
The secret to success, according to
John, was to flood the two front com-
partments of the 1320 floats and then
begin the recovery pull, taking plenty
of time for the water to run out of the
airplane. Sometimes holes were poked
in the wing fabric to aid the water
Once the aircraft was on the dock in
level position, the "clean-up" would
begin, floats pumped out and repairs
made. Then it was back to work, flying
on floats .
Hoisting cable is attached to aft fuselage with noses of floats
against the dock.
Slowly, the tail of the T-Craft is raised, allowing the water to drain
Water drains from the wings as the hoisting cable is moved to
the rudder post.
Final pull lowers T-Craft to the dock. Note compartment covers
missing from forward float sections.
by Norm Petersen
This 1947 Piper PA-12 "Super Cruiser, " NC3088M, SI N 12-1777, was restored by Bob
Hunt (EAA 165963, AlC 6123), 16 John St., Hackettstown, NJ 07840. Last flown in 1970,
the " basket case" was purchased by Bob in 1986 and hauled home in a truck! A total
rebuild of the wing hardware was required along with much fuselage work. Covering
was done in Slits HS-90X with Diana Cream and Tennessee Red Poly-tone finish. The
engine was majored from 100hp to 108hp and runs like a top! Total time on the aircraft
is 1900 hours. Bob reports this is his first restoration and admits it was quite an educa-
tion! First flight was on June 17, 1988. Flew great!
An Australian visitor at Oshkosh '88 gave the above picture to Dick Hill as a result of
the two pictures published in July '88 VINTAGE. The replica "Southern Cross" is now
flying in Australia. This photo was probably taken at Mangalore '88 which was held at
Easter time.
Mike Gregg (EAA 154077, AlC 8239) of Staples, MN stands next to his latest project. A
1940 Luscombe 8A, SI N 1242, complete with a Continental AS5 on the trailer. Mike would
like very much to contact other members who have Luscombe restoration experience
to exchange information. Call Mike at 218-894-2092.
M emories can be very short . Just
a few weeks ago, the openi ng cere-
monies at EAA Oshkosh ' 88 brought
anticipation to a peak . The huge influx
of airplanes from all over the country
(and numerous forei gn aircraft) had lit -
erally filled up the parking area. The
heat was tenacious-never givi ng up
for one second. In short , it was j ust
plain hot!
Yet only a few weeks later, the cool
evenings of fall have almost erased the
memory of the warm days and nights
of EAA Oshkosh ' 88. Only the beauti-
ful memories of the good people and
fabulous airplanes remain . This is
good .
As usual , the heros of the Antiquel
Classic area were the volunteers , who
literall y gave of their blood, sweat and
tears. Art Morgan 's crew of "Aircraft
Parkers" succeeded in placing 133 an-
tique aircraft , 818 classic aircraft and
six replicas. And to reall y top off their
performance, Art 's gang master
minded the incredible job of parking
by Nor m Pet er sen Probably the toughest part of the huge
Cessna 12011 40 fl y- in was reserving
the mass flight of 163 Cessna 120/ 1401 the camping/ parking space for the
140A airplanes in under 40 minutes' group over the sometimes loud com-
(Thi s record may stand for a whil e!) plaints from those who had parked in
With clear skies beckoning, Dave Merillat fires up the 1942 Grumman " Widgeon" and
heads for Tecumseh, Michigan. With the large Indian Chief painted on the forward hull ,
this airplane is easy to identify!
8 OCTOBER 1988
the reserve area in recent years . Again
the diplomacy of the Aircraft Parking
crew prevailed (and World War III was
averted!) . Perhaps special recognition
should be awarded those Antique/
Classic members who gave up a favor-
ite aircraft camping spot in deference
to the mass arrival of the 1201140
Superb planning has to be given as
the reason for the success of the 120/
140 fly-in. What started out as an "88
in 88" possibility, grew by leaps and
bounds under the capable direction of
Jack Cronin to where the mass fly-in
total was more than doubled in num-
bers! 163 classic aircraft of one type is
a new record that will take some doing
to beat.
And let us not forget the outpouring
of hospitality and friendliness of the
community of Monticello, Iowa who
gave it their best shot in helping the
1201140 group to form, practice for
hours and then launch the entire 163
aircraft in 26 minutes! This incredible
piece of work and organization com-
pletely endeared the 1201140 pilots to
the people of Monticello. Every pilot
in the 120/ 140 group had kind words
to say about the 3500 residents of this
Iowa town, located just southwest of
Dubuque. Residents of Monticello,
stand tall and proud! You have earned
One of the more clever stunts used
by Jack Cronin and the 1201140 bunch
was a discreet transponder code for the
first and last airplanes in the group .
This way, Chicago is Air Traffic Control
Center knew that between the first "blip"
and the last "blip" (some 13 miles apart)
were 161 airplanes and it would be-
hoove A TC not to vector other aircraft
through this gap! The system worked
perfectly and was especially welcome
when patches of ground fog and haze
made navigation a bit difficult and vis-
ibility was a bit tight at times . Angelo
Fraboni , flying his award-winning
Cessna 140A in the group, admitted he
was "fingering his Rosary beads" dur-
ing the most difficult part of the flight!
Despite the reduction in parking area
on the north end of the Antique/Classic
area due to the new "heavy airplane"
taxiway with its attendant parking pads
to the north and south (Concorde, B-1
Bomber, etc.), room was still available
for the nearly 1000 aircraft qualified to
park in the area.
This year, the UltralighULight- Plane
area, including their grass runway, was
moved farther south. This exposed
more area for Antique/Classic parking.
Granted that some folks had to walk a
Beautiful polished Cessna 140 NC72742 flown by Vince Jackovich and his brother from
Eldridge, Iowa. This immaculate 140 has been in their family since new, having been
owned by an uncle for over twenty years.
~ ______________~ ____________~
Gorgene and Don McDonough ready to return to Palos Hills, IL with their Best
Beechcraft award. This 1950 "Bonanza" has won the award some eight out of the last
ten years for this fine couple. Congratulations, again.
Winner of the Best Continuously Maintained Award, Grumman Mallard N2945 flown by
Dennis Reid of Woodside, CA floats serenely on the calm waters of Lake Winnebago,
just outside the Brennand Seaplane Base. On the right is Dennis Buehn's Grumman
HU-16 Albatross and Connie Edwards' PBV-6 Catalina. .
Two of a kind! Silver Age Champion Frank Bass, (Kari-Keen Coupe) on the chair, visits
with Jim Stanton, Classic Grand Champion (Piper PA-16 Clipper). Subject: airplanes!
::;: '"
Here is a pai r to draw to! Marcia Sullivan on the left and Barbara Ann Fidler in front of
Barbara's Grand Champion Winning 1940 J-3 "Cub". She sold the Cub the night before
and had the money in her pocket as the bittersweet smile reflects!
Gordy La Combe of Kenosha, WI was doing his best to locate an airplane to fit this
large aluminum wheelpant! Most "experts" thought it was from a Howard DGA-11!
(Gordy found it on an estate sale.) Guesses anyone?
10 OCTOBER 1988
little farther than before, but at least
there was room to park and camp. A
small portion of the former ultralight
area was used for Emergency Aircraft
Repair and the set-up seemed to work
very nicely. For the umpteenth time ,
members and volunteers from EAA
Chapter 75 of Moline, Illinois (Quad
Cities) manned this most important
facility and performed yeoman service.
Ask any pilot who has had his bent,
broken or battered airplane returned to
service by the Emergency Repair Crew
and you will find an appreciation that
knows no bounds. When you are a
thousand miles from home and a valve
hangs up, it is a tremendous relief to
get all cylinders working again .
Interview Circle in front of the Red
Bam was very active this year with
Master of Ceremonies Kelly Viets
doing an admirable job of getting these
sky pilots and restorers to reveal all
their secrets to the gathered crowd.
With the quality of restorations better
than ever, Kelly had a nice bunch of
candidates to talk with and no less than
eight aircraft and their pilot-restorers
were exposed to old "silver-tongue"
Viets .
While all this was going on, Bob
Lumley was very busy with his video
camera doing interviews with many of
the "notables" of the Antique/Classic
world. Bob is especially adept at get-
ting the old timers to appear on camera
where we can all see them for years to
come. Thank you, Bob, for doing an
extremely valuable service in the pre-
servation of so many fine people on
tape--each one, a unique part of avia-
tion history.
The Type Club Tent, located just
south of the Red Barn, was busy this
year as more and more of the groups
aligned with a certain type of aircraft ,
display their wares, meet new people
interested in the "marque" and sign up
new members. This in turn helps to
support the restoration activity in the
type, which benefits everybody. The
exchange of information and tips on
rebuilding and operating is quite amaz-
ing among type club membership.
Fourteen different type clubs were
registered this year.
In like manner, the OX-5 tent im-
mediately west of the Red Barn was
continually in use during the conven-
tion. This group of young "old timers"
has more "get up and go" than many
younger groups. It was most surprising
to see this bunch handle the warm (hot)
weather probably better than many of
the young folks. (Age instills pa-
Taxiing in after participating in the Parade of Flight is Bill Watson, Tulsa, OK, in his
award-winning 1928 Kreider-Reisner KR-31 . The OX-5 engine is almost inaudible at idle!
The 1988 Antique/Classic Parade of will do a fine job as president and all
Flight was most impressive this year of us look forward to the coming years
with all entrants being able to make under his leadership. Congratulations,
their appointed flights before the "Butch."
crowd in spite of a rather dark threaten- Included in the 818 Classic aircraft
ing cloud to the north of Wittman registered were 27 on floats at the
Field. The sights and sounds of the old Brennand Seaplane Base. This small,
time airplanes were a genuine treat to hidden sanctuary for weary people on
those who appreciate such "vibra- the shore of Lake Winnebago had 103
tions." With the parade held on Tues- registered seaplanes thi s year along
day afternoon, the crowd was actually with a person named John Knapp, who
treated to a sneak preview of many of set some kind of record "selling" flying
the award winners on the following to the public. During the week, John
Thursday evening. It was especially flew 19.8 hours in his Avid Flyer on
fun to see Gene Chase (retired EAA floats , giving over 50 rides in the pro-
Senior Editor) participate in the Parade cess, many of them first time rides and
of Flight with his 1933 Davis 0-1-W almost all were first time on float s!
with its black and yellow paint scheme. 1988 saw a gathering of antiques
Up until this year, Gene was always that put the judges mettle to a severe
buried in work during the Parade of test. The scoring points were close and
Flight. Gene also volunteered as a the quality of restoration work was bor-
judge for the Antique judging this year. dering on unbelievable. The Grand
The Annual Meeting of the Antique/ Champion Antique Award was gar-
Classic Division produced a brand new nered by a Piper BC-65 "Cub" built in
president this year in the form of Espie 1940 and restored by Barbara Fidler of
"Butch" Joyce of Madison, North Alva, Florida. The Reserve Grand
Carolina. He succeeds R.J. Lickteig, Champion Award went to a Stearman
who has been at the helm for the past PT -17 restored by Fred Nelson of Glen
five years-and a most notable five Ellyn, Illinois .
years it has been! Thank you "Dob- For the first time in many years, a
bie," for a job well done over the past Kari-Keen Coupe was on display ,
60 months. The division has grown a courtesy of Frank Bass of Moore,
great deal in membership and stature Montana. The 'Coupe garnered the
during his tenure and as "Dobbie" Silver Age Champion Award and
says, "It's the help that did it!" But Frank Bass widened his circle of
Dob, the help needs a leader! friends from coast to coast. Runner-up
A dedicated antiquer, "Butch" Joyce in the Silver Age Class was Bill Wat-
son's Kreider-Reisner KR-31 Biplane
from Tulsa, Oklahoma.
Many other Antique A wards were
made in the various categories which
will be expanded on in later issues of
In the classic awards, the Grand
Championship was garnered by a 1949
Piper PA-16 "Clipper" restored by the
father and son team of Jim Stanton and
Jim, Jr. of East Stroudsburg, Pennsyl-
vania. This aircraft arrived on the
fourth day of the convention with some
of the paint literally drying on the way
to Oshkosh! The Reserve Grand
Champion A ward was won by a
Cessna 140A restored by Jack Shahan
of Stone Mountain, Georgia. This air-
craft was restored in the optional paint
scheme available from the factory in a
creamy white with red trim . With the
optional Cessna wheel pants , it was a
very good looking restoration .
Some 23 awards were given to
classic aircraft in the Class, Custom
and Best of Type Awards . This size
varied from Tony Torrigno's small
Mooney "Mite" in Custom Class A to
a huge Grumman Mallard amphibian
that earned the Best Continuously
Maintained Award for its owner, Reid
Dennis of Woodside, California.
All in all, the judges did an outstand-
ing job in the intense heat of the con-
vention and made many a journey to
the rows of beautiful airplanes to make
their observations and "calls. " We sa-
lute this dedicated bunch of hard work-
ing individuals for a job well done.
The heat of the entire week was bro-
ken on the final Thursday evening
when a cold front with its attendant
black "roll cloud" and 50 mph winds
ripped through Oshkosh. A J-2 "Cub"
was ripped from its tie downs and
headed for the Red Bam! Needless to
say, many brave souls answered the
call to go forth in the pelting rain and
hang on to the "flying" Cub with all
their might. Several volunteers were
lifted many feet in the air in the pro-
cess-stubbornly hanging on to a wing
tip. Eventually, the violent winds gave
enough respite for the mass of human-
ity to corral the flippant "Cub" and tie
it down. Damage to the Cub was sub-
stantial in that it bounced off a tele-
phone pole in the process of "flying."
In one of the luckier instances, it
was discovered that the J-2 "Cub" had
sailed right across the spot where Frank
Bass' Kari-Keen Coupe had been
parked, just before the storm. Frank
had decided to move his airplane into
a hangar at the last moment.
Some guys live right!
In Flights of Five They Descended on Wittman Field Like
Rluminum Locusts.
teHt and photos
by Marie Phelps
12 OCTOBER 1988
"There she sat, all by herself, back
in the far corner of the hangar, forlorn
and sad. The little silver airplane re-
minded me of an orphan waiting to be
adopted from a drab asylum. I had an
immediate flush of affection for the
plane; it was love at first sight as they
say in the pulp magazines."
Frank Kingston Smith, from Week-End Pilot - circa 1957.
The airplane was a second-hand
Cessna 140 and Frank was a non-pilot
when he first cast eyes upon her more
than 35 years ago. Like so many others
before and since, he thought, "I can
fly this airplane," and equally impor-
tant, "I can afford this airplane". He
bought it, learned to fly in it and
changed his life forever.
Last July, 163 like-minded Cessna
120 and 140 owners descended, en
masse, on Wittman Field for the first
day of the 1988 EAA Convention. It
was the largest single-type arrival in
the history of the Convention and it
took 34 minutes for all of them to land.
Starting from its marshalling point in
Monticello, Iowa, the huge flight came
off without incident.
The unqualified success of the oper-
ation is both an inspiration and a signif-
icant lesson. This was a celebration of
grass roots flying and, at the same
time, a powerful testimony to its feasa-
bility in today's airspace. At a time
The landing swarm was hard to believe.
when the general public seems con-
vinced that ever more sophisticated
electronics are necessary to fly safely,
the gathering of so many of these sim-
ple airplanes at Oshkosh tells the world
that you can still get from here to there
with not much more than a good engine
bolted to a good wing.
No airplane then or now exemplifies
the principle of grass roots flying better
than the Cessna 140. Clyde Cessna' s
nephew, Dwane Wallace designed it
in 1946 to meet the anticipated demand
for light airplanes after the war . At that
time, dozens of airplanes competed for
first rights to the trainer/personal
airplane market. Designs ranged from
radically new, such as the Stearman-
Hammond to the old stand-bys, such
as Cubs and Champs . Judging by its
success, the new two-place Cessna
must have looked "just right" with its
modem all-metal fuselage but familiar
high-wing, taildragger configuration .
Wallace is an anomoly in aviation
history- a man who seemed to have a
realistic vision of the future of the in-
dustry. His first design after reviving
the Cessna factory in 1934 was the C-
34. The essence of the design effort
centered around efficiency and speed.
Clyde Cessna had tutored his nephew
well in the ways of aircraft design and
Wallace stuck with Cessna's basic
principles , such as a cantilever wing,
aerodynamic refinements. The result
was the winner of the 1934 Detroit
News Air Transport Trophy for effi-
With the improved C-37 in 1937
(yes, there is a connection between the
year and the model number) Cessna
was established among aircraft makers
as, not the biggest factory, but a
builder of remarkably efficient
machines for personal and business
transportation, not unlike Mooney
after it introduced the Lopresti-mod-
ified 200 series in 1976. The largest
manufacturer of airplanes in the 1930s
was still Waco, with Stinson not far
behind. The large strutted cabin ships
were the airplanes of choice for execu-
tives of the time. Cessnas were for
sporting pilots with speed on their
minds .
The introduction of the T-50 Bobcat
in 1939 was a surprise move by Wal-
lace and again his crystal ball came
through clearly. The first light twin,
powered with seven-cylinder Jacobs or
nine-cylinder Lycoming radials, won
favor as a military trainer and utility
airplane. The so-called "Bamboo
Bomber" was Cessna's contribution to
the war effort and some 5,000 were
produced. Thousands of bomber and
transport pilots got their introduction
to multi-engine flying in it. After the
war, actor/pilot Kirby Grant bought a
surplus T-50 and managed to talk
studio executives into creating a televi-
sion series about a flying rancher
named Sky King. Although later re-
placed with a Cessna 310, the original
Songbird planted the seed of aviation
in the fertile minds of a new genera-
With the war coming to a close,
Wallace designed the Model 140 and
its more spartan cousin, the Model 120
(both are certified under Approved
Type Certificate number 76S) to offer
to returning servicemen. Like
everyone else, he anticipated a post-
war boom in Iightplanes. Unlike al-
most everyone else, however, he came
up with a new airplane that won the
hearts and contracts of private flyers
and flight schools across the country.
Even after the boom went bust, the GI
Bill continued to finance flight training
for veterans into the 1970s and in most
cases, the airplanes flown were
Cessnas .
In the early years, flight schools
coul dn't buy the 120s and 140s fast
enough. Vast fleets of the taildraggers
filled the sky by day. By night the
planes were stacked nose-down, tail-
high in the hangars to save space.
Some people have said that the
Cessna 140 was merely a copy of the
Luscombe Model SA. Although it
shares the same basic configuration
and both were all-metal airplanes
(metal spars and ribs with fabric cover
were still considered "all-metal"),
there are enough differences to poke
some holes in the allegations. The
Cessna had control wheels rather than
but heaped improvements upon his
An enthusiastic "thumbs-up" from R. Lee Harmon of Arlington, Washington - and an
new airplane in the form of modem N number that fits just right.
14 OCTOBER 1988
The view from the rear. Charles Wolter of Niles, Michigan looks up the line of airplanes waiting their turn to park. He was number 163.
sticks, a quieter, roomier cabin, better
visibility, larger 85-hp engine, toe
brakes, an electrical system including
a starter (on the 140 only) and Steve
Wittman's ingenious spring-steel land-
ing gear. The Wittman gear was artistic
in its simplicity. A single thin plate of
steel on each side took the place of the
tubes, struts, rubber donuts and/or
bungees of previous lightplane landing
gear. The Wittman gear was lighter,
more streamlined , more forgiving and
less expensive to manufacture than any
other kind. Moreover , it was totally
The first of three prototype Cessna
140s flew on June 28, 1945. It was
powered by a Continental C-85-12 en-
gine of 85 hp. The Model 120, without
an electrical system, flaps or rear cabin
windows was announced in early
1946. The type certificate was issued
on March 21, 1946. By August of that
year, 22 airplanes a day were rolling
out of the Wichita factory and 1,800
people called Wallace their boss. Even
though the 140 was $500 more expen-
sive, it outsold the 120 three to one,
proof that Wallace had zeroed in on
just how much sophistication Amer-
ican flyers wanted in an airplane for
training or sport.
Except for a redesigned cowling, the
first production 140s were nearl y iden-
tical to the three prototypes. The price
was $3,245 . In 1947 , a mixture control
was added and engine prices forced the
ticket up by $100 in September of that
year. By 1948-49, the 120 had faded
from the picture and the price of the
140 had jumped to $3,845. A 90-hp
Continental C-90-12 was avai lable for
an extra $200.
The Model 140A with its tapered,
metal-covered wing and single ,
streamlined strut was granted Type
Certificate number 5A2 in 1949.
Buyers of 1950 model s enjoyed stiffer
doors with improved seals, rubber en-
gine mounts for the C-85 that were pre-
viously available only on the C-90 and
anti-slosh baffles in the two 12-and-a-
half-gallon , wing-mounted fuel tanks .
Options in 1950 included 21-gallon
tanks and Plexiglas door panels on the
"Patroller" version, wheel pants,
crosswind gear that pivoted for crab-
bed landings , gyro instruments, fac-
tory avionics (a VOR receiver!), a con-
trollable pitch Beech-Roby propeller
and an overall paint scheme in one of
eight colors . Oh yes, all three variants
were also approved for operation on
Edo 88-1650 float s.
The last Cessna 140A rolled out in
1951 . It would be eight years before
another two-place airplane came from
Cessna-the ubiquitous C-150 which
was a 140A with a square tail and a
nosewheel. In all, 4,904 Model 140s,
2,171 Model 120s and 525 Model
140As were produced for a grand total
of 7,600 airplanes . Of that total, 3,512
remain on the FAA register today-
2,282 Model 140s, 950 Model 120s
and 280 Model 140As. Perhaps many
more exist in the backs of hangars
waiting to be di scovered and restored .
After reviewing the airplane's vital
statistics, a pilot could do a lot worse.
Jack Cronin, Colorado state repre-
sentative of the International Cessna
1201140 Club asks, "What else can you
buy for less than the price of a used
Volkswagen, that bums less fuel than
a VW Beetle and can carry two people
at 110 mph?" Together with Jim
Barker of the West Coast Cessna 120/
140 Club, Jack decided to mobilize the
pilots and owners of Cessna 120s and
140s to highlight the virtues of their
airplane by making an impact on EAA
Oshkosh '88. Jack says, "The idea
began when 76 Cessna 170s arrived at
Oshkosh in 1974. That laid down the
gauntlet." The concept of "88 in ' 88"
They used the whole airport to land on -
main runway.
was born in 1986 and serious work
began at EAA Oshkosh '87. Jack says ,
"I got together with Art Morgan, chair-
man of the Antique/Classic parking
committee and Oshkosh Tower Chief,
Zonnie Fritshe to discuss the arrival
procedures. Convention Chairman Tom
Poberezny said, ' If you get it together,
we'll handle this end of it.' " Jack and
Jim started rallying the troops through
the newsletters of the two clubs and
by direct mail to 1,800 "unaffiliated
owners" whom they tracked down by
means of the FAA register.
The plan was to collect return regis-
tration forms from as many owners as
possible, muster in Monticello, Iowa
and arrive at Oshkosh, in trail, on the
opening day of the Convention. Pre-
registering with the committee would
guarantee a parking reservation in a
prominent section of the Antiquel
Classic parking area. With luck, the
organizers hoped to rally as many as
88 airplanes to complete the "88 in
' 88" theme. What followed exceeded
their wildest expectations.
By the July 15 cutoff date, 213 re-
servations had been received. Two
thirds of those who responded had
never been to Oshkosh before. The re-
curring story among them was that they
had always wanted to go but were in-
timidated by the horror stories of all
the traffic. Jack, who has been coming
to Oshkosh for 10 years says , "We
knew by the way that Oshkosh Tower
handles traffic so well that they'd kick
themselves and wish they'd come
sooner. "
Although not everyone made the
flight, all 50 states were represented
among those who registered, including
one man who flew 36 hours from An-
chorage, Alaska. Dorchen Forman, a
sometimes even the When it's yours, it doesn't have to look perfect to be beautiful.
Being there is what counts.
and editor of the International Cessna
1201140 Club' s newsletter, says that
44 states were represented in the Friday
morning flight.
Among those who congregated in
Monticello were 16-year-olds, several
grandmothers, airline pilots, World
War II veteran pilots, current military
pilots, cropdusters and at least one sur-
geon. The participants ranged across
the board in age, flight experience and
socio-economic levels. Jack tells the
story of two registration cards that ar-
rived stapled together, "They came
from two 76-year-old buddies. One
had over 10,000 hours and the other
still had wet ink on his license. They
wanted to park side-by-side so they
could camp together." Some of the re-
sponses included offers to help in the
organization of the effort. Jack said,
"We got a card from a toolmaker who
offered to help out but admitted, 'I'm
lazy. I hate to work but I love to boss
people around. ' The whole operation
was a fascinating study in human social
skills ."
Social skills aside, getting 163
airplanes to Oshkosh in one big bunch
was no simple task . Practice sessions
on Wednesday (75 airplanes) and
Thursday (93 airplanes) before the Fri-
day flight were mandatory. Jack says,
"The first day everybody was all over
the sky. Still, they all realized what
they should be doing . The second day
was a 500 percent improvement." The
plan was for the Cessnas to fly "in
trail" in groups of five, with the aircraft
about 300 feet apart. Jack continues,
"Every fifth one was an experienced
pilot, either high-time, former mili-
tary, current airline, CFI or something
like that. They were the 'Steady Ed-
dies' . The four ' chicks' behind would
flutter around and fly on their unit
leader. In measure, I think it came out
that way ."
Among all the airplanes that
gathered at Monticello, one
ground looped resulting in landing-gear
damage. It happened during the stiff,
Texas-based ]40 owner, grandmother Art Morgan on the move.
16 OCTOBER 1988
gusty crosswinds that predominated
during the practice sessions . Jack con-
siders the weather conditions that the
group encountered to be "challeng-
ing," with tricky winds and poor visi-
In contrast, the people of Monticello
could not have been more hospitable.
Jim Barker made sure that the pilots
gave rides to anyone in town who
wanted one and the people responded
by opening their homes, loaning their
cars and generally treating the pilots
like visiting royalty. Dorchen Forman
points out that when the group departed
on Friday morning, most of Mon-
ticello's 3,400 residents were sitting on
the hoods of their cars waving good-
bye as though a close relative was de-
parting after a visit.
That Friday, the pilots were up at 3:30
to make the 4:30 briefing. There was
some doubt expressed that everyone
would make reveille, but Jack says ,
"People felt like this was the mission
going on D-Day and they were up ,
braced and ready from the night be-
fore." Airplanes were taxiing at 6: 15
and the departures began at 7: 15 . It
took 26 minutes to launch all planes .
"The flight to Oshkosh was the peak
of the learning curve," said Jack ,
"There was a low haze that extended
above our cruising altitude of 3,500
feet and we had the sun right in our
eyes . The pilots had their altimeters
and the airplane in front of them to fly
by. "
Arrangements had been made with
Chicago Center controllers for the
passage of such a large swarm of
airplanes on the way north to Oshkosh.
The first and the last Cessna squawked
a discrete transponder code and anyone
in between with a transponder shut it
off. Controllers then knew that be-
tween the two coded airplanes was a
gaggle of slow moving aircraft headed
to OSH. All told, 163 Cessnas took off
from Monticello and 163 landed at
Wittman Field, though it wasn't the
same 163 . Two airplanes dropped out
but two more took their place on the
Mike Shaver from Saint Louis, win-
ner of the award for the best Cessna
140, said that the flight taxed his flying
abilities to the limit. With the inevitable
ebb and flow of in-trail flying in such
a large group, he sometimes found
himself slow-flying in someone else's
propwash and other times bending the
throttle to keep up . From his position
in Flight 12, Position five, Mike said,
"I really didn ' t have a chance to look
at anything all the way up here except
for the airplane in front of me and the
one on the right."
Approaching from the south, the
planes formed a wide left pattern for
Runway 18 Left, Right, Middle and
both sides-landing long and short on
the main runway, the taxiway and the
grass to either side. In 34 minutes all
163 airplanes were down safely and
taxiing to the south end of the airport
to wait for directions to their parking
area. Bob Brauer directed traffic with
Co-organizer of "SS in 'SS" Jack Cronin - a man and his blisters.
the elan of a toreador, lining up the
idling Cessnas for the long trundle to-
ward their designated acreage next to
the Antique/Classic Red Bam. Mean-
while, Art Morgan was performing his
George Patton imitation, riding herd
on the entire campaign from the seat
of his blue, sawed-off Volkswagen ,
occasionally stopping to unstick a log-
jam or leap in to prevent one before it
occurred. Up and down the line, volun-
teers helped see that these best laid
plans came off without a wrinkle.
Part of the saga was written even
before the airplanes arrived. For sev-
eral days before the start of the Con-
vention, arriving pilots of other types
eyed the reserved prime parking space
with envy . Some owners had parked
their antiques and classics in that area
for years and couldn't understand why
it had been roped off like a police mur-
der site. Once Art explained the situa-
tion, everyone understood and cooper-
The Cessnas inching toward the
parking area told the story of the whole
operation without even talking to the
pilots . Some were polished show-
pieces, shouting to the world how good
a little 140 can look. Others were com-
mon everyday airplanes flown by
pilots of ordinary means. There were
even some real ugly ducklings--cos-
metically the worse for wear but just
as proud to be there as the most pristine
People in aviation at all levels owe
a debt of gratitude to Jim Barker, Jack
Cronin and the West Coast and Interna-
tional Cessna 120/ 140 Clubs. When
they completed their "mission to Osh-
kosh" smoothly and safely, they
showed the world that a simple
airplane can give the gift of wings to
just about anyone. All they need is a
strong enough desire to fly and people
of average means can tum every sunny
week-end into an adventure. The long-
range success of aviation depends on
that capability remaining within the
grasp of average Americans
There are sages in aviation who be-
lieve that a newly-designed, primary
airplane would rescue a foundering in-
dustry. Primary flying, though, seems
to have as many definitions as there
are flyers, and sometimes in the bustle
of trying to predict the future, it's com-
forting to look back at the successes of
the past. If Dwane Wallace were called
upon to design such a revolutionary
airplane today, echoing the spirit of his
uncle, Clyde Cessna, he just might
have to come up with the 140 all over
EAA Oshkosh '88 - after14 hours in the air.
by Mark Phelps
When Frank Bass introduced him-
self in Kelly Viets's Interview Circle
at EAA Oshkosh '88-he gave hi s
airplane and his home town equal bil-
ling. ''I'm Frank Bass from Moore,
Montana about 14 miles out of Lewis-
town-most people have never heard
of Moore. It's about 1,240 miles from
Oshkosh. That's 14 hours in a Kari-
Keen." Those who stopped to listen
and inspect Frank's little two-place,
orange and green beauty were treated
to an entertaining experience. An au-
ctioneer by trade , Frank has cultivated
his talent for meeting people and turn-
ing them into friends. If you need any-
thing sold, it doesn' t matter what it is,
just call Frank. He also does a fair job
of rebuilding old airplanes and his
18 OCTOBER 1988
award-winning, one-of-a-kind Kari-
Keen Coupe attracted its share of atten-
tion around the Antique/Classic area
this year. A lot of antique fans didn't
know exactly what they were looking
at-{mly that it looked good.
In the 1920s, Kari-Keen was a man-
ufacturer of accessory automobile
trunks, the kind that bolted onto the
rear bumper. The factory was located
on Plymouth A venue in Sioux City,
Iowa. Their product would "kari" your
luggage "keenly." Get it? Frank has
one of the trunks back home and says
they worked just fine. It had room for
a couple of lO-gallon milk cans so the
fanners loved them. This was at a time
when cars didn't have built-in trunks,
just running boards.
Kari-Keen's owners believed in the
power of advertising and the company
was prosperous enough to hire the
comedy team "Laurel and Hardy" for
its campaign, but in 1927 automakers
began to make their own trunks , incor-
porated into the body of the car, no
less! In a move to diversify, Kari- Keen
turned to making airplanes. With the
whole country gone crazy with
Lindbergh fever, why not?
At the time, the airplane-design ser-
vices of one Swen Swanson were "at
liberty" . Swanson designed his first
airplane in 1915 while still a teenager.
His next effort, the two-cylinder Law-
rance-powered "Sport" was built while
he was an aeronautical engineering stu-
dent at the University of South Dakota,
Vermillion, in 1922. After designing
the Anzani-powered "Lincoln Sport"
for the Lincoln-Standard Airplane Co. ,
Swen helped to recover the interior-
braced, cantilever wing of a Fokker D
VII in the company' s repair shop and
became fascinated with the posibilities
afforded by smooth, unstrutted wings.
His "Arrow Sport" biplane, designed
in 1927 had cantilever wings and in
1928 he accepted a job offer from Kari-
Keen, rented a cold-water flat in Sioux
City and began work on the first Kari-
Keen 60 Coupe at the company's rent-
ed hangar and factory on Leeds Air-
The little two-place monoplane that
Swen designed was uncommon look-
ing at a time when most such aircraft
looked so much alike. Its high, unstrut-
ted wing afforded clean lines and
downward visibility rivaled only by
Cessna' s cantilever wing. The fuselage
structure was standard, with steel tub-
ing, wooden formers and fabric cover.
The engine was a five-cylinder Velie
M-5 of 60 hp but the wing was what
really made the airplane unique. The
main spar was constructed of spruce
trusswork with tapered spruce
capstrips covered on both sides with
plywood. The resulting single-piece ,
main box spar was tremendously
strong and the rear spar was a smaller
version in the same configuration. The
wing tapered both in thickness and
planform. Being a tapered wing, of
course each rib was different. The
leading edge was covered with
aluminum and the whole assembly
covered with fabric. The wing was
stressed to six and a half Gs positive
and nearly six Gs negative.
Ole Fahlin was in charge of propel-
lers and his talents no doubt helped the
success of the design. Well known as
the "I ittle 01' prop maker ," Ole not
only designed and carved the first
props for the Kari-Keen, he also flew
test flights, demonstration flights and
helped out in sales promotions.
Between 1927 and late 1929 , Kari-
Keen turned out 24 "60 Coupes" and
they became quite popular around the
Midwest. At the time, an Approved
Type Certificate was not required to
build and sell airplanes. The stock mar-
ket crash of 1929 put the company out
of business. Refinancing, a conversion
to the 90-hp Lambert engine and an
Approved Type Certificate breathed
new life into the company early in
1930. Its executives still believed in
the power of marketing, and a giant
new campaign, without Laurel and
Hardy this time, was launched to pro-
mote the Coupe, including a display at
the 1930 Detroit Air Show. Six of the
Lambert-powered machines were
built. As it was for so many other
businesses of the day, however, the
Depression was too powerful. There
was one last gasp when a group of in-
vestors reorganized under the name
Sioux Aircraft Corporation and built
three different prototypes of the "Sioux
Coupe" , which were slightly rede-
signed versions of the Kari-Keen
Coupe with a 90-hp Brownback Tiger,

L-....... ........ .... __ __ a 90-hp Warner and a IIO-hp Warner
up front. 'Forrest Lovley of South
Frank Bass taxiing behind an original Ole Fahlin propeller. Gas cap is original, from a
Richfield, Minnesota rebuilt the 110
Ford Model T.
Warner-powered Sioux Coupe and
won Grand Champion honors at EAA
Oshkosh '77. The company went down
for the third time in 1932, never to
Meanwhile, Swen Swanson had
split with Kari-Keen when the doors of
the factory closed the first time and
went on to design the Swanson Coupe
and the auto-engine-powered Plymo-
coupe, both refinements of the Kari-
Keen concept. Unfortunately, no ex-
amples of these types survive. Swan-
son, who had a shy, retiring person-
ality, died of pneumonia while still
a young man, but his developments in
aircraft design, specifically in can-
tilever wings, were significant in the
early history of light aircraft develop-
ment in this country.
Frank did a great deal of research
before and after buying his Kari-Keen
and consequently has complete
documentation of its history . It was
built in 1929 and originally equipped
with a Velie engine. It was flown as a
factory demonstration and instruction
airplane for 197 hours before it was
sold to William Eichhorn and his son
Louis of Hornick, Iowa. William felt
that he was too old to learn to fly so
young Louis went to Leeds Airport in
Sioux City to take his first flying les-
sons. The Coupe was supposed to sell
for $3 ,450 according to Frank, but the
Eichhorns paid $1,700 for their
airplane and Frank has the original in-
voice . He got it from the Eichhorns
themselves, whom he tracked down
and visited after buying the airplane in
Frank Bass, the pride of Moore, Montana.
20 OCTOBER 1988
The KariKeen's excellent downward visibility is evident in this photo.
Times got hard after The Crash and
the Eichhorns sold the Kari-Keen in
April 1934 to Earl Watson of Galt, Il-
linois for $350. Earl paid $ 100 down
and the balance in three notes. Frank
has the notes!
A year later, Galt sold it to Ed
Skotch of Minot, South Dakota who,
in tum, sold it to Lloyd Owens another
year later on April 15, 1935. About
this time a young Frank Bass was tak-
ing flying lessons from Lloyd's brother
and became interested in the plane.
When Lloyd died in 1951, his widow
put the airplane up for sale for $100
but Frank couldn't come up with the
cash and Clyde Wilson, also of Minot,
got the airplane . He flew it for 10 years
until it was damaged in a windstorm
and stored until November 1970 when,
finally, Frank bought it for $1 ,250 and
trailered the pieces home.
And pieces they were. Frank says
his wife thought he was crazy when he
told her how much he paid for that
"airplane" out on the flatbed trailer
down by his auction bam. Besides the
wind damage, years of storage had
taken their toll. But all the pieces were
there, right down to the Ford Model T
radiator neck and cap that Kari-Keen
used on the gas tank. They used
another Ford radiator neck on the oil
tank, but with a flat cap. Frank says,
"I was real fortunate to have all the
pieces. I had everything. The only
thing I had to guess on was this metal
in here," he points to the perfectly
shaped boot-cowl panels, "It was all
bent up."
The wing was a major undertaking
of course and Frank had a carpenter
build a completely new one, using the
old one as a pattern . He says the orig-
inal wing wasn't too bad, but he de-
cided to start fresh anyway . Frank sold
the wing and some other parts to a man
in Eugene, Oregon who hopes to get
another Kari-Keen together if he can
get the registration paperwork to-
gether. "He's going to have a problem
with papers," Frank says, "but if he
can do it, we'll have a mate to this
Frank made some changes in the in-
terest of flying the airplane more
safely. The original tailskid was re-
placed with a steerable tail wheel and
the 1929 wheels and brakes were re-
placed with Cleveland units. In one of
Frank's Leeds Airport photos of the
airplane, it has high pressure bicycle
wheels. Frank says, "It never did have
these on for long. By '34 they'd al-
ready put the airwheels on. But they
never did hook the brakes up . The
brakes were there but they never
hooked them up. I found out why when
I started working on them. You
couldn't make the dam things work.
They didn't have enough surface to do
any braking with. I tried to make them
work, and I couldn't get tires for them
so I finally ended up putting these
The Kari-Keen's panel. Frank added the airspeed indicator to be legal.
Clevelands on it. I put an airspeed in
it too . It didn't have an airspeed, can
you believe that? FAA wouldn' t let me
certify it without an airspeed. "
The propeller is an Ole Fahlin orig-
inal and Frank has a great "Ole story"
to go along with it;
"I grew up in Scandinavian terri-
tory- North Dakota-and even though
I wasn't of Scandinavian descent, I
spoke the language a little bit. So Ole
called me up last year and said, ' Frank,
how's that leetle Kari-Keen running?'
Cleveland wheels and brakes work well.
The original brakes didn't work at all.
And I said , ' Real good, Ole but I need
another prop.' He said 'Yumpin, Yim-
miny! I better get it made before I
croak!' So he built me a prop. He's
eighty-some years old now. I haven't
put it on yet but he makes awfully good
propellers and they always perform
good on the engines he builds."
For those who may be interested,
Jim Kimball of Zellwood, Florida has
bought the Falcon Manufacturing Cor-
poration which holds all the type cer-
tificates for Fahlin propellers . He has
also received a production certificate
from the FAA . Fahlin propellers are
back in production and interested par-
ties can contact Jim at 407/889-3451.
Several engines have powered the
Kari-Keen starting with the original
60-hp Velie, patterned after the Ric-
kenbacker Air-Cat but refined by W.L.
Velie , an automobile magnate who
bought Central States Aero from Don
Luscombe and redesigned the Ricken-
backer engine so it wouldn't shed quite
so many parts or quit so often. The
Velie version was a good engine but
the Lambert R-266 engine was better
with an increase of 30 hp. Over the
years, Kari-Keen NC244K was con-
verted from the Lambert to a 75-hp
Continental and, under the ownership
of Lloyd Owens, back to the Lambert.
Frank says, "I've gotten kind of used
to it and I know the inside of it pretty
near as well as I know the outside of
it now . There were days I would have
used it for a boat anchor, but it ' s never
failed me, let's put it that way . In the
early days of the restoration , I'd park
the airplane and oil actually dripped
off the longerons all the way back, so
I don't think it's bad now when it's
just got a little bit on the bottom. You
can get them too dry too. I dried it all
the way up once with automobile rings
to the point that it melted the aluminum
plugs on the end of the wrist pins .
There' s just no happy medium. It ' s not
what you ' d call a tight engine. The old
girl's got to use a little bit of oil."
Frank regreases the fittings about
every eight or 10 hours . He made a
change in the exhaust collector, too.
The original design called for a flex-
tube ring that seemed to burn out reg-
ularly. He still keeps a flex-ring collec-
tor for photo sessions but built another
ring from regular automotive exhaust
pipe for everyday operation . "When
you get it to rpm it runs real smooth ,"
he says. It sounds great, too .
Frank loves flying the airplane in the
early morning or evening , but if you
ask him to describe the stability of the
airplane in rough air he'll tell you he
knows how Lindbergh stayed awake.
"It' s like digging post holes all day
long," he says. Frank has logged about
14,000 hours over 41 years and has
flown a lot of airplanes . He says,
"When the air gets rough and it gets
hot the airplane wants to sink and
hang. And it's heavy for its power. It ' s
not a bad-flying little airplarie for it s
age but it flys like an old airplane ."
The trim system works like an old
Cub's but it's just a lever, without a
screwjack. Frank's experience with
trim on the Kari- Keen has been limited
to, "Shove it clear ahead and leave it.
I used to monkey with it once in a
while, but like any old airplane it 's al-
ways got a heavy tail ."
Frank's favorite part of flying the
airplane is landing it. However, after
14 hours and 20 minutes flying from
Montana to Oshkosh ("The last 20
minutes was right here over the
lake."), Frank confesses, "I made the
lousiest landing I've ever made in it
yesterday in front of everybody here at
Oshkosh. I guess it wasn't that terribly
bad, but it was to me because this thing
just lands itself, on the rocks, sage-
brush or anything ."
Anyone who flies knows that the
only time you make a bad landing is
when everyone is watching. Right ?
Frank will be back at Oshkosh for
the 1989EAA Convention . In fact, he
had such a ball this year that he ' s going
to serve as a volunteer next year and
spend some more time around the Red
Barn. Hanging around Oshkosh mak-
ing new friends has that effect on
people. Once just isn't enough .
An information exchange column with input from readers.
by E. E. "Buck" Hilbert
(EAA 21, Ale 5)
P.O. Box 145
Union, IL 60180
Hey! Guess what? Somebody reads
our column, Mark! Charles Hosteader
from Harrisburg, Pennsylvania called
to tell me about restoring his dad's
Aeronca "K." He wanted to know if I
knew where there were some of those
Lamb Wheel adapters I'd written
about. I wasn't able to help him, but
if there is anyone out there who has a
spare set or two, maybe we could get
the word to him. Got any? No! I didn't
think so, so I asked him if he maybe
knew where there might be a Tripacer
he could salvage the wheels from and
hang them on the "K." That's the best
I could do. I feel that conversion makes
economic sense. A new pair of 7 .00 x
6 tires and tubes costs about half what
one 8.00 x 4 tire and tube would cost.
And he'll have a better ground-handl-
ing airplane when he's through .
I'm back to being a CFI again. I
haven't done much with basic students
in the past 10 years or so, and it's kind
of refreshing to get back to the funda-
mentals. It all started with the EAA
Air Academy students. I was
priveleged to give 18 of them orienta-
tion rides and I gave a few dozen more
rides to their ground instructors and
some of the volunteers as well. I
wasn't alone doing this . Gene Chase
and Norm Petersen were in on it too.
All three of us can truthfully say it was
a joy to help out.
To begin with, I had all kinds of
experiences there in the back seat .
Some of the kids flew the airplane all
the while I just coached them a little
about its flying characteristics . Some
had had hours of "Sandbag" time with
their dads and relatives and were well
versed in what they were supposed to
do, but just lacking practice. But the
ones who really were fun to work with
were those first riders who had never
had a stick in hand. They didn't get
much time, only half an hour, but
that's enough time to demonstrate and
give a little hands-on practice on the
four fundamentals . Straight & level,
the climb, turns and the glide.
The frosting on the cake came with
letters I received from some of the kids
and one of the instructors, thanking me
for the rides and the instruction. I have
to confess it was MY pleasure and that
if Chuck Larsen will hold a slot for me
I'll happily do it again next year. How
about it Chuck?
"VFR Direct" Does anyone fly that
way anymore? You know, draw a line
on a sectional , measure it off in 30-
mile segments, then mark prominent
landmarks, hazardous towers and big
I do! I do it all the time, even when
I do have an airplane with radios and
navigation equipment. Flying down
around 1,200 to 1,500 feet above
ground level is anything but boring.
The time seems to flit by as you see
and learn more about this great country
we live in.
E. E. "Buck" Hilbert
Interstates, railroads, rivers ,
coastlines, hey!, they're all great
NA V AIDS. It's fascinating to watch
golfers drive, fishermen and water
skiers , sailboats and cruisers, girls sun-
bathe, semis on the freeway and the
state cops lurking in most unusual
places trying to trap the motorists .
The scenery is ever-changing and
much more fun than looking at your
needles on the instrument panel. Com-
pare what you see on that five-dollar
sectional with what is on the ground.
Wow! Look at all the new megabuck
homes being built down there!
Look for suitable emergency landing
fields like the open cockpit guys used
to do when engine reliability was al-
ways a question . How would I make
my approach to that one down there if
my engine went out to lunch? Look for
animals, not just horses and cows, but
deer and fox, and maybe badgers.
Don't forget to look for people too .
They're there and this is the only time
in your life when you can look down
on people, and not offend them one
bit. Hey! ITS FUN!!!
Don't cage the gyros and shut down
the VORs and the loran. Use them for
insurance, but look out the window and
Over to you
22 OCTOBER 1988
.--------Planes& People
The Ryan PT-22 with it ' s Kinner
R56 engine is an attention getter
everywhere. A variety of unusual fea-
tures make this vintage World War II
trainer unusual. The "birdcage" land-
ing gear is a ball to watch when the
PT-22 is taxiing, and who can resist
the swept back chrome yellow wings?
We bet that a lot of people could iden-
tify the sound of that Kinner with their
eyes shut, too. Don't forget the lovely
round silver fuselage that you plop
into. And try running your hand over
the smoothly varnished laminated
One notable West Coast PT-22
owner is Lynn Barber of Santa Bar-
bara, California. Her father took a pic-
ture of her as a child sitting on a Ryan,
so it was natural for Lynn to seek one
Lynn Barber and Her Ryan PT-22
By volunteers of the Antique/Classic
Press Committee
Larry D' Attilio and Pamela Foard,
(EAA 150262, A/C 8265)
1820 N. 166th 5t.
Brokfield, WI 53005
out when she wanted an antique. Lynn
owned a Cessna 150 before, in which
she gave instruction as a commercially
ticketed CFII. She had learned to do
her own maintenance with the help of
her father, who had been a mechanic
during World War II. Lynn bought the
Ryan in 1985 but she is so thoroughly
knowledgeable about them you would
assume she had owned one for 20
years . In fact this Ryan came from Jack
Roberts who had done quite a bit of
restoration work on it. The aircraft is
mostly original with minimal in-
strumentation and no corrosion. Lynn
definitely is a taildragger idealist be-
cause, like so many EAAers, she em-
phasizes that the Ryan must be con-
trolled by the feet and she makes sure
her students know how to use theirs
Lynn is quite active in her EAA
chapter as an officer and is devoted to
the Ryan club , which has some fly-ins
on the Coast each year. An airplane
needs care and feeding so all of us have
a job, right? After a stint as a teacher
Lynn went to work for Raytheon , (they
owned Beechcraft), and writes
documentation for software used for
radar jamming.
A viation Bibliographies
It has been four years since the first
appearance of the "Vintage Literature"
series. For those who have enjoyed the
series and have become interested in
building your own collections or in
doing research I thought it would be
I:Iseful to examine some of the promi-
nent'bibliographies of aviation publish-
Except for aeronautical engineering,
aviation has had a very spotted history
of bibliographic control. Today very
few general sources index articles or
books dealing with aviation history and
general or sport aviation . Over the
years very few specialized references
to aviation have been published. We
will take a look at some of the more
useful ones in chronological order.
BROCKETT, Paul. Bibliography of
Aeronautics .
Washington, Smithsonian Institution,
1910. 940p. (Smithsonian miscellane-
ous collections , v.55) . U.S . NACA ,
1921-36. v.I-14 v.l 1909-1916.
1493p.; v.2 1917-19. 494p.; v.3 1920-
21. 448p; vA-14 (annual volumes) .
1922-32. (19\0 Volume reprinted by
Gale, 1966. $85.00).
This work began for the Smithso-
nian and continued by NACA is the
most stunning achievement in aviation
bibliography. The first volume alone,
covering works up to July 1909, con-
tained nearly 13,500 references .
It is arranged alphabetically by au-
thor or title with subject cross-refer-
ences and includes books, articles and
technical reports from around the
world . The NACA volumes add over
3,000 pages to the set and each covers
by ()enni Vaf"k
Lib.-aO'/ An:hive ()i.-ec::t().-
the publications issued in the years
One of its weaknesses is its lack of
coverage of some journals of special
use to those interested in sport aviation
and personal flight such as POPULAR
PILOT. However it does cover some
non-aviation magazines that are useful
ISTRA TION. Bibliography of
New York. Institute of the Aeronauti-
cal Sciences, pts . I-50. and supple-
ments . 1936-1941.
No doubt the most massive of the
published bibliographies, this series
was produced for the WP A under the
direction of the Institute of the Aero-
nautical Sciences. Each of the 50 parts
is devoted to a separate subject such as
Air Transportation; Medicine; En-
gines; and Airparts.
The listings cover books, articles
and technical reports from around the
world from the tum of the century to
the publishing date of each part as the
different parts were published in differ-
ent years. Airplanes are not covered
except for flying boats and amphi-
bians . There are parts for autogiros,
helicopters and gyroplanes.
One of the useful features of the set
is the reverse chronological order for
the entries which allow one to easily
date the advent of coverage of a subject
in the literature. For example the oldest
entry for metal propellers is dated
GAMBLE, William. History of
aeronautics .
New York Public Library, 1938. 325
This is a selected list of references
to materials in the New York Public
Library Collection. It is classified by
subjects and contains over 5,500 en-
tries to books and periodical articles .
It has indexes to authors and subjects
and is useful because of NYPL's large
collection. It is not useful for finding
articles about makes and models of
airplanes though names of specific fa-
mous aircraft such as "Woolaroc" can
be found in the subject index.
CIETY. A list of books, periodicals
and pamphlets.
Royal Aeronautical Society, 1941 .
(Reprinted by Ayre, 1979. $24.50)
This book covers the holdings of the
Royal Aeronautical Society which
dates back to 1866. This bibliography
is divided into two sections: one of his-
torical interest; and the second contem-
porary works. It is useful for its Euro-
pean coverage.
HANNIBAL, August. Aircraft, En-
gines and Airmen.
Metuchen, N.J. Scarecrow Press,
1972. 825 pages . $30.00
24 OCTOBER 1988
Covering the years from 1930 to
1969 this is one of the most useful of
the modern bibliographies for finding
articles on airplanes. Nearly 600 pages
of this book consist of listings about
3,000 different makes and models of
aircraft from around the world.
The sources are mainly U .S. period-
icals but some foreign ones such as
indexed . The heavy emphasis is on
military aircraft but there is some
coverage of general aviation and light
aircraft . Included are AIR PROGRESS,
Note: The indexing is very selective .
It was designed mainly for model
builders so if an article did not have
good pictures or drawings it was not
indexed. It includes indexes of aircraft
names and military designations (ie .
MILLER, Samuel. An Aerospace Bib-
liography .
Washington Office of Air Force His-
tory, 1978. 341 pages .
This bibliography is a classified list-
ing of books and periodical articles
dealing with Air Force subjects. Most
of the entries are annotated . There is
also an author and a subject index.
SEUM. Aerospace Periodical Index.
G.K. Hall, 1983. $100.00 .
Covering periodicals from 1973 to
1982, this publication is the most am-
bitious recent bibliography. This book
is the print version of a database in the
NASM Library of articles indexed
from their collection .
Mostly US publications are covered
but some foreign ones such as FLIGHT
INTERNATIONAL are indexed . En-
tries are by subject and most of the
coverage deals with individual types of
The above represent the most useful
of the general bibliographies covering
aviation. Check with your local li-
braries to see if they have copies. For
those building collections and doing
research, it would be useful to have
them for your own use .
The out-of-print bibliographies,
such as Brockett's or the WPA's,
might be located at large public or uni-
versity libraries that have government
depository collections. The EAA Avi-
ation Foundation Library will be glad
to do searches for you in the biblio-
graphies for particular subjects or to
verify the existence and editions of
Annual EAA AlC Chapter 3 Fall Fly-
in for antique and classic aerop-
lanes. Trophies, major speaker, vin-
tage airplane films. At Woodward
Field. HQ Holiday Inn, Lugoff, SC.
Contact: R. Bottom, Jr., 103 Powha-
tan Pkwy., Hampton, VA 23661.
SEY - 60th Anniversary of Newark
Airport. Open House.
Airshow and Aviation Career Expo.
SEY -Northern New Jersey EM
Fly-in, Sussex Airport. Sponsored by
AlC Chapter 7 and EAA Chapters
73, 238, and 891 . Contact Walt
Ahlers, 201 /584-7983.
LOUISIANA - 3rd Annual Louisiana
EAA Convention, sponsored by EAA
Chapters 614 and 836. Trophies,
banquet, camping. Final Louisiana
Championship Series Event. Con-
tact: Jim Alexander, 2950 Highway
28W, Boyce, LA 71409, 318/793-
Fall Fly-in. Rain date, October 10.
20th Annual Air Force Reunion. 407/
13th Annual International Cessna
120/140 Association Convention
Fly-In at Lakefield Airport. Contact:
Terry Zimmerman, 419/268-2565.
GEORGIA - Florida Sport Aviation
Antique and Classic Association,
EAA AlC Chapter 1 Fly-In at
Thomasville Municipal Airport. Con-
tact: Rod Spanier, 502 Jamestown
Avenue, Lakeland , FL 33801, 813/
LAHOMA - 31st Annual Tulsa Fly-
In. Contact: Charlie Harris, 3933 S.
Peoria, Tulsa, OK 74105, 918/742-
LAHOMA - 8th Annual National
Bucker Fly-In . Contact: Frank Price,
Route 1, Box 419, Moody, TX 76557,
CALIFORNIA - EAA Chapter 275
Octoberfest Fly-in . 805/736-3579.
SISSIPPI - Annual Jackson County
Airshow. 601 /762-2156.
EAA Chapter 149 18th Annual Mini
Chili Fly-in . Newbury Airfield. 3131
The followingisapartiallistingof newmemberswhohavejoinedtheEAA Antique/ClassicDivision(throughAugust18, 1988).
Wearehonoredtowelcomethemintotheorganizationwhosemembers'commoninterestisvintageaircraft. Succeedingissues
ofTHE VINTAGEAIRPLANEwillcontainadditionallistings ofnewmembers.
Lusic,JerryS. Nelson, Lynn
Wauwatosa,Wisconsin Pine,Colorado
Martin, Del O'Leary,Craig M.
Houston,Texas Sacramento,California
Martin,JohnA. Oswald, LynnS.
Butler,Pennsylvania ParkCity,Utah
Martin,Robert M. Palombo, Fred
Pueblo,Colorado Alameda,California
Mason,Fred Paszli, LouisJ.
Mays Landing, Phoeniz,Arizona
Pergamit, Lauri
Mast, RobertL. Fremont,California
Matson, Gerald R. Lutz,Florida
Sterli ng,Virginia
Phillippi, J. F.
Mattingly,Gobel Buchanan,Michigan
Potter, PhillipDale
McGregor, Malcolm CoralGables,Florida
EI Paso,Texas
Prussner, David
McKnight, Bob Davenport,Iowa
Phoeniz, Arizona
Merritt,Daniel D. Ogden,Utah
Sti elacoom,Washington
Michna,Fred M. Brisbane,Queensland,
Midland,Texas Austral ia
Miele,Raphael Reich, David
Springfield,NewJersey Berlin,Wisconsin
Monday, Don Rhoads,DavidW.
Camarillo,California Ponchatoula,Louisiana
Moose, ArthurN. Ricciardi, AntoninoL.
Zanesville,Ohio Stoughton,Wisconsin
Morris, Richard C. Roberts, Donald R.
Rockford,Il li nois Minnetonka,Minnesota
Muhr,Wayne Robison,GeoffL.
Hinsdale,Illinois New Haven, Indiana
Murray,JohnJ. Roehrick, DonaldJ.
Rockey River,Ohio Kent, Washington
Nelson,John Rosen, William A.
Audubon,Iowa Highland Park, Illinois
26 OCTOBER 1988
Lincolnville, Maine
Ryan, Joseph
Schaumburg, Illinois
Sauer, David R.
Evansville, Indiana
Sawdon, EdwinG.
Schwartz, MichaelJ.
Scott,Noel R.
Seip,James, McLean
Shawback, Lyon R.
King Salmon,Alaska
Berkeley Heights,
SmithJr.,Calvin C.
Orange Park, Florida
Smith, KennethS.
Burnaby,British Columbia,
Smoot, Roger
Snure, DavidG.
RivesJunction, Michigan
Sollart, GeorgeH.
Barnegat, NewJersey
Steere, Howard
Stratton, Don
Sutherland, HaroldWayne
Central Point,Oregon
Swaney, Earl W.
Taylor,William C.
Thomas, David C.
Thomas,William A.
Costa Mesa, California
Webber, JohnM.
Wenum, Palmer
Spring Valley,Wisconsin
Weskamp, Lynn
Marietta, Georgia
Will, EugeneA.
Minster, Ohio
Wills, A. A.
Pietermaritzburg,Natal ,
South Africa
Litchfield,Illi nois
Zylstra, GeraldR.
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coveringEAAOSHKOSH '88foryou!
When you think of air shows, EAA OSHKOSH
has it all. Airplanes of every size, make and
description participateeveryday! The skills
mesmerize even the veteran observer. Spe-
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For the first time ever, EAA is going to a
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dynamic video - from the arrival of British
historicappearanceoftheU.S. AirForce'sB-1
bomber!Why miss out?
Plus$3 shippingandhandling(Wisconsin
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THE AIRPlANE 1920 1940
Leo Opdycke. Editor Kenn Rust. Editor
Membership In the Experimental
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W.W.1 AERO(190().1919), andSKYWAYS(192()'1940):
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1948 PA-17 Vagabond - Conlinenlal A658, 1935 n ,
180 SMOH, 40 SPOH. Recovered '84 in Ceconile. New
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oul. $4,000.Chris al518/3292395. (92)
1949 Perci val PrenticeAirForce Trainer - 5seals, full
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drawings. Plansplus139page Builder'sManual- $60.00.
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fordisplay. All prices
issued in full color in 1972 by Brooke Bond Tea.
Progress inaviation from an earlyballoon flight
in1783 through the LockheedTriStarand North-
rupHL-IO areshown The Wright Flyer, Maurice
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Approximately 1-3/4"X2-3/4" $15. 00
5 "AIR RAID PRECAUTIONS" . A48 card, full color
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Approximately 1/2of thecardsarephotographsof
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ker Hurricane and Kirby Kite A fine value at $50. 00
7. "THER.A.F. AT WORK" A1937 full colorsetof
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cardset in full color issued in
1936byPlayersCigaret tes. Approx
1-3/8"X2-5/8". Airliners from
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8. "AIRCRAFT OF THE WORLD" . Asetof48 cards. approx.
1-5/8"by 3", issuedin full colorby ShellOil of
New Zealand in1970. Planes from the USA, England,
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Italy, Sweden, Switzerland, Yugo-
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cardset, approx 1- 3/8" X2-5/8",
30 OCTOBER 1988
This neat taper wing monoplane has
stumped the experts here at Headquar-
ters . The principal clue is the license
number NR13657. Why NR? Was it a
racer? The date and location of the
photo are unknown. The photo is from
the EAA library collection . Answers
will be published in the January , 1989
Deadline for that issue is November
10, 1988.
The July Mystery Plane is a Viking
Kitty Hawk B-8. Max Freeman of Wil-
kesboro, North Carolina who sent in
the photo, writes:
"A few friends and I rebuilt the ship
a few years ago. It is still flying and is
based at or near Concord, North
Carolina. This particular ship was orig-
inally owned by the president of Lock-
heed, who at that time was also an of-
ficial of the Viking Flying Boat Co.
The airplane came to eastern North
Carolina originally as a seaplane."
Joel Fairfax of Madison, Connec-
ticut writes:
"The Mystery Plane is a Kitty
Hawk, designed by John E. Summers
and built by the Bourden Aircraft Cor-
poration of Hillsgrove, Rhode Island.
The first model, the B-2, was intro-
duced in 1928. Due to problems caused
by the Depression Allen P. Bourden,
president, merged his firm with the
Viking Flying Boat Company of New
by George A. Hardie, Jr
Haven and the last model, the B-8, was
manufactured there . The firm discon-
tinued production of the Kitty Hawk in
1933. The aircraft went through sev-
eral engine changes, the first being the
97 hp Ryan-Siemens and the last the
Kinner B-5 of 125 hp.
"I first became acquainted with the
Kitty Hawk as a student pilot flying
out of the West Haven airport (now a
housing development) operated by
John Hall who is now a retired Eastern
Airlines captain. AI Turbeville was my
instructor. The plane was a B-8 model,
NC 13250. It is now owned by Bill
Champlin of Rochester, New Hamp-
shire. The June, 1984 issue of THE
VINTAGE AIRPLANE had a picture
of Bill and his Bird biplane. I also flew
996M and 16826, the last one built.
"To my knowledge 13250 and
7533 Y, the latter owned and flown by
Ed Waters of Westborough, Mas-
sachusetts, and 995M belonging to Bill
Harmon of Exeter, New Hampshire,
are the only ones in New England .
"Note that the plane had no center
section-the two top wing sections
were joined at the triangular center-
section struts. The Kitty Hawk was a
pleasure to fly - no bad characteristics.
It lived up to its advertising - 'Flys
Like a Hawk, Lands Like a Kitten '. "
Answers were also received from
Cedric Galoway, Hesperia, California;
H. Glenn Buffington, EI Dorado, Ar-
kansas; Charley Hayes, Park Forest, Il-
linois; Frank Pavliga, Cuyahoga Falls,
Ohio and Harold Scheck, Hasbrook
Heights, New Jersey.
References: From Juptner's U.S.
Civil Aircraft, Model B-2, ATC No.
134; Model B-4, ATC No.166, and
Model B-8, ATC No. 392 .
Viking Kitty Hawk