August1997

Vol. 25, No_ 8

CONTENTS
EDITORIALSTAFF
Publisher
TomPoberezny
EdHor-in-Chief
JackCax
EdHor
HenryG. Frautschy
ManagingEdHor
GoldaCax
ArtDirector
MikeDrucks
ComputerGraphic Specialists
OliviaL. Phillip JenniferLarsen
MaryPremeau
AssociateEditor
NarmPetersen
FeatureWriter
DennisParks
StaffPhotographers
JimKoepnick LeeAnnAbrams
KenLichtenberg
Advertising/EdHorialAssistant
IsabelleWiske
EAAANTIQUE/CLASSICDIVISION,INC.
OFFICERS
President VlCe- Presidenf
Espie"Butch"Joyce GeorgeDaubner
P.O.Box35584 2448LoughLone
Greensboro.NC27425 Hartford.WI53027
910/393-0344
414/673-5885
Secretary Treasurer
SteveNessa ChariesHorris
2009HighlandAve. 7215East46thSI.
AlbertLea. MN5f:I:X)7 Tulso.OK 74145
507/373-1674 918/622-MOO
DIRECTORS
John8efendl GeneMonis
7645EchoPointRd.
115CSteveCourt,R.R. 2
ConnonFalls, MN5fI:XJ'I Roanoke.TX76262
507/263-2414 817/491-9110
PhilCoulson
RobefIC."Bob- Brauer
28415SpringbrookDr. 9345S. Hoyne
Lawton.M149065 Chicogo.IL60620
616/624-6490 312/7792105
JohnS.CopeIood
55OokeyAv.
JoeDickey
28-3WdliamsburgCI.
Lawrenceburg,IN47025
Shrewsbury. MA01545
812/5379354
508/842-7867
stanGomol
7724ShadyHillDr.
DateA. Gustafson
104290thLone.NE
Indianapolis.IN46278
Minneapolis.MN55434
317/293-4430
612/784-1172
'JeannieHiI
1708BoyOoksDr.
P.O.Box328
AlbertLea. MN5f:I:X)7
RobertUcktelg
Harvard, IL60033
507/373-2922
815/943-7205
DeanRIchardson
RobefID."Bob- Lumley
6701 ColonyDr. 1265South 124thSt.
Madison,WI53717 BrookfieldWI53005
tIJ8/833-1291 414/782-2633
S.H.OWes"Schmid GeoIIRobIson
2359LefeberAvenue 1521 E.MacGregorDr.
Wauwatosa.WI53213 NewHoven.IN46774
414/771-1545 219/493-4724
GeorgeYork
181 SlobodaAv.
Mansfield,OH44906
419/529-4378
DIRECTORS EMERITUS
GeneChose E.E."Buck"Hibert
21f}CarltonRd. P.O.Box424
Oshkosh,WI54<;l()4 Union. ILtIJ180
414/2315002 815/923-4591
ADVISORS
SteveKrog RogerGomoll
930TaroHLE 3238VicoriaSt.N
Hartford.WI 53027 St PaUl, MN55126
4141966-7627 612/484-2303
DavidBennett
403TonnerCt.
Roseville. CA95678
91lr782-7025
Page 13
Page14
I Straight& Levell
Espie"Butch"Joyce
2 AlC News
4 AeroMail
5ACNolunteerslTrishDorlac
8FromTheArchives
13 AltitudeRecordAttemptIDon Lee
14 SentimentalJouroey/NonnPetersen
18 TheAlaskaRobin!
H.G. Frautschy
24 MysteryPlanelH.G. Frautschy
26PassItToBuck!
E.E. "Buck"Hilbert
Page18
27WelcomeNewMembers
29Calendar
30VintageTrader!
MembershipInformation
FRONTCOVER...EdGelvinandhissonStanleytooka vacationinthelower48from
theirCentral. AlaskahomeinEd' snewlyrestored" AlaskaRobin.- a CurtissRobinEd
restored from a wreck hewas able to recover from theYukon river valley. EAA
photobyJim Koepnick. shat with a Canon EOS-ln equippedwith an80-200 mm
lens.l/tIJsec.@ f9 on100ASAslideE-6slidefilm.
BACKCOVER...Winnerof0 ParExcellenceawardinthe 1997 EAASportAviation
Art Competition. this is NixonGalloway' soil painting "PhotoOp.. 1938.- For more
information on Nixon' sdepiction ofRoscoe Turner during the 1938 National Air
Races.turntopage2.
Copyright e 1997 bytheEAAAntique/ClassicDivisionInc.Allrightsreserved.
VINTAGEAIRPlANE (ISSN 009Hi943) is published and owned exdusive/y by the EMAntique/Classic Division, Inc. of the Experimental
Aircraft Association and is published monthlyat EMAviation Center, 3000 Poberezny Rd., P.O. Box 3086,Oshkosh, WlSCOIlSin 54903-3086.
PeriodicalsPos1agepaidatOshkosh,WISCOIlSin 54901 andatadditionalmailingoffices.ThemembershipratetorEMAntique/Classic Division,
Inc.is$27.00torcurrent EMmembersfor12monthperiodofwhich$15.00istorthepublicationofVINTAGEAIRPlANE. Membershipisopen
toallwhoareinterestedinaviation.
POSTMAS1Bl:Send address changes to EMAntique/Classic Division,Inc., P.O. Box 3086,Oshkosh, WI 54903-3086. FOREIGN AND APO
ADDRESSES- PleaseallowatleasttwomonthstordeliveryofVINTAGEAIRPlANEtoforeignandAPOaddressesviasurfacemail.
ADVERTlSING - Antique/Classic Division doesnotgua'lInleeorendorseanyproductoffered through theadvertising.We inviteconstructive
criticismandwelcomeanyreportofinferiormen:handiseobtainedthroughOU'advertisingsothatcorrectivemeasurescanbetaken.
EDITORIAl.POlICY:ReadelsareencouragedtosubmijstoriesandpIlotographs. Policyopinionsexpressedinarticlesaresolelythoseofthe
authors. Responsibilitytoraccuracyinreportingrestsentirelywiththecontributor.Norenumerationismade.
Materialshouldbesentto: Edftor,VINTAGEAIRPlANE,P.O.Box3086,Oshkosh,WI54903-3086. Phone4141426-4800.
The words EAA,ULTRALIGHT, FLYWITH THEFIRST TEAM, SPORT AVIATION and the logos of EAA,EAA INTERNATIONAL
CONVENTION, EAA ANTlQUElClASSIC DMSKlN,INTERNAnONAlAEROBAnc CLUB,WARIIlROS OF AMERICA are registered
tradernarI<s.THE EMSKYSHOPPEandlogosoftheEMAVIATION FOUNDATION and EMULTRAlIGHTCONYENTlON are_
oftheaboveassociationsandtheirusebyanypersonotherthantheaboveassociationisstrictlyprohibited.
STRAIGHT & LEVEL
by Espie "Butch" Joyce
This August issue of VINTAGE
AIRPLANE is printed so that it can
be given away to a new or renewing
member at the EAA Oshkosh
Convention. Therefore, the Conven-
tion will be underway or history when
most of you will be reading this issue.
There are a great number of
aviation events that take place around
the country each year. These events
take on a great variety of definitions.
You have local events, statewide
events, regional events, national events
and international events. The scope of
each event!f1y-in is generally left to
the sponsoring party, i.e., chapter or
local organization. There has been an
effort to standardize the definition, but
this effort has fallen short of its goal.
The reason for this shortfall is that in
order to standardize, set guidelines or
define an event or fly-in, there needs
to be a datum line, if you will. Clearly
the Oshkosh Convention is the
standard for the international, as well
as the national event, in the United
States. Oshkosh is the yardstick others
choose to use as a guide.
I think that the success of the
Lakeland, Florida Sun 'n Fun EAA
Fly-In is due, in a large part, to their
being organized, keeping their
presentation in the Oshkosh fashion.
In no way should this statement take
away from any of the hard work that
the Lakeland people put forward to
make this Fly-In the successful
regional event that it is, it simply
points out that a successful fly-in
requires organization and hard work to
make it happen.
As you move around the USA, each
region has its own landscape, weather
and aircraft. This is a variable that
makes each fly-in have its own
personality. One item that we can
control throughout all of these different
fly-ins is the judging of aircraft.
I have seen over the last 20 years
how the judging system has been the
force that has elevated the quality of
restorations to an all-time high. I have
had some tell me that we should not be
judging, etc., but at Oshkosh this is an
expected activity. Often it is
responsible for a number of award
winners being brought to Oshkosh that
you might have ~ e v e r have seen were
it not for the judging of these aircraft.
We use a point system to score
aircraft while judging at Oshkosh.
This point system and the EAA
Judging Manual is intended to take
personality out of the jUdging process
and standardize the way a winner is
determined. I feel that the Oshkosh
awards system has, and is meeting,
this goa\. I would encourage other
events to bring their judging more in
line with the EAA standards. There is
a new Revised EAA Judging Manual
at the printers, or should be finished by
now. This is a great aid for those
Chief Judges to help standardize your
program, and also for the person who
is restoring an aircraft in hopes that it
might win an award someday.
This year, as always, we will have
some new and interesting Antiques,
Classics and Contemporary airplanes,
and we will be reporting to you about
these aircraft in the future issues of
VINTAGE for your enjoyment. By
being a member of the EAA
Antique/Classic Division, you are able
to enjoy the VINTAGE AIRPLANE
magazine 12 months each year. This
is the only magazine totally devoted to
information of interest about the
Antique, Classic and Contemporary
category of aircraft that is published
each month on a regular basis.
I would really like to thank
everyone for their support of our 1 on 1
New Member Campaign to send in
new members. This Campaign is
being very successful gaining us new
members. We will be continuing this
effort for some time in the future so
keep those cards and letters coming.
have personally been able to sign up
four new members and hope to set a
goal of four new members each
quarter. Let's all see if we can push
the Antique/Classic membership past
the 15,000 mark by the 1998 EAA
Oshkosh Convention. Let's all pull in
the same direction for the good of
aviation (and the Antique/ Classic
Division) . Remember we are better
together. Join us and have it all! ...
VINTAGE AIRPLANE 1
I
A/CNEWS
compi led by H.G. Frautschy
In theorderoffinish:
~ / 1 ~ f ?
1.RoscoeTurner. LTR-1 "Meteor", #29
2. EarleOrtman. Marcoux
Bromberg R-3, #3
3.SteveWittman."Bonzo",#2
4. LeeWade.MilitaryHNB-, #41.
ABOUTTHATBACKCOVER
PAINTING...
Thetop awardwinningpaintingin the
1997 SportAviationArt Competition is
"PhotoOp., 1938"anoil paintingbyNixon
Galloway, ASAA. Nixon'sartworkwas
chosenas thewinnerof aParExcellencerib-
bon.
I!depictsthe great RoscoeTurnerwith
his Laird-Turner"Meteor"atthe National
AirRacingChampionshipsatClevelandjust
priorto theThompsonTrophyrace in 1938.
He wonthis raceandsetanewclosedcourse
worldspeedrecord in 283.43 mph. He won
it again the nextyearandtogetherwith his
winin 1934, becamethe onlypersonto win
the ThompsonTrophythreetimes. Itis in-
deedaphotoopportunity, for as he poses for
photographers(youcanseetheirshadows in
the foreground) by his winningplane, all
eightoftheaircraftthatcompetedarecaught
in the picture. (Seethekey to the airplanes
above.)
Nixon(Nick)Galloway,ASAA is an ex-
periencedprofessional who is well known
for the broadscopeofwork he hasproduced
for corporations and more recently, the
printsandpaintingshe hascreatedfor gal-
leries and individualcommissions. Hehas
an extensivebackgroundin aviationand
overforty yearsexperienceasanartist.
His paintingsareheld in manyprivate
collectionsand have beenexhibited in the
AirForce Museum, Smithsonian Air&
Spaceand Museum, Kennedy SpaceCenter,
EAA AirAdventure MuseumRAF Museum
in London,and the White House. He is an
2AUGUST1997
5.JoeMackey.Wedell-Turner,#25.
6.JoeJacobson.RiderR-6"8-Ball",
#18
7. ArtChester."Goon",#5.
8. HarryCrosby.CrosbyCR-4, #52
ArtistFellowmemberand pastpresidentof
the AmericanSocietyofAviationArtists.
When notworkingin his studio,he canoften
be found onthe ski slopes,orracing his sail-
boat in SouthernCaliforniawaters.
MORE80OCTANEAIRPORTS
Ourthanksto memberswhohavesentin
thesereportsregardingtheavailabilityof80
octanefuel. We'dsuggestcallingaheadto
confmnbeforeheadingoffonacross-country.
CALIFORNIA
Madera(MAE):
BarberAviation(209-675-0183)
24-brself-servicepumpisland.
Corona(AJO,formerly L66)
CoronaAirportFuel
Pump island(notyetself-service).
Dawn-to-dusk.
SantaPaula,Calif. (SZP)
WhitemanAirportin
PacoimaCalf.(WHP)
Barstow-Daggettairport(DAG).
ANEWBONANZATYPECLUB
Ifyou'rea BeechcraftBonanzafan and
yourpreferences run towardsthe older
model Bonanzas, there'snowaTypeClub
for you:
Classic BonanzaAssociation
GaryHammock,President(phone:972-
227-4741/972-875-4279)
P.O. Box868002
Plano, TX 75086
Newsletter:6peryear
Dues: $16.00peryear
ZLiNTYPE CLUB
DavidSutton, 8 KnollwoodRd., Hack-
ettstown,NJ07840,908/813-3164runsthe
ZlinAssociation. Theyprovideownernet-
workingforZlinownersandenthusiastsand
maintainclosefactory ties in theCzechRe-
public.
THEMOONEYX
A few weeks agoI received an E-mail
from anEAAmemberwhowas lookingfor
informationon the oneandonly MooneyX,
a oneofa kind Mooneyapparentlybuiltin
the late 1940's. Ifanyone has information
regardingthe airplane, youcan E-mailthe
memberatgjennyI @ix.netcom.com, or
write ushereat EAAHQ. We have no in-
formation on theMooneyXhereat EAA.
WIRE ENDS
Foralmostanentire century, thename
McWhyte Co.ofKenosha, WImeantbrace
wires. Ifyouwere buildingan airplaneor
creatingarestoration, oneofthe first things
you had to dowassendin yourorderfor
brace wires. Theleadtime for thosehighly
stressed, finely manufactured itemswas
measured in weeks, then monthsandat
timesit was measured in in years. Tomany
restorersandbuilders, it appearedin recent
timesthatMcWhytewas notreally inter-
ested in makingwires, atleastwhen you
lookedathow long itcouldbebeforean or-
derwas filled.
McWhytehasdecidedto ceasemanufac-
turingaircraftwires, leavingU.S. consumers
withno domesticmanufacturerto fill their
needs. Fortunately,there is a manufacturer
interested in supplyaircraftwires, and in
fact ,theyhavebeen doingso evenlonger
than McWhyte. BruntonShawLimitedof
Scotlandhasagreedto purchasetheassets
used in themanufactureofaircraft wires at
McWhyte. Theironyofthetransaction is
thatBruntonsoriginally soldthisexactsame
equipmentto McWhytebackafterthe turn
ofthe centuryso McWhytecouldenterinto
supplyingaircraftwiresto thethen newair-
craftindustry.
BruntonsAero Productsdivision, located
in Musselburgh,Scotland,will takeposses-
sionofthe former McWhyteequipmentand
use it to expandtheirmanufacturingcapabil-
ity, meetingthe needsofbuilders,restorers
andforfloatplane rigging.
In the USAandCanada, Steen AeroLab
is theexclusivedistributor. You canreach
them at704/652-7382,orwrite SteenAero
Lab, 1210AirportRd.,Marion,NC28752.
BABYACES AT BLAKESBURG
Oneofthe featuredeventsattheAntique
AirplaneAssociation'sFly-Inoverthe La-
borDayweekend will bea reunionofBaby
andJuniorAces. BobTaylor,AAA Founder
and President,also runs a TypeClubfor
Corbenaircraft ,and theBabyAce built by
EAA FounderandPresidentPaul Poberezny
is an outgrowthofO.G. Corben'soriginal
design. The"Mechanix Illustrated"Baby
NEWAVIATIONSTAMPSISSUEDBYPOSTOFFICE
The U.S. Postal Service is honoring a wide variety of historical aircraft with their new
.32stamps. TheywentonsaleJuly21,1997.
"Withthesestamps,thePostalServiceforthefirsttimepaystributetothefirst50years
ofAmericanaviation historywithafull range ofinspiring examplesofhuman ingenuity
andknow-how," saidPostmasterGeneralMarvinRunyon.
Thesheetof20stampswasdesignedbyPhilJordanofFallsChurch,VA,andillustrated
byaviationartistWilliam Phillips. The stampsaresoldonly insheetsof20,andthelist
ofaircraftdepictedare:
Intheheader,ontheleftisaCurtissModelDPusher,andontheright,an F-86Sabre.
Fromlefttoright,startingatthetop,wehave:
P-51DMustang,WrightModelB,PiperJ-3Cub,LockheedVega,NorthropAlpha,Martin
B-10, Chance-Vought F4U Corsair, Boeing B-47 Stratojet, Gee-Bee Super Sportster,
Beechcraft C17L Staggerwing, Boeing B-17 Flying Fortress, Boeing Stearman,
Lockheed Constellation, Lockheed P-38 Lightning, Boeing Peashooter, FordTri-Motor,
DouglasDC-3,Boeing314Clipper,CurtissIN-4JennyandtheGrummanF4FWildcat.
You can orderfirstdayofissuepostmarksbymail orbyphone. Call1-8oo/STAMP24,
oryou canaffixthestampstotheenvelopesofyourchoice,addresstheenvelopes(to
yourselforothers)andplacetheminanlargerenvelopeaddressedto:
CLASSICAMERICANAIRCRAFTSTAMPS
POSTMASTER
1111 EAST5TH ST
DAYTONOH 45401-9991
Thereisnochargeforthisservice,butallrequestsforthisfirstdayissuepostmarkmustbepostmarkedonthelargerenvelopeby
August19,1997.
BUGATTI100
Afternearlysix monthsofeffortbyEAA stafferBruceJovaag,the Bugatti
100 speed ship has been completed for static displayand hoisted into
position in the Fergus plaza ofthe EAAAirAdventure Museum. Donated
tothe EAA Foundation by Dr. Peter Williamson ofLyme, NH ithad been
partiallyrestoredbyLesandDon LeffertsofRidgefield, CT. Thefuturistic
looking racer, designed foran attempton the world speed record, never
flewin1940,astheinvadingGermanmilitaryputanendtotheprojectonly
weeksbeforeitwastofly.
A completeclean up ofthe structureandthe manyfittings, wasdoneby
by Bruce, and each ofthe various tubes, linkages, etc. were reinstalled.
The machine work originally done bythe machinists in France is quite
extraordinary,andissomethingtobehold.
In the largerphoto, Bruce (far left) Bauken Noack (center) and Museum
CuratorJohn Gaertnerhoistthe Bugattitoa spectacularviewing location
in the Fergus Plaza. In the inset cockpit shot, you can see the pair of
Jaegertachometerreplicas madebyBauken,andsomeoftheinstrumentsthatstill
remained withthe airframe when the aircraftwas received by EAA. Unfortunately,
manyoftheinstrumentsweremissing. Mostinterestingisthesquareholenearthe
centerofthe panel. The only photo we have ofthecockpit area as it was in 1940
doesnotshowthepanelclearlyenoughtomakeouttheindividualinstruments.
On the farleftarethe throttle controls forthe4.7 literBugatti engines, and one of
twotriple pressuregaugesdelineated in atmospheres. The otherislocated onthe
lowerleftcornerofthepanel. Justabovethatandalsototherightarethelanding
gearannunciatorlights. Onethefarrightisananothergauge,andtheinstrumentin
thecenterremainsabitofamystery. Atthetopareapairofbluelights,andatbot-
tomareapairofred lights,withtheword ROUESatthetop,andtheletterG onthe
leftandDontheright,withpoint ersrunningarangebetweenthetwolights.
ForwardofthepanelyoucanseeoneofthetwoairtanksusedtoactuatetheRatier
propellers. Thecontrolstickispokingupandpointingatthepressureinstrumentjustforwardofthethrottlelevers.
Forwardvisibilityinthe Bugattiforthepilotwouldhavebeendifficult,atbest, looking obliquelythrougha plasticwindshield.
Theoriginalwindshieldwasretainedforuseintherestorationforstaticdisplay,anditselfisabeautifulpieceofworkmanship.
OurthankstoDr.WilliamsonforhisdonationandsupportoftherestorationoftheBugatti100. ComeandseeitattheEAAAir
AdventureMuseum!
Ace, built by Paul in 1954, is on disp lay in
the EAA Homebuilder's Gall ery in the Air
Adventure Museum. Bob and Paul invite all
Baby and Junior Ace airplanes and their pi -
lots to the annual AAA Fly-in in Blakesburg
August 29, September I, 1997. You can call
the AAA at 515-938-2773 for more informa-
tion.
7AC RESTORATION SPECIALTIES
Hubert Lowenhardt , one of our faithful
members who has been an asset to the
Aeronca communi ty for many years, would
like to advise us that the address for his
small company, 7 AC Restoration Special-
ties, has changed. The new address is now:
835 New London Turnpike
Stonington, CT 06378
Hugh hasn't moved, but a realignment of
of addresses in his area gave him a new ad-
dress . Hugh makes beautiful reproductions
of the original Aeronca hubcap, as well as
excell ent reproductions of the escutcheon
plates (placards) for the throttle, fue l shutoff,
never exceed speed and trim tab plate, all for
the 7 AC series Aeronca.
AERONCASONLINE
Tom Trainor, of Troy, MI has for many
years kept track of all the Aeronca K aircraft
still registered. You can now access that in-
formation online at:
http// :www.cris.comJ-aeronca/ for a list of
Aeronca K' s and other Aeronca stuff.
Thanks to Tom for putting all this informa-
tion together. ...
VINTAGEAI RPLANE3
4 AUGUST 1997
Gentlemen:
In your Aprilissue, page25, thepicture
oftheCurtis BTon aramp withanarched
bridgeinthebackground. Thi spicturewas
taken fromtheNorfolkNavalAirStation.
Thebridgeandbreakwaterwereerectedfor
the 1907 JamestownExhibition. Thereare
otherpicturesofthe bridge fromtheocean
side with someseaplaneson thebeachand
rowsofwhitetentsbehind.
ItalkedtodaywithMr. Joe Judge atthe
Nava l Museum inNorfolk and he sa id
there werepicturesatthe museum noton
display whichcouldbe seenbyvisitors if
requested.
Theareawheretheplanewasbeached
VINTAGE
AeroMail
waslater fill ed in and is nowpartofthe
presentNavalAirStation. Apowerfulhur-
ricane in the 1930swashedup alongsand
spitwhi chformed thepresentWill oughby
Bay, protectingthepicturedarea oftheAir
Stationfrom heavyseas. Thi ssheltered
areabecameaseaplanebaseduringandaf-
terWW II.
Ienjoyyourpubli cation. Keep up the
goodwork.
Sincerelyyours,
Donald D. Watt
EAA433990,AlC20720
Hampton,VA
DearMr. Frautschy,
Pleaseexcusethispaper,it' snotvery
formal.
ThereasonI'mwritingis totryto
fmdoutwhatthistailwheelfits. It' sthe
craziestthingI'veseenin years,butis
reallywell made. Thecastingis superb,
andtheweldingis first-rate.
It ' shardto imagineafactorywould
haveanexoticaffairsuchas thisfora
tail wheel.
If thephotoispublishable,maybe
ourmembershipcanhelpontheorigin.
Thankyou.
Sincerely,
JoeLocasto
447 StateSt.
SanMateo,CA94401-1605
Dimensions: Length, 10 inches;
WidthofFork,3 1/ 8 inches(inside) ;
Width,SteeringLugs,6inches;Width
ofCasting,2 1/ 8Inches(Front)and I
7/8inches(Rear);RubberBiscuits(3),2
inchesdiameter, 112 inchesthick.
DearNorm,
Ithoroughlyenjoyedthe LouiseThaden
60th Anniversary Memorial 1996 Stagger-
wi ngTourarticle in the March 1997 edi-
tionofVINTAGE AIRPLANE. However,
as anoldcarbuff, Iwantedto submitthe
fo ll owingcorrection: the restored 1936
Fordon page 15 is a roadsterand nota
convertible(the"cockpitcoaming"gives it
away).
Sincerely,
H. Savage
EAA457356
Oakland,CA
MEET THE DIVISION
OFFICERS, DIRECTORS,
AND ADVISORS
One of the major reasons some members serve the organization as Officers, Directors and Advisors is to
serve their fellow ent husiasts, lending their personal skills to the operation of the Division. Recognizing
members and their individual achievements is one of the many fun tasks they get to do during the annual
Convention. Torquil Norman, from Great Britain, was presented a plaque of appreciation by AlC President
Butch Joyce for his efforts to fly his DeHavilland Dragon to EAA Oshkosh from Britain. Torquil's friend
Henry Labouchere is on the left.
by
Patricia"Trish" Dorlac
When mostofus thinkaboutvolunteering,we probablyplan
ourvolunteeringscheduleforthe actual weekat Oshkosh. There
is agroup,however, whoepitomizetheword"volunteer." The
peoplewhomake up ourBoardofDirectorsarevery dedicatedto
theAntique/Classicdivisionand arecalledupon for much more
than simplyspendingacoupleofweeksatOshkoshduringthe
Convention. Theirdedicationandattitude,as well as thequality
anddiversityofthe individualsonthe boardenables them to face
anychallenge, setgoals, andaccomplish theirobjectives
smoothlyandprofessionally.
Whenourdivisionwas firstorganized, the boardwas mainlya
Convention planningcommittee, butithasevolved to encompass
agreatdeal more. Whil etheyare sti ll very involved in theCon-
vention,( there is evena separateconventioncommittee),they
haveexpandedtheirfocus. Ourdivision hasgrowndramatically.
Wearenow international in scope,with manyoverseasmembers,
incl udingachapterin Argentina,andchapterorganizationhasbe-
comemore importantthan ever. Providingourmemberswiththe
informationtheyneed to form theirownchapteris oneofthe
manyjobsourboardhandles,doing so in conjunctionwith the
EAA headquartersChapterofficestaff. Workingto help the
memberswhodonatetheiritems, time, ormoney, the divisionre-
centlyobtainedthe IRSclassificationofataxexemptorganiza-
tion, 501(c)3 . Anyonewhowishesto donatesomethingto the
VINTAGE AIRPLANE 5
Directors Geoff Robison (left) and Dean Richardson (right) dis-
cuss Convention activities in front of the "Red Barn" , focal
point f or many of the Division' s activities duri ng the
Convention. Geoff, who in real life is the Chief of Police in
New Haven, IN, serves as the Chairman of AlC Security and
assi sts George Daubner as Co-Chair of AlC Parking. Dean
chairs the annual reunion of AlC Past Grand Champions, as
well as serving as an aircraft judge.
(Left and below) AlC Advisor Roger
Gomoll , a radio station executive
and CFI , also serves as a volunt eer
pilot at EAA Pioneer Ai rport. He's
seen here piloting EAA's Travel Air
4000 on one of the many weekends
he t ravel s to Oshkosh from hi s
home in Minnesota.
Antique/ Classic Division may now deduct their contribution.
The main thing this group can provide the membership with is a
wealth of information about Antique/Classic airplanes. If a mem-
ber has a question about a plane, this is the group to ask! Sup-
porting the preservation of old planes, a judging system that en-
courages the quality of restoration, and the desire to continue this
vision into the future further encapsulates the goal of this board.
The attitude this group has toward the division as a whole can
best be summed up in the theme that has been chosen for the An-
tique/Classic area at Oshkosh, " PRESERVING THE PAST FOR
FUTURE GENERATIONS."
I have had the privilege of talking with many board members and
have been impressed by their overall enthusiasm for the
Antique/Classic Division and the people who are a part of it. From
the pilots who return every year to share their wonderful flying ma-
chines with us, to the volunteers on the ground who help every1hing
run smoothly, these people cannot say enough good things about
you! When asked if they had any comments for the volunteers, one
member responded, "There is a far greater degree of satisfaction in
participation than in being on the side lines. Being a part of the pro-
gram is a GREAT experience!" Another said, "The more you get
involved, the more personally rewarded you will feel. You develop
a kind of 'ownership' feeling toward the division, becoming a part
of a wonderful organization." Another member stated, "As a volun-
teer I receive much more than I give. I receive friendship, knowl-
edge and pride that comes from being a part of our sport."
Not only is this group made up entirely of volunteers, their total-
combined volunteer time as board members adds up to roughly 250
years.
If that does not impress you, maybe the fact that this group has
been volunteering for our Antique/ Classic Division for a total of
over 400 years will! Makes me feel that my own time is just a drop
in the bucket! Remember that every drop in the bucket counts! In
addition to the time they spend during the convention, this group fi-
nances their own travel and accommodations when they attend the
6 AUGUST 1997
During the 25th anniversary celebration of the Division in 1996,
past officers and Directors were invited to share their experi-
ences. Past president AI Kelch (with microphone) speaks
while (from left to right) Gene Ruder, Don Straughn, Bill
Hazelton, and Kelly and Edna Viets listen and reminisce.
quarterly board meetings held in Oshkosh. Many live close enough
to Oshkosh that they are there practically every week end to help
with building or whatever else needs doing throughout the year. I
admire this group of individuals for their willingness to share their
experience with the rest of us, their desire to help preserve our avia-
tion heritage, and their actions as volunteers which sets an incredible
example for the rest of us to follow!
This year when you see a board member, be sure to let them
know that their work is appreciated! Like the rest of us volunteers,
your words of praise and encouragement are the only pay they re-
ceive. They certainly deserve it!
Butch Joyce (right) confers with Advisor Steve Krog (left) and
Director Robert "Dobbie" Lickteig (center). Steve and Roger
Gomoll are both flight instructors, and are putting together the
AlC Safe Flying Seminar held during the Convention in one of
the Forum tents.
The FAA has made a number of visits to the Antique/Classic
area, learning more about the issues that concern our mem-
bers. Then assistant administrator Barry Valentine (third from
the left) Deputy Associate Administrator Peggy Gilligan and
Assistant Administrator Brad Mims are flanked by EAA's
Washington representative Charlie Schuck (left), past officer
and director E.E. "Buck" Hilbert and on the far right from the
FAA is Elliot Brenner. Charlie and Buck gave the FAA officials
a tour of the area to give them a firsthand look at the effects
some of the regulations are having on the Antique/Classic
community.
VINTAGE AIRPLANE 7
Four times a year, the Directors travel at their own expense to Oshkosh for
a Board meeting, where Division business is conducted and policy is set.
Decisions regarding Convention activities, magazine content and expenses
and all of the other aspects of running the Division for the benefit of the
members are discussed.
Directors Stan Gomoll and Dale Gustafson
work preparing the trim on one of the new
i nformati on booth that will be stationed on
each side of the new Antique/Classic arch.
Another activity during the Convention is the Joe Dickey, an applications engineer by trade (that means he
Antique/Classic Interview Circle. Charlie Harris and Dale figures out practical ways to do things with gears!) helps out
Gustafson spend a few moments with Bob Hollenbaugh with the wiring for the phone system in the Antique/Classic Red
and the prototype Aeronca 11AC Chief before Charlie Barn. Joe and his wife Julia run the Aeronca Aviator's Assoc. in
interviews Bob on videotape. their spare(!) time.
8 AUGUST 1997
EAA ANTIQUE/CLASSIC
DIVISION BOARD OF
DIRECTORSOFFICERS
PRESIDENT ........ Espie " Butch"Joyce
VICE-PRESIDENT .....George Daubner
SECRETARY. ...... ... .. ..steve Nesse
TREASURER............ Charles Harris
DIRECTORS
John Berendt
GeneMorris
Phil Coulson
Robert" Bob" Brauer
Joe Dickey
Jack Copeland
DaleGustafson
Stan Gomoll
RobertLi ckteig
Jeannie Hill
Dean Richardson
Robert"Bob"Lumley
S.H. "Wes"Schmid
GeoffRobison
GeorgeYork
DIRECTORS EMERITUS
GeneChase
E.E. "Buck" Hilbert
ADVISORS
Steve Krog
RogerGomoll
David Bennett
You can often find a work party happening during the spring and
summer weekends here in Oshkosh. After the spring Board of
Director's meeting, this group headed overthe the Convention site
toworkon the two new information booths. They are: Janet and
David Bennett (David is our newestAlC Advisor) Directors Stan
Gomoll, Bob Lumley, Bob Brauer, Jack Copeland and Dale
Gustafson.
Volunteersall, theAntique/Classic Board ofdirectorsandadvisorsall serveasChairmen duringtheannual EAA
Convention, many ofthe wearing more that one hat in that regard. In thefront row, seated are: E. E. "Buck"
Hilbert,StanGomoll,GeneChase,CharlieHarris,JeanneHill,ButchJoyce,SteveNesse. Intheback,fromleftto
right, Robert "Dobbie"Lickteig, David Rosol (he servesasCo-ChairmanofthetypeclubtentwithJoeandJulia
Dickey) Phil Coulson, JoeandJuliaDickey, OX-5tentchairmanBobWallace(ourhightimevolunteerintheAlC
area,with32yearsinasasavolunteerattheEAAConvention),JohnBerendt,RogerGomoll,JackCopeland,Bob
Brauer,DeanRichardson,GeoffRobison,DaleGustafson,BobLumleyandSteveKrog.
VINTAGEAIRPLANE9
By H.G. Frautschy
From the collection of Clyde C. Wellons, Fayetteville, NC we have these two shots
of a Sikorsky S-388 Amphibion. As listed in Juptner's U.S. Civil Aircraft, it is SIN
114-29. Equipped with a pair of Pratt & Whitney 425 hp Wasp engines, it could be
configured as a transport with 10 seats, or with as few as four to six seats in an
executive version. We can't tell you who the older couple is, nor the younger
fellows standing on the right. How do you like the uniforms of the men on the
left?
NC-159H was originally delivered with an NR registration while it served as a
Sikorsky test aircraft. It was later changed to an NC number while it was still
being used by Sikorsky, presumably to get it ready for sale to a private owner
who could very well be this couple.
10 AUGUST 1997
The S.V.A. Floatplane Fighter
Long a favorite of modelers, the S.V.A. 5 (Ansaldo)
fighter is one of the prettiest looking fighters of
WW I. S.V. A. stood for Savioia Verduzio Ansaldo-
Verduzio was the designer of the land based
fighter, built in Genoa and Turin, Italy. This photo,
from the December 1919 issue of Flying shows one
of the S.V. A 5's after it had been fitted with a pair
of wood floats at the Ansaldo plant at Spezia.
Powered by a Fiat motor, some 50 of the fighters
were equipped with floats during the First World
War. Later, they were converted back to land
planes. The normal compliment of twin Vickers
machine guns was reduced to one gun to offset
the additional weight of the floats.
When cars were automobiles and airships were, well,
AIRSHIPS, we have this photo of a Packard convertible
parked in front of the Graf Zeppelin during the great
dirigible' s global flight of 1929. The stopover in Los
Angeles, CA on August 26 nearly proved disastrous for
the Graf - a temperature inversion in the skies above
Mines Field meant that hydrogen had to be valved off in
order for the huge airship to descend to the stub mast
' erected by the U.S. Navy. That action caused the Graf
Zeppelin to be so heavy it could not lift itself from the
airfield. Finally, after the crew, fuel and water ballast
had been pared to the minimum, as well as provisions
and cargo, the Graf was deemed to be 400 Ibs buoyant.
Even with the weight removed, the takeoff of the great
airship was difficult, with the giant hurtling at 60 mph
toward the high tension electric wires along the
perimeter of the airfield. Only at the last instant, as Dr.
Hugo Eckener masterfully commanded the ship, did he
clear the wires by first forcing the tail down into ground
contact, which also raised the nose, and then as the
wires p s ~ e d below the ship, the opposite elevator
command was given, forcing the tail up to clear the
wires. Only then after clearing the wires, could the rear
most engine be started and was the airship able to
climb into the warmer air mass above where it could
gain lift as the hydrogen warmed. We don't have any
identification of the Navy personnel pictured.
Hey Ma, Let's Go Fly In A Waco!
What a great looking OX powered Waco 10! With
only a few obvious signs of being shopworn (the
bottom right of the cowl, and the dings on the
inside of the wheels) this 10, registration
unknown, looks like it is all set to hop a few rides
at the county fair. The lady, her pilot and fellow
passenger also appear to be ready for an evening
out. She's got her best coat with a fur collar to
keep her warm, and both fellows have ties on.
What great time!
VINTAGE AIRPLANE 11
HOWARD
MAYES'
UDE
RECORD
ATTEMPT
by Don Lee
(Above) September 6,1936, Huntington, West Virginia - Howard
G. Mayes, Sr. congratulates his son Howard Jr., after setting a
I-
lIP
new FAI Class 1 altitude record of 19,997 ft.
There weren't many airports around
when Howard Mayes, Jr. started flying. In
1931 his father, Howard Mayes, Sr., leased
the airport at Chesapeake, Ohio, just across
the Ohio river from Huntington, West Vir-
ginia.
Prior to the Mayes era, Embry Riddle
ran it but went on to greater things.
Howard, Sr. flew Jennys in WW I and then
managed Wertz Field near Charleston, WV
until he moved to Chesapeake. Howard, Jr.
learned to fly at the tender age of 12, and
then hired in with United Airlines in 1940
and retired as Vice President of Flight Op-
erations in 1978.
Mayes Field, which is now known as
Lawrence County Airpark (HTW), is man-
aged by Debbie and Jim Johnson operating
as South Ohio Aviation and is home for our
local EAA Chapter 644.
Howard's plane, an Aeronca C-2N, re-
sides at the Pioneer Airport section of the
EAA Air Adventure Museum. He flew it
to a record altitude of nearly 20,000 feet on
Labor Day weekend in 1936. Thi s is hi s
story of that record attempt.
"The record that I was going to attempt
that Labor Day weekend in 1936 was the
Class I altitude record, as the Federation
Aeronautique International e (F AI) called
12 AUGUST 1997
it," Howard said. "The plane could weigh
no more than 440 pounds dry, with no fuel
or oil on board. The plane that we had for
this fli ght was a high wing C-2N Aeronca,
single place, with a single ignition, two-
cylinder engine capable of producing 36
horsepower. It was known as the flying
bathtub since it does resemble one.
"It was normally heavier than the 440
pounds, but we did many modifications to
lighten it. The original flying brace wires
were too heavy so we bought special light-
weight wires. We took out the auxiliary
gas tank and the wobble pump that trans-
ferred the fuel. Well , we got the weight
down to 439 pounds.
(Below) The stick grip and Scott brake ped-
als are not original but everything else is!
Now on display at EAA's Pioneer Airport, the single-place C-2N
is often mistaken for a C-3. The C-2N was the best of both
worlds - for $1545, you got the lightweight C-2 airframe mar-
ried to the higher horsepower Aeronca E-113 engine (36 vs 26
hpj. Out of nearly 200 C-2's built, only four of the C-2N models
were ever constructed. NC13089 left the factory as a float
plane equipped with Warner aluminum floats and established
itself as a record breaker, flown by Ben King, Howard Mayes
and Irene Crum, among others. NC13089 was donated to the
EAA by John H. McGeary, Jr. December 28,1976. After its
restoration was completed, it was placed on display in the EAA
Air Museum in Hales Corners, and then it was hung above the
Fergus Plaza in the new EAA Aviation Center. Later, it was
transferred to Pioneer Airport, where it can be viewed with the
many other historic airplanes on display. (Right) This shot of
the C-2N at Hales Corners was taken by then museum director
Gene Chase, not long after its restoration was completed.
"Now we needed a barograph to record
the altitude and a qualified observer, who
happened to be Gordon Chain, who lived in
Huntington. We got the barograph and
found a sensitive altimeter which were very
expensive instruments back in those days.
I hung the altimeter up over the strut where
I could look up and see it.
"Next, we needed oxygen and did not
want to carry a standard heavy oxygen tank
with me. We had a small, lightweight tank
that was a water and oil separator from an air
compressor. To increase the pressure capa-
bility, we wound safety wire around it and
soldered the wire to the tank. Then we took
it to the welding oxygen tank and turned full
pressure on it. It didn't blow up. " (It was a
wonder that it didn't; oxygen and traces of
oil invariably react explosively.)
"We laid it on the plane floor and had a
rubber hose from the off and on twist
valve," Howard continued. "I got up to
12,000 feet after about an hour. In another
30 minutes or so, I was at 14,000 feet and
things were getting a little fuzzy. I thought
of oxygen, that is what I needed. I stuck
the hose in my mouth and turned the valve
on and I went WOW! Looking back at it,
how si lly; it's a wonder I didn' t blow my
head off. Anyway, I perked up and the en-
gine did too and everything returned to nor-
mal. Now I climbed up to 16,000 and the
same thing happened. I stuck the hose in
my mouth and turned it on and there was
not much oxygen there, but it helped a bit.
"When I got up to 18,000, I had the hose
in my mouth and the valve wide open and
was sucking on it. Nothing was happening,
but I stayed with it and got up to what I
thought was 20,300 feet. I remember that I
could not quite coordinate things. The al-
timeter was overhead and I leaned my head
back like this and it stayed there. Truth-
fully, that is the last I remember until I was
back to 12,000 feet. At 12,000 I wondered
what I was doing there. Now it was too
late to go back up. After all , the plane only
has eight gallons of gas in it. I was running
it wide open to get to that altit ude and it
was using it up pretty fast. I came back and
down and landed. The barograph showed
19,997 feet which was the record for the
Class I airplane at that time. "
The local papers reported that Howard
was surrounded by young women who
"showered him with kisses" after he landed.
The air show was a success with about
5,000 people attending.
"Why did we do it?" Howard asked.
"Well, my father (pop) was an entrepreneur
and was always figuring out ways to make
money (we had to in those Depression
days), so he advertised an air show and said
Junior will make an altitude record attempt.
So, Junior made an altitude record attempt.
"Irene Crum made an altitude record for
women in the same plane, " he said. She
learned to fly at Lawrence County Airpark
which was known as Mayes Field then.
She went on to be a WASP and ferried mil-
itary planes during WW II."
The young Mr. Mayes was pictured on
the front page of the local paper, the Herald
Dispatch. Joining him in the photo was
Irene, who had set her record at Gallipolis,
OH on August 23, 1936. Crurn flew the C-
2N to an altitude of 19,425.814 ft. Irene
and Howard had to share the headlines dur-
ing that day with the news of Benny
Howard 's crash outside of Crown Point,
NM during the 1936 Bendix Trophy race.
"The actual plane was wrecked, rebuilt
and donated to the Experimental Aircraft
Association," Howard said. "The plane
was hanging from the ceiling in their Mu-
seum at Oshkosh, Wisconsin the last time I
saw it. It had a dummy sitting in it. My
wife said it doesn' t look like me but I told
her I was younger then."
Howard ' s C-2N wasn't new to the
record game - prior to the Mayes' owner-
ship, the little Aeronca was owned by Ben-
jamin King, who used the airplane to set
seven records for speed, altitude and dis-
tance, both on wheels and also when it was
equipped with Warner floats. ...
VINTAGE AIRPLANE 13
StoryandPhotos
by
NormPetersen
It is reallysurprisingthenumberof
birdsthatare singingat 5:30 in the morn-
ingataquietWisconsin grass landing
strip. My wifehad graciouslydrivenme
andalarge loadof"stuff'to"Earl'sInter-
national"northofOshkosh, WI,wheremy
1946J-3 Cub,NIOXS, waitedpatiently.
We, myCuband I, wereheadingoutto
attend the 12thAnnual SentimentalJour-
neyto LockHaven,PA, the place where
over 17,000Cubswerebuilt. It wasto be
the veryfirst visitto LockHavenforme
and also the firsteverformyCub- itwas
builtonNovember21, 1946, in Ponca
City, OK. Theoriginalfactory "N"num-
berwasN3675K, SIN 22366,whichhas
since beenchangedtoNIOXS - which
standsfor"OneOldExSprayer"in defer-
enceto its first twentyyears as a crop
sprayerin Parkston,SD,whenitwasflown
byveteranEAAerCliffAdkins(EAA717,
AlC 2241).
Puttingmostofmy campinggearinthe
baggage compartment, I hoisted my
(heavy)duffel bag intothereatseatand
fastened itdown with theseatbelt. Con-
vertedto afront seatsoloCubwithan 18-
gallonwingtankandno nosetank(a hi PA-
II),theCubwasas readyas itcouldbefor
the longtripto Pennsylvania.
Sayinggoodbyeto mywife,Loretta,I
fired up the Continental C90-8engineand
climbedaboard. Itwaseasyto tell the bird
wasneargrossas itwallowedthroughthe
grass to the farendofthe strip. After
checkingthe mags andcarbheat, Iturned
and tookoffto the westinjustashortrun
ofabout300feet. Theclocksaid 6:20
a.m.,Monday,June23rd.
I was boundanddeterminedto make
thisentiretripwithafingeronthemapand
awhisky compass. No radio,no GPS, no
nothin'. Headingsouthfrom Oshkosh,a
verywelcomecloudcoverkeptthe air
smoothat 800 feet andtheCub'sblazing
14 AUGUST 1997
ntal
-1997
From the air, the entire Lock Haven Airport
is visible with the Susquehanna River in the
background. The former Piper Aircraft fac-
tory can be seen on the left side of the
photo with the town of Lock Haven behind
it. Several aircraft are waiting for takeoff
from the parallel grass strip with one just
starting a takeoff run. A larger twin-engine
aircraft readies for takeoff on the main Run-
way 9. The Sentimental Journey grounds
are on the near side surrounded by trees
and campers.
Bill Schaefer, Jr., lifts NC1402N off the
grass runway after a very short run.
The Whitaker Tandem Gear is pulled
slightly nose-up by bungee cords,
much like a pair of skis. Landings
are much akin to landing in a field of
marshmollows!
Watching the sun rise over Lock Haven, the Schaefer Cub, NC1402N, SIN 22926, sits
proudly on the Whitaker Tandem Gear, ready to go for a demonstration flight.
The father-son team of Bill Schaefer, Jr. and Sr., install the Whitaker Tandem Gear on
their 90 hp J-3/PA-11 after arriving at Sentimental Journey from Minnesota. Few, if
any, particpants had ever seen such an installation and observing the airplane fly with
the tandem gear installed was quite a treat. Bill Sr. is a corporate pilot by trade while
Bill Jr. is a computer programmer at Southwest State College in Marshall, MN.
Winner of the Grand Cham-
pion Awafd at Sentimental
Journey was this beautiful
1946 J-3 Cub, NC98868,
SIN 19127, flown in by
Steve Logue, Mon-
toursville, PA. Displayed
as an example of Randolph
Products, the Cub was bril -
liantly restored by Dave
Liebegott and crew in his
Classic Magic Aviation at
Duncansville, PA.
Winner of the Reserve Grand
Champion Award was this
1936 Piper J-2 Cub, NC16667,
SIN 682, flown in by Bob
Stewart of Erie, PA. The
workmanship on this restora-
tion is quite remarkable and a
joy to behold.
(Above inset) Detail shot of the
Menasco 0-84 engine installation in
the 1929 Great Lakes.
Winner of the Best Antique Award
was Paul and Ellie Ennis' 1929 Great
Lakes 2T-1 powered with a 125 hp
Menasco. Paul's father, Frank Ennis,
bought this airplane brand new in
1929 and it has been in the family
ever since.
VINTAGE AIRPLANE 15
This Kinner-powered Fleet 16, NC343SF, SIN 343, was flown in from Wilmington, DE, for the fly-in.
A considerable number of lucky people received rides in the Fleet during the event. This model
uses the 160 hp Kinner R-56 five-cylinder engine.
One of the treats of the fly-in was meeting
people like Robert Peterson of Lock Haven,
former Piper employee, who not only
worked for years at Piper, but also flew the
company supplied Cubs during evenings
and weekends for the standard price of
$1.12 per hour - wet!
This temporary control tower helps to advise pilots on field information, traffic and
conditions. The skeleton hanging by a rope had a sign below it that read, "This pi-
lot forgot to tie down his airplane!" The point was well taken and quite graphic!
A close look at the original
metal wheel pants on Dale
Dolby's J-5 Cub Cruiser
gives you an idea of the
beautiful workmanship done
on this airplane.
Winner of the Best Long Wing Piper award (other than J-3) was this immaculate Piper J-5 Cub
Cruiser, NC38243, SIN 5-913, flown in by Dale Dolby of Ft. Wayne, IN. Nicely finished in original
International Orange, the Cruiser was detailed to a very high degree.
16 AUGUST 1997
(Above) A real surprise was this 1930 Bellanca CH-400
Skyrocket, NC779W, SIN 617, flown in by its restorer,
Richard Schriebmaier, of Sugarloaf, PA. A former Alaskan
bush plane with Pollock Flying Service, the big six-place
Bellanca was used on wheels, skis and floats. Richard
spent over 8,000 hours in the total restoration with the big
bird making its first flight in 1994 after a "rest" of 37
years! This is the only CH-400 known to be flying.
(Left) Instrument panel photo of Richard Schriebmaier's
beautiful Bellanca CH-400. Note the control stick instead
of a control wheel.
One of several Clipwing Cubs was this very nice Reed Conversion, N41103, SIN 7652, flown to Sentimental Journey by
John Riley of Monaca, PA. The mountain ridge in the background rises about a thousand feet above Lock Haven's airport.
JOURNEY Continued on page 22
VINTAGE AIRPLANE 17
: .
1.,AI"k,n [mnli" h" long h"n , pi", who moo "d
women had to be self-sustaining. Being able to take care of your
own and maybe help a fellow Alaskan along the way have been a
part of life in the North for as long as anyone can remember.
Among the many who can do just that, one man often stands out.
Ed Gelvin (EAA 204406) of Central, Alaska has been known as a
man who could mine gold, saw wood, build a sled or a house, and
hunt and trap. In a land where some just do what they have to to
get something to work, Ed Gelvin is thought of as one of the most
capable people others have ever met. Author John McPhee quoted
one of Ed' s neighbors as saying, " Every move he made he was do-
ing something. There were no dead moves. "
Just doing it isn' t enough for Ed. If you're going to bother to do
a task, you might as well do it properly! That ' s a great motto to
live by anywhere and it takes skill and know-how to make it work.
But when he saw the Robin, even he wasn't sure it would be possi-
ble to restore and fly it.
The Robin arrived in Alaska in 1939, spending the next 21 years
ferrying men and supplies around the wilderness. Back in 1950,
Ed Gelvin, of Central, Alaska
The triangular window in the forward cabin of the Curtiss Robin
has long been one of its most identifiable features. The landing
gear had to be completely built, and a set of Cessna 310 wheels
and brakes, couple with a pair of DeHaviland (Canada) Beaver
tires make it possible to land the Robin wherever Ed Gelvin
would choose.
VINTAGE AIRPLANE 19
Wide stance landing gear, good ground clearance, large, boxy fuselage - Hmm, I'll
bet this would make a good bush plane .. .
(Above) The cockpit of the Alaska Robin had its in-
strumentation held to a minimum, with a transpon-
der, radio and a portable GPS used to handle to
modern duties of communication. The lever on the
lower left is for the effective elevator trim. You can
see the built in forward viewing windows that allow
the pilot to see past the nose of either a air-cooled
radial or water-cooled OX-5 engine.
Not over the Alaskan inte-
rior, but cruising along over
the pines of Florida, Ed and
Stan Gelvin enjoy a vaca-
tion trip in the Alaska
Robin. And you thought
you needed a vacation from
the winter in Ohio ...
(Right) A Scott tail wheel
and a brand-new shock
absorber are mounted
on the tail of the Robin
for unimproved strips.
The sharp looking "Cur-
tiss Robin" lettering and
artwork were painted by
Ed' s daughter Carol.
(Left) The fuel tanks
each have a substan-
tial sump to ensure
consistent fuel flow.
20 AUGUST 1997
Howard Fowler landed the Robin on the tundra north of the Yukon
River, about 300 miles east of Fairbanks. He walked away from
the forced landing to fly another day. Howard has long since
passed away, but the indications were that the airplane was under
control as Howard landed on the soft surface. The landing gear
was tom off, and the rusting, rotting hulk that remained after sit-
ting in the open until 1991 hardly looked like a prospective restora-
tion project. As rusty as the fuselage was, I'm not sure even a
scrap dealer would have been interested.
Ed Gelvin had known about the Robin for years, finding out
about it 10 years after he came to Alaska from the lower 48 in
1949. Almost as long were the tales of others who planned on
pulling the wreck out of the back country and restoring it. A fel-
low from Texas even managed to obtain the paperwork for the
Robin from Fowler's widow, but he didn't plan on going to Alaska
to retrieve the Robin on the tundra.
After semi -retiring back in the early '90s, Ed was tooling
around the Yukon valley and decided to take a look at the wrecked
Robin. As bad as it was, it still intriqued the capable mechanic. In
his mind he formulated a plan to fly the Robin out, piece by piece,
but before he did that, he researched the FAA records to find out if
the airplane was currently owned by someone. The fellow in
Texas still owned the paperwork, which Ed bought from him.
Now that he owned the pieces and paperwork for a Curtiss Robin,
the hard work began.
Ed Gelvin uses airplanes like many in Alaska, as a means to ac-
complish whatever ends need to be met. While not a FAA certi-
fied mechanic, his abilities far outshine those of most A&P school
graduates. A master welder and sheet metal man, Ed is known in
Alaska as the best of the best. He's pretty ingenious, too . To get
the Robin off the Tundra, he flew in with his Bushmaster on skis.
A Bushmaster? It's a Piper PA-22 extensively modified to the
point it carries an Experimental airworthiness certificate. The
fuselage is lengthened, and a total of six feet are added to the
wingspan. One of Alaska's favorite engines, the 180 hp Ly-
coming, is installed inside the cowl. Ed collected parts and put
them inside the cabin, and those too long to fit inside, such as the
wing spars, were strapped onto the struts and hauled home, pickup
truck style. The fuselage was also one of the parts that wouldn't
fit, so Ed solved that problem by cutting the fuselage lengthwise
and dragging it home one half at a time. It took four flights to get
all the parts home.
Flying and building airplanes is a Gelvin family tradition. Ed's
daughter, Carol, married Scott Reymiller, an A&P with an AI.
Scott's a talented mechanic in his own right, and he'd get to put
many of his acquired skills to work as he helped his father-in-law
restore the Robin, and handle the necessary paperwork for the
Robin's restoration.
About two-thirds of the steel tubing in the fuselage had rusted
to the point of being unusable, and of course, all of the wood in the
wings and fuselage had long since given up any semblance of air-
worthiness. Still, between the drawings he had and the parts, Ed
was able to recreate airworthy pieces to rebuild the Robin. A trip
down to Seattle to visit the Museum of Flight's Curtiss Robin was
made with ruler and note pad in hand. Details that couldn't be had
in the factory drawings came to life as Ed looked at the Robin "in
the fabric."
The landing gear was quite a challenge, one that Ed's son Scott
was up to meeting. A new set of shock absorbers were machined
by him, and a finer piece of work couldn't be had from the most
well equipped defense contractor. Each of the three struts (there's
one on the tail too, to soak up the bumps from the Scott tail wheel)
is beautifully fmished and polished.
The wheels and brakes are also "modem" adaptations, since the
originals were not available. Besides, Ed planned all along to
build up his "Alaska Robin" as a flying airplane, not as a static mu-
seum piece, and a set of wheels and brakes from a 310 with a pair
ofDH Beaver tires mounted on them would go a long way to keep-
ing the airplane practical on the grass and gravel strips that are the
hallmark of Alaska airports.
Also done to make the airplane a capable machine was the in-
stallation of a 220 hp W670 Continental radial engine driving a
Hamilton-Standard propeller. The engine, used heavily to power
military trainers during the second World War, has far more spare
parts and expertise available than the OX-5 or Curtiss Challenger
engines installed in the original Robins, not to mention a longer
TBO and greater reliability. Coupled with the exceptionally tough
Curtiss fuselage rebuilt by Ed, the Robin is actually one tough air-
plane, not some dainty hangar queen meant only to fly in the calm
evening.
When he found the airplane, Ed found the wings intact, but
none of it was usable except as parts. The Robin has aluminum
ribs, and he had to build up a complete set of them, even going so
far as to proof test them to be certain they were built to withstand
the stresses specified on the factory drawings.
A new set of spruce spars supports the new wing ribs, and all of
it is covered in Dacron and finished with Poly Fiber's Aerothane
polyurethane paint. Both the fabric and the expertly crafted sheet
aluminum parts were finished with Aerothane. Ginny Glevin, Ed's
wife, contributed to the project by spending some of her time pass-
ing a rib stitching needle around each of the Robin's 38 ribs. After
the Robin was painted, the finishing touches were added by one
more family member, Ed and Ginny's daughter, Carol. Her exper-
tise runs in an artistic vein, for she did the "Curtiss Robin" letter-
ing and bird drawing on the rudder of the Robin, and the nicely
scripted lettering for the "Alaska Robin" on the boot cowl forward
of the triangular cabin window. Carol is married to Scott
Reymiller, and they have an aviation minded youngster, Darwin,
who enjoys playing with the carved wood model of the Robin his
grandfather gave him.
As we mentioned, Ed has always intended for the Robin to be
flown, and he meant it. This past spring, he and his son Stanley
hopped in the Robin and headed south. It was a balmy 35F when
they left Central, AK on March 24, and went to Dawson in the
Northwest Territories. The next morning, it was 28 below! Fortu-
nately, they had planned ahead and had filled the oil tank with
multi-weight aviation oil. A series of hops southeast across
Canada brought them to Cut Bank, Montana. I'll let Stan tell you
what happened.
"When we landed at Cut Bank, it was blowing 40 mph, and we
not only ran into the wind, but I had to get out to tum downwind
and push the tail around and I rode the tail to keep it down. We
taxied right over some tiedowns, and there were a couple of guys
there. They were concerned about us being able to stay in one spot
once we stopped, so they got a hold of the wings and tied us down.
While we were there it started blowing 45 mph, gusting to 60.
When we got ready to take off, we were afraid to taxi to the
pumps, so they got a pickup with a tank in it and brought the fuel
right to us. Then they held us, and since it was my tum to be in the
front seat, I got her running and right from the Customs house they
let us go - they were holding the wings, and I gave them the signal,
and I had the engine really turning and we just took off right from
there, right on the ramp in front of the Customs House. We had
the wind on our tail all the way to Lakeland!"
It took them eight days and 32 flying hours to get to Lakeland,
arriving early for the fly-in on March 31. They planned on a
leisurely flight home, making a few stops to visit friends and fam-
ily before they headed back up to Alaska. While they were in
Florida, they visited the rest of the fly-in, and sat in a pair offold-
ing chairs answering the many questions visitors asked as they
contemplated the thought of a cross country at 105 mph all the way
from our 49th state. I'll bet that more than one of the visitors
wished they could join them for the return adventure.
Getting to know Ed Glevin can be a bit of a challenge, for he
prefers to let his handiwork speak for him. His quiet, shy manner
belies a talent that will live on long after he has gone on to his re-
ward. Something tells me there is a lot more built or fixed the right
way upon this Earth because Ed Gelvin decided it needed his atten-
tion. His capable hands and mind truly have, to paraphrase a line in
a Paul Anka song sung by '01 Blue Eyes, "done it the right way." ....
VINTAGE AIRPLANE 21
The author gets ready to go aviating with Dan Knutson (AIC judge) to get some aerial
photos of the Lock Haven Airport and surrounding countryside. The clear day on Fri-
day made for some spectacular views of the area.
JOURNEY (Continued from pg 17)
speed of 87 mph really moved us along.
Passing the huge Horicon Marsh, I noted a
pair of white swans flying over the marsh
in echelon right formation, their long necks
plainly visible as their big wings slowly
pumped along. The sight almost made me
feel sorry for the "high-speed" flyers! If
you have never flown over rural Wisconsin
with its lush green June foliage, at 80 mph,
you have a treat coming. It reminds me of
the sign coming into Northfield, Min-
nesota, " Home of Cows, Colleges and
Contentment."
Crossing the Illinois border, we (the
Cub and I) pass over Dick and Jeannie
Hill's beautiful home and landing strip as
we follow the line on the map. The huge
chunk of Class A airspace allocated to
O' Hare Airport passes by the left wing as
the Cub ticks off the miles towards our des-
tination of Sandwich, IL.
Owned by George Pearce, a pilot, real
estate developer and a real friend of avia-
tion, the Sandwich Airport features a hard
surface runway, a grass cross runway and
is the home of Dr. Bern Yocke's excellent
aircraft restoration shop. Besides that, they
have auto fuel at the pump for us Cub dri-
vers . George helps me top off the tank
with 13.2 gallons.
Just a half hour later, I circle the airport
at Morris, IL, and drop in to visit Gene Lit-
tlefield, veteran Stearman aerobatic pilot
(27 years) who is recovering from a knee
operation. Last December, he sold the air-
show Stearman to a gentleman from South
Africa, however, Gene still teaches aero-
batics in a Decathlon for those lucky stu-
dents who are fortunate to have his expert
tutelage. Gene really surprised me when
he said their busiest airplane on the rental
line was a PA-II Cub at $60 per hour!
Naturally, I congratulated Gene on having
a very astute clientele! Picking up a cur-
rent Detroit Sectional chart which would
take me all the way to Lock Haven, I bid
22 AUGUST 1997
Gene and his crew goodbye and headed the
Cub east.
The area south of Chicago is dotted with
small airports and is a virtual haven for the
sport flyer. A light westerly wind pushes
the Cub along as we cross into Indiana and
head for Warsaw, IN, which is the world
headquarters for prosthetic devices. The
non-towered airport is managed by Lance
Ropte, who has really sparked a commu-
nity feeling of pride in their facility. It is
neat as a pin and the service is top shelf.
(Can you imagine an airport courtesy car
with only 32,000 miles on it?) They were
busy getting ready for the coming weekend
Flight Breakfast and Airshow and the place
was really shipshape. A huge new corpo-
rate hangar was going up on "corporate
row." The optimism displayed by Lance
and his crew was indeed refreshing to see -
and feel.
With the sun at my back, the Cub heads
east across Indiana and into Ohio. I don't
ever recall seeing so much home building
going on, especially in the countryside.
Some of the huge swimming pools had div-
ing decks up to thirty-three feet (ten me-
ters) in height. Perhaps a future Olympic
diver will emerge from this area.
We stop at Willard, Ohio, for fuel and a
chance to stretch the legs. The manager
has some of the nicest model speedboats I
have ever seen plus a new Rans two-place
in the hangar. The talent of airport people
never ceases to amaze me.
The light west wind helps to move the
Cub along as we pass by Akron, OH, on
the north side of town. The huge blimp
hangars are plainly visible at the airport,
relics from when the huge blimps and diri-
gibles ruled the skies. We pass over some
beautiful Ohio lakes, covered with sail-
boats, speedboats and the ever present jet-
ski waterbugs that "dart hither and yon."
Painfully absent is the hint of any seaplane
activity on the lakes.
Passing Youngstown, OH, we cross into
Pennsylvania and the hills and valleys be-
come far more prominent - and the naviga-
tion becomes more difficult. Luckily, the
90 hp Continental is purring away at 2350
RPM and the fuel is in good shape as we
make a few turns left and right to try and
locate Butler, PA. Eventually, I spotted a
Luscombe circling up ahead and decided to
follow him a bit farther east. He led me di-
rectly to the small airport owned by the
Butler Farm Show. I landed the Cub and
taxied into the thickest infestation of EAA
people I have seen in years!
The hangars were full of neat home-
builts, Antiques, Classics and spamcans of
all kinds. One hangar had a Beech Stag-
gerwing on wheels and another Stag on
floats! Next to them was a mint Cessna 140
and a spectacular 125 hp polished Swift.
The man behind these beautiful airplanes
was Ranley Nelson (EAA 409613) of But-
ler, PA. In his shop was a pair of Champ
wings being readied for cover. When the
owner, John Lachendro, walked in, it was
like old home week. I had flown these very
wings while giving Champ rides at Beaver
Dam, WI.
The next hangar had a very nice Star-
duster Too biplane undergoing annual
(Condition) inspection. At the gas pump,
Wellie Forsythe helped me refuel the Cub,
helped me tie it down, drove me to a motel
and picked me up at 8 a.m. the next morn-
ing so we could have breakfast together.
Not too shabby!
Picked up Interstate 80 near Clarion,
PA, as the morning sun, streaming through
the windshield, warmed my chest. Down
below, four "Great Orange Pumpkins" (as
we call the Schneider Transportation trucks
from Green Bay) gave me just a tinge of
homesickness as they rolled along Inter-
state 80 . Before long, we reached the
Susquehanna River and turned left towards
Lock Haven. It was approaching noon on
Tuesday, June 24th, as I circled the airport
and lined up for a lefthand approach to
Runway 9 (Runway 27 is a righthand ap-
proach). As I came down over Lock Haven
with the airport ahead of me in the wind-
shield and the huge closed Piper factory to
my right, I could feel my heart thumping
faster than normal - tears ran down my
cheeks - and the emotional experience of
finally coming home to where 17,000 Cubs
were built and over 77,000 Piper airplanes
were hatched, finally hit me right between
the eyes. To an old Cub driver, this is def-
initely hallowed ground!
Slowly I taxied the Cub towards the
grass parking area and a marshaler directed
me to a line of yellow Cubs for parking. I
turned off the engine and sat for just a short
time, allowing the importance of the mo-
ment to sink in. The tach showed 10.5
hours since leaving Oshkosh.
Immediately ahead in the next row, a fa-
ther and son team were busy installing a
Whitaker tandem set of wheeled landing
gear they had brought along from Marshall,
MN. Bill Schaefer and his son, Bill Jr. of
Tyler, MN, have owned N1402N, SIN
22926, a J-3 Cub modified to PA-l1 stan-
dards, for many years and acquired the
Whitaker Tandem Gear along with the air-
plane when they bought it years ago. Be-
cause the tandem wheels scrape and scrub
when the airplane is turned on hard surface,
they much prefer to bring the gear system
along and install it for special occasions.
On grass, the gear works very nicely and
can handle rough ground up to fairly good
sized rocks! Each footprint supports only
half the normal load, so the wheels tend to
ride over most any surface. Alignment is
maintained by cables and a bungee cord,
nearly the same as skis, and attached to ski
fittings on the landing gear. During the fly-
in, the Schaefers made several demo flights
for the benefit of the crowd, most of which
had never seen a Whitaker Tandem Gear in
action on a J-3 Cub. (Small world dept. :
Bill, Jr. lives on the very same block where
I grew up in Tyler, MN !)
On the end of the same row of Cubs was
a '47 J-3 modified for short takeoff events
with the name, "White Hawk," on the cowl.
Flown all the way from Burlington, W A,
by its owner, Jerry Burr (EAA 289379), the
airplane features a well-tuned 0-200 under
the PA- Il cowl, extended wings, drooping
ailerons, flaps extended to the fuselage,
vortex generator kit, leading edge wing
cuff, Demer drooped wingtips, Super Cub
fuel tanks and balanced J-3 Cub elevators.
Cruising at 90 mph, the White Hawk has
won any number of short takeoff and land-
ing contests including the famous Gulkana,
AK, event. The best takeoff recorded is 17
feet with the shortest landing recorded at
24 feet! Jerry says when the airspeed hits 9
mph, the airplane wi ll fly. Continental al-
lows 3,000 RPM for five seconds on take-
off, however, Jerry says that at one and a
half seconds, he is off the ground and re-
ducing power. The airplane is li censed in
normal category and flown all over the
country.
On Tuesday evening, a reception was
held at the Cal Arter home on the Clinton
County Golf Course (Cal's father donated
the land for the golf course). The perfect
evening, magnificent surroundings, excel-
lent food and aviation people from all over
the country made for an outstanding gath-
ering. Cal is one of the movers and shakers
for Sentimental Journey and his contribu-
tions are legendary.
Wednesday morning, the fly-in began in
earnest as more and more airplanes arrived
with Cub yellow being the dominant color.
Longtime FAA Inspector (ret.) Gene Breiner
put on a fine seminar for J-3 pilots that drew
an overflow crowd. His down-to-earth expla-
nations on airworthiness, registration and
weight & balance kept everyone on the front
edge of their chairs. He reminded us that the
J-3 has no flight manual- only placards. The
very first Piper airplane with a flight manual
was the PA-12 Super Cruiser. Gene also ex-
plained the intracacies of getting an FAA
field approval for other than standard im-
provements on an airplane. The nice part
about Gene Breiner's presentation is that he
speaks from many, many long years of expe-
rience on both the mechanic's side and the
FAA side. For fun, Gene flies a B-5 powered
Kinner Fleet biplane, NC8648, SIN 61.
From the fine community of Lodi , WI , came this father/son team of Judges for Senti-
mental Journey. On the left is Dick Knutson (EAA 37410, AlC 8462) and the driver is
Dan Knutson (EAA 402120, AlC 18753). What this team doesn't know about airplanes,
especially Piper airplanes, could be stuffed in a very small sock.
The old Piper Engineering building on
the airport has been purchased to make it
into the Piper Aviation Museum which will
tell the world about the fantastic history of
the Piper Aircraft Company and Lock
Haven, P A. Harry Mutter is in charge of
coll ections for the new museum and is,
without a doubt, the perfect person for the
job. Besides leading the charge to get a
portion of the second floor ready for dis-
play at this year's Sentimental Journey,
Harry has also acquired the second "Round-
the-World" Pi per PA-l2 from 1947 that
was flown by George Evans. (The other
PA-12 is in the Smithsonian.) Harry plans
on restoring the PA- 12 and flying it for a
spell before putting it in the new Piper A vi-
ation Museum.
Meanwhile, a group of eighteen Stear-
mans arrive en masse to brighten up the
day with the sound of radial engines and
spread the aura of brightly colored biplanes
in the pattern. When parked in straight
rows, Stearmans make a very pretty sight,
especially for the camera folks.
Arriving from Salisbury, MD, were
longtime EAAers, Paul and Ell ie Ennis
(EAA 67592, A/ C 1312) with their rare
Menasco-powered 1929 Great Lakes 2T-l,
NC818K, SIN 79, that has been in the En-
nis family since new! Paul's father, Frank
Ennis, bought the airplane new in 1929
equipped with an American Cirrus engine
of90 hp. In later years it was converted to
the Menasco D-84 engine of 125 hp which
makes for a going machine. The Great
Lakes has been rebuilt several times during
its 68-year history with the latest restora-
tion featuring an engine-turned cowl, land-
ing gear and wheelpants - all done by Paul
Ennis. The pretty biplane ran off with the
Best Antique A ward for the fly-in.
Thursday featured forums on L-4
Grasshoppers by John Stahly, aircraft inte-
riors by John Stretch (Airtex Products) and
Paul McBride (Lycoming engines). In ad-
dition, Clyde Smith, Jr. held forth at his
booth each day, answeri ng questions that
only a man of his cali ber can answer.
Clyde's Fabric Restoration of Pipers forum
was held on Friday morning with an over-
flow crowd in attendance. I, for one, have
never heard Clyde speak without learning
something. His straight forward, knowl-
egeable and humble approach endears him
to the audience who, in turn, soak up infor-
mation like a sponge.
A forum on the 1947 Round-the-World
flight by two PA-l2 Super Cruisers was
held Friday afternoon with Harry Mutter
handling the mike in a most interesting
talk. Having one of the PA- l2's on hand
for all to see in the lower level of the Engi-
neering Building was a huge plus for Harry
and his audience.
A noteable addition to the fly-in was a
completely restored 1930 Bellanca CH-400
"Skyrocket," NC779W, SIN 617, that was
flown into Lock Haven by Richard Schrieb-
maier of Sugarloaf, PA. The only known
Skyrocket still flying, it spent about twenty
years flying the Alaskan bush with Pollock
Flying Service from 1938 to 1957 when it
came to grief on the Tanianna River and
was salvaged in pieces to Anchorage. Ac-
quired from the estate of the late noted Bel-
lanca mechanic, Preston Snyder, the Sky-
rocket was totally restored over a two and a
half year period, making its first flight in
1994. Richard spent over 8,000 hours in
the restoration with everything new but the
bare fuselage! The engine is a 450 hp P &
W R-985 in deference to the factory origi-
nal R-1340 Wasp of450 hp. Needless to
say, this precious old bushplane drew many
onlookers at Sentimental Journey.
Following the forum on aircraft finishes
by Bill Henshaw and Roger Lehnert (Ran-
dolph Products) which was extremely well
done and most interesting, I was taken
JOURNEY Continued on page 28
VINTAGE AIRPLANE 23
by
H.G. Frautschy
The May Mystery Plane resulted in a
nice number of responses, with a variety
of guesses as to the identity of the low
wing, open cockpit monoplane. We'll
start off with the response of Paul Schid-
ing, York, P A.
"Your Mystery Plane this month looked
very familiar. Way back about 1934-35,
Mr. Jason Moore ofLancaster, P A brought
his Westbrook Sportster to the York Airport
for repairs. The 8xl0 photo (facing page,
left) was taken at that time. Shortly there-
after he crashed, killing himself and his fe-
male passenger. Back in 1981, Mauno
Salo, ofthe AAHS (American Aviation His-
torical Association) was looking for infor-
mation and photos ofthe Westbrook Sport-
ster and 1 corresponded with him. He sent
me the two smaller photos (right) and the
info sheet I am enclosing. "
Here's what Mauno Salo wrote about
the Sportster:
"Designed in 1929 by Neil Westbrook
Perdew (MIT) and Carroll H. Mattson
(NYU) as a low-wing, 2-place sport trainer
monoplane featuring cantilever, plywood-
covered wooden folding wings, a steel tube
fuselage and powered by an upright, in-line
4 cylinder engine.
In 1930, ten months of test flying was
done mostly by Clarence Chamberlain.
The airplane had spinning problems, fail-
ing to recover (stop) in the required num-
ber of turns. Therefore, the C. G. was
changed by adding 18pounds oflead to the
nose ofthe airplane.
The Westbrook purchased by Harold
Munch of Roosevelt Field, NY was re-
worked by lengthening the nose in order to
pass the required CAA spin tests. At Teter-
boro the birch skins were replaced with
heavier spruce skins in order to provide
smoother surfaces. "
Mauno also produced a list of the air-
craft built:
-9N Perdew W-S SIN W-SOI DH Gipsy
60 hp, and Cirrus
24 AUGUST 1997
Our Mystery Plane for August is this
hot little number from the collection of
Msgt. Charles N. Trask of York Haven,
PA. Some of you folks might accuse me
of taking it easy on you with this one, but
the fact is you don't see too many of these,
so we'll give the younger generation a
chance to puzzle over this one. Send your
answers into EAA HQ no later than Sep-
tember 2S, 1997 for inclusion in the No-
vember issue of Vintage Airplane.
Plane
The Westbrook w-s Sportster
NC966V Westbrook W-
SB (?) SIN W-S02 Cirrus
Mk. III 9S hp
-966Y Westbrook Sport
W-SB SIN W-S03 British
Cirrus 8S hp
X-92V, NC92V (?)
Westbrook Sportster W-
SB, SIN W-S04 American
Cirrus 100 hp
Some of our longtime
members remembered that
the Westbrook Sportster had been our Mys-
tery Plane in 1987, and at that time, member
Jack McRae recalled the airplane with first-
hand knowledge - he flew it as a student pi-
lot in 1934 after he had about IS hours of
solo time in a Mercury Chic and OX-S pow-
ered Bird biplane. He said it was a handful
to taxi in a crosswind, as it had no brakes
Penn Valley Hobby Center,
Lansdale, PA is reproduc-
ing a seri es of kits from
t he heyday of the nickel
and dime scal e ki t s sold
in t he 1930' s by Comet,
Megow's and others .
This is a sample of one
of their offerings, the Al -
lied Sport as or iginally
kitted by Comet, a later
versi on of the West -
brook Sportster. With
that long nose and
nicely proportioned
wing, it should be a
fine flyer on rubber
power. See the text
for more information
on Penn Valley's kits.
- -----.c
~
-
. ~ .
and a tail skid, and that it was "hotter" to fly
than the airplanes he was used to as a stu-
dent.
Other correct answers were received
from Wayne VanValkenburgh, Jasper, GA;
Lennart Johnsson, Eldsberga, Sweden;
Marty Eisenmann, Alta Loma, CA; Ralph
K. Roberts, Saginaw, MI; Harold H. Swan-
son, Shoreview, MN; Herbert G. deBruyn,
Bellevue, W A; and by Russ Brown, of
Lindhurst, OH who reminded us about a
later version of the Westbrook, the Allied
Sport:
"The A!lied Sport was introduced to
1930 's model aviation enthusiasts by the
Comet 10 cent series rubber power free flight
model kit A-30. The Allied Sport model, with
a clean unbraced wing, long nose, and light
construction offers good duration flights for
dime scale competitions among today's stick
and tissue fliers.
The 20" wingspan Allied Sport kit, and
many others of those aviation inspiring
'nickel' and 'dime ' kits with print wood
balsa sheets, machine cut prop are available
at inflated, but relatively low cost from:
Penn Valley Hobby Center
837-B West Main St.
Lansdale, PA 19446
Phone 215/368-0770
Other 20 inch Comet kits in the Lone Star
Dime series include the Akron Funk, Taylor-
craft, and the Vultee Attack.
Go Break a gum band!"
I recently received a copy of Penn Val-
ley's listing, and they have over 60 Comet kit
replicas listed, as well as a similar number of
Megow's kits. If you're a modeler or just
want to remember those days, why not drop
them a note or give them a call requesting
their flyer? Every October you'll get their
"Christmas Flyer" listing the kits they make
and sell.
Other answers were received from Owen
Bruce, Richardson, TX; William Kroeger,
Papi llion, NE; Robert Louderback, Cincin-
nati, OH; Charley Hayes, New Lenox, IL;
Cedric Galloway, Hesperia, CA; Robert
Kaelin, Riverhead, NY and Mike Morton,
Elizabethtown, P A.
In closing, eagle-eyed George T. Smith
really nailed down the Mystery Plane with
his answer:
"Aw com 'on guys, this one is so-o-o obvi-
ous. 1mean, really, who do you think you're
kidding, all us old airplane people (or is that
old, airplane people?) didn't just fall offthe
'Follow Me' jeep, ya know!
"You give it away right at the beginning.
. the Mystery Plane is obviously an earlier
in-line engine version of Jim Neuman's
sneaky, bespectacled cloud hiding ship that
appears in every issue of Vintage Airplane . .
. so there, ya can't fool us!"
By golly, George, you're right, we cannot
deny it. Why, I didn't intend for Jim to draw
up any particular airplane, but if that's not it,
it must be it's sister, peeking out from behind
the cloud! ...
VINTAGE AIRPLANE 25
by E.E. "Buck" Hilbert
EAA #21 Ale#5
P.O. Box 424, Union, IL 60180
Here' s one more look at the prop we' re
trying to pin down for Greg Harrison -
any others willing to hazard a guess or
confirm Ace Cannon's belief that it is for
a Wright Gipsy engine?
PROP GUESS
Dear Buck,
I think my guess is 98% ~ right
when I say it's a prop made for the 90 hp
Wright Gipsy engine used on the DH Gipsy
Moth model 61M, built in the USA under
license to DH in the late 1930's. Tiger
Moth is wrong, because their Gipsy turned
backwards to our engine, the Wright Gipsy
turned to the right like all American en-
gines. In most respects it was similar to the
English Gipsy except it had Yankee acces-
26 AUGUST 1997
PASSdb
BUCK
sories - Stromberg carburetor, and Bendix
mags instead of the old BTH British mags.
The TBO was somewhat less than the
British engine. I remember the props had
the spinner built onto it. The Ryan PT
props had spinners built into it but this prop
is too short to a 165 hp Kinner. Same goes
for OX-5, all of them were about 9 ft. long.
So I take my first statement back to 90 %
and that will leave me a "bugger factor" of
10%.
Back to you,
"Ace" Cannon
Winterset, IA
P.S. I don't know if the bolt pattern is
the same for small Menasco and the Wright
Gipsy. If so, it might fit on a small
Menasco - just guessing?
RAISING THE FLAGG
Dear Buck,
Enclosed are the latest pictures of my
Flagg F -13 restoration project. As can be
seen, it is finally getting to the "exciting"
stage although a lot of work remains to be
done. One big step was getting the flying
wires ordered from Steen Aero Lab. Now
the last major cost will be the overhaul of
the 145 Warner (and a prop - ouch!).
The engine cowl will have bumps when
completed. They have been formed and
are ready for installation. The cowl itself
was originally spun for a Great Lakes. We
shrunk the aft portion and smoothed it out
on a friends English Wheel.
The rest of the cowling is all 0.032"
2024-T3 with "millions" of nutplates in-
stalled. I am now looking for some ex-
truded aluminum to stiffen the cockpit
opening and thought you might know of a
source. The stuff I've seen on a few air-
planes is shaped something like this:
At the moment, the Flagg is totally dis-
assembled again in preparation for the re-
maining silver on the fuselage and the final
painting. It 's going to be yellow with black
scallops and red pinstriping similar to the
Gee Bee paint scheme. Gap seals will be
added to the tail feathers a I<i Monocoupe.
I have the aileron hinge fairings ready to go
Here is Terry' s Flagg F-13 restoration of
the original homebuilt. It sure looks like
a barrel of fun! Look closely in the back-
ground and you can see a bit of the
Chastain family' s Rawdon T- 1, a 7 time
Oshkosh award winner.
on and I am in the process of making the
fairings for the aileron push rods. I guess it
would be qualified as 85% done with 95%
of the work still to go!
Time to sign off. I would appreciate
hearing from you if you know a source for
the extruded aluminum. Many thanks!
Terry Chastain
3 Crabtree Lane
Pacific, MO 63069
How about it, fellows? Do any ofyou
recall seeing some extruded aluminum that
looks like this? Drop Terry and Ja note, so
we can pass the word.
Over to you, f( ~ t c k . K
WELCOME
NEW MEMBERS
MichaelJ.Aliison..........................Fairfax,VA James P. Hanson.. ........ .... .. .... .AlbertLea,MN PhilipO' Reilly........ .. .. .. ...........MALVERN,PA
TheodoreArmstrong...... ........ ....... Lincroft,NJ John Harrick...............................Norwalk,CT Linda M.Peacock.............. .. .... ..Bessemer,AL
Russell G. Ashbaugh.. ................Concord,NC David H.Haywood.....................Anthony, FL MichaelM.Penrose...... .. ............ Ketchum,ID
BobT. Bales .......... ................Morristown,TN Jeanne H.Henry........... .. .......... Bradenton,FL JosephG.Peschke........ .. .... ....Crystal Lake, IL
Jonathan Baron.... .. ............Chariottesville, VA Earl Hibler.......................... .. ..... Hayward,CA John W.Pohly...... .. ...... .. .......... Berthoud, CO
LarryBarrett............ .. .................Montrose, MI Robert L.Hill...................... .... Rensselaer,NY Ni gelRamsay
..............Lyndhurst,Hampshire, GreatBritain
David D. Bennett.........Colorado Springs, CO BruceT.Huntley.............woodlandHills,CA
Holland Redfield.... ...... ....... .. .Cutchogue, NY
TimothyBoland............ .. .........5cottsdal e, AZ Jim E.Irving....................................... Erie,CO
Lin Reichel...... .............. ........ .. ........... Eri e, PA
Phil Bonine...................... ....... Kalamazoo,MI Larry E. Isaac.... .. .. ........ .. ..............Lamar,MO
James F. Riley...... .. .............. .... ...Saratoga, CA
Robert L. Braun.......... ............Springfi eld, OH DickJackson.... .... .. .... .. ...... .... ...... Seattle,WA
Jim Robbins.. ...... .... ...... .... .. .... Lake Orion,MI
Brian Buda........ .. ...... .. Hilton HeadIsland,SC Scotty L. Jergenson .......................Cheney, KS
Veldon Robinson................ .SpanishFork,UT
Jonathan M. Burke........ .. ...........St Loui s, MO Howard B. Johnson...... .. .... .........Dunedi n,FL
Curtis L. Rose.............. .......... ..Anchorage, AK
Randal P.Camp.... .. .. ...............Shreveport,LA MatthewC. Kawczynski...... .. ...... .Buffalo, NY
John Santonocito.... ...... .... ..Cheektowaga,NY
ArthurCazares....................... Henderson, NV Rafael Linares...... .. .. .... .. ..........Des Plaines, IL
MaryBeth Schwaegel.... .... .... ...... Phoenix,AZ
Sherman Clemens...... .................windsor,CT Stan H. Lumsden.... ...............Bloomfield,MO
Bill C. Scott.. .............. .. ..............Kingston,TN
ShelleyCruden Thomas I. Masterson................ ......Chico, CA
..........Armadale, Western Australia,Australia GroverN. Sensabaugh
GregoryW.McCormick.. .............. Athens,AL .. .........................................westminster,MD
Lee Daniels.... .. ...... .... ...... .. ..............Boise, ID
JackM.McGahey.. .... .............. Brookings, OR Robert H. Shafran.. .... .... .........Columbus, OH
Sal DiFabio.................. ....... NewHartford,CT
PeterM. McKevitz........................Clinton,MI Don Sharp...................... .. ...... ........Dallas,TX
Richard L. Dixon .......... .... .....Owensboro,KY
Johan C. Meiring..Wingate Park, South Africa Douglas Smith.. .... ...... .. .................Arcata,CA
James S. Dixson.............. ...... .. ..........Catlin, IL
Chris Mihok...........................Dahlonega, GA WayneM. Spani.... .. .. .... .. ........San Diego,CA
William R. Edwards...... .. .. .... ....Nashville,TN
Fred U. Miller.. .............. .... ...... ....Coppell ,TX HelmutTuemmel.. .. ........ .. ..............Greer, SC
TimothyFarrell.... ........ .. ................Fulton,NY
John W.Miller...... .. ........ ...... FortCollins,CO Fred Turk...... .. .................... ....... KingCity, CA
Ralph H.Finch.......... .. ..........Sacramento, CA
Harold F.Mills................ .. .. .. ...Lexington,NC SteveJ. Vasilauskas...... .... .... .. .. .Chehalis, WA
DannyJ.Forsberg....................... Hartford,WI
Greg Mitchell.... ...... ..................Key Largo, FL ScottWalchshauser..................Lewisville,TX
JackW.Frost.. .... .... .... ...... ........ ....... Peoria,IL
Robert Ian Morrison....Delia, Alberta,Canada CharlesS.Walters,Jr....................Blanch,NC
Keith Fuller.............................Mooresville, IN
DonaldMuldoon...... .. ..............Bradenton, FL Steven Paul Wasilowski...... .... ...........Elgin, IL
FloydW. George................Salt Lake City,UT
John W.Munsel l...... .... .. .... .......Naperville, IL RobertA. White...........................Wichita,KS
Egon H.Grothe.............. ...... .. ..Brookfield,WI
CharlesJ. Nielsen......................Bettendorf,IA Donald L. Witherspoon,Jr....... Homosassa, FL
Craig F. Gustavson................ .. ......Sparks, NV
David Oh.... .. ....NorthYork, Ontario, Canada MarlinWitt.......... .. ..........Winston-Salem, NC
Kevin Haase
.........Alexandria Hills, Queensland, Australia Bob O'Neal ........ .... .. .. .. ...........Southlake, TX Stafford R. Woodall.............. ........ .. Forest, VA
VINTAGEAIRPLANE27
SHARE THE EXCITMENTOFEAA'S
membership renewal.
ANTIQUE/CLASSICDIVISIONWITH AFRIEND
Use thenewmemberapplicationform
enclosedwithin thisissueofVintageAirplane
Ifyoulovetheairplanesofyesteryear,chancesare
tosignupyournewmember.
youknowotherpeoplewholovethemtoo. HelptheAn-
Don'tmissthis chancetoenrollafriend!
tiqueClassicDivisiongrowbyrecruitingnewmembers.
TheEAAAntique/ClassicDivision is aperson'sbestre-
sourceforinformationandstoriesaboutAntique,CIas$Ie
andContemporaryaircraftandthepeoplewhofly~

RECRUITNEWMEMBERSANDWIN
SOMEGREATPRIZES
Recruitjustonenewmemberandreceivea
stylish capfeaturingJheAntique/Classic
Division o g ~ o ~ __ ~
Recruittwonewmembers- inadditiontothe
cap,getanA/ejacketpatchandafree
SHARE THE FUN WITH A FRIEND
videotape.
Sign upthreenewmembersandyou'll also
AND HELP OUR DIVISION
receivea FREE oneyearA/CDivision
GROW!!!
JOURNEY (Continued/rom pg 23)
acrossthefield byJohnStahlytoHangar
No.1,whichisthe FBOonthe field. In
thebackpartofthe hangar, there is a mini-
museum ofPiperartifacts alongwitha
ratherlargestoragearea forPipercompany
records. Johnhas beendoingconsiderable
volunteerworkin thisareawhichmerely
adds to hisencyclopedic knowledgeof
Piperhistory. Froma largefile, hehanded
mea bundleofdeliveryticketsaboutfive
inchesthickandaskedmetogo through
them. I noticedthe serial numberswere at
thetopof theticketsandproceededto keep
lookingfor SIN22366- myCub. Inabout
ten minutes, I hollered "Bingo!" John
cameoverandconfirmedthatI had found
the delivery ticket for my J-3 Cub,
NC3675K, SIN 22366, mfg. 11-21-46,
Weight: 707, E.C.G. at 15.6inches,color:
YellowandBlack. Theaircraftwasdeliv-
eredto DePonti AviationCo., Inc., Wold
ChamberlainField, Minneapolis, Minn. I
made severalcopiesoftheticketbeforere-
placingitin the bundle(in sequence)and
havingJohnStahlyreturnitto theproper
file. (Itsurely is excitingto find sucha
recordafternearlyfifty-one yearshave
passedby. ItookJohnoutforacupofcof-
fee tocalmmyselfdown!)
Eacheveningofthefly-in, a different
bandwouldperformin the mainbuilding
onthe"Midway"withsubstantial crowds
gatheringtohearthe musicandtalk air-
planes. Thefestive atmospherewasmost
congenial and eachtypeof bandbroughta
NEW MEMBER
CAMPAIGN
differenttype ofmusic. Thefood purvey-
ors weredoinga land officebusinessall
weeklongfortwobasicreasons: theirfood
wasexcellentandthe priceswerereason-
able. A hugebreakfastwas$2.50to $3.50
to givean exampleand the peoplewere
veryaccomodating.
Notedauthor, BeverlyBut ler, from
Maribel,WI, wasbusyduringtheentire
fly-in sellinghisbook,"PiperCubEra,"
which forthoseofuswhogrewup in the
postWWIIera,hitsthenai lontheheadfor
accuracyasto howitwas inthosedays.
Readerafterreaderstoppedbywithkind
commentson thebookandBevisworking
hardon thethirdprintingupdates. Recom-
mendedreadingforall Cubdrivers.
TheSaturdayeveningAwardsBanquet
washeldina largetentrightonthegrounds
withafull houseinattendence. RoscoeMor-
ton,whohandledthemicrophoneduringthe
entirefly-in, wasMasterof Ceremoniesand
didanexcellentjob. OurtableincludedBillie
Hendersonandhislovelywife,Adair(ofSun
'nFunfame)whoflew uptoLockHavenin
theirPiperPacer. Thisenergeticcouplehas
beenamajorhelpingettingSentimentalJour-
neystartedandhaveaddedconsiderableex-
pertisetohelpthefly-in growoverthepast
twelveyears.
Perhapsthetoughestpartofthebanquet
wasdiscoveringthatI wasthe oldestJ-3
Cubpilottofly a Cubto SentimentalJour-
ney '97. Thatreally smartedfor a while
(badlybentego), butonce the successof
thefly-in wasrealized, itturnedoutto be a
real prize. Thankyou, SentimentalJour-
HelpBAA's
Antique/Classic
DivisionGrow
ney, forthe award. Myonlysadfeeling is
thatIdidn'thavethe smartstoattendthe
firstelevenPiperfly-Ins.
Thefina l tall y forthefourdayfly-in
was88 PiperJ- 3 Cubsandabout450air-
planestotal. ThiswastheyearoftheJ-3
andtheywerethe featured airplane. Next
year, in 1998,thefeatured airplaneswill be
the PiperJ-4CubCoupeandthePiperJ-5
CubCruiser. Therefore,thoseluckyfolks
thathavethese modelsshouldmakeaspe-
cialefforttoattend SentimentalJourney
'98. Ifyouwanttoenjoya fantastic four
dayadventureatthebirthplaceofthePiper
Cub,don'tmiss SentimentalJourneynext
June. It willbeanunforgetableexperience.
Iknow- Iwasthere in 1997!
On Sunday forenoon, I fired up 01'
N1 OXS, wavedgoodbyetoa fine groupof
friends andfellowpi lotsandheadedhome.
ThefirststopwasatYoungstown,Ohio's
ElsterAirportforfuel alongwitha Lus-
combeandan AeroncaChamp. Thegood
weatherandslighttailwindallowedmeto
makeWarsaw,IN,by5 p.m. whereIspent
the nightandenjoyedmorehospitalitywith
the airportgang.
By8a.m.,Iwasfollowingthefingeron
themapacrossIllinoistomyfavorite small
stripin Sandwich,IL. Afill of autofuelfrom
GeorgePearceandIwasoffto Oshkoshwith
anicetailwind. At1:15 p.m.,theyellowCub
wasbackinthehangaratEarl'sInternational
onthenorthsideofOshkoshandthetach
showed23.3hoursfortheentiretrip. Asthey
sayin theTVad, "It justdoesn'tgetanybet-
terthanthis!" ..
28 AUGUST 1997
Fly-In
Calendar
REGIONAL FLY-INS
SEPTEMBER 67 MARION, OH - Mid-
Eastern EAA Fly.ln (MERFI) . Call Lou
Lindeman, 513/8499455.
OCTOBER 912 - MESA, AZ- Copperstate
Fly-In. Call Bob Hasson, 520/228-5480.
OCTOBER 1012 - EVERGREEN, AL -
Southeast Regional Fly-In. Call Harold
"Bubba" Hamiter, 334/765-9109.
OCTOBER 1012 - WILMINGTON, DE-
East Coast EAA Fly-In. Call Andrew
Alvarez, 302/738-8883.
OCTOBER 1719 - KERRVILLE, TX -
Southwest Regional Fly-In. Call Stu
McCurdy, 512/388-7399.
AUGUST 10 MENDOTA, IL -
Grandpa's Airport, 1-1/ 2 miles south of
town. EAA Chapter 263 Fly-In break-
fast 7- 11 a. m. Held in conjuction with
the Sweet Corn festival, there wi ll be
transportation available to take you into
town for the afternoon parade. For
info: 815/539-6815or 815/539-5378.
AUGUST 16 - LITTLE FALL S, MN -
Morrison County Airport. Charles A.
Lindbergh 70th Anniversary fly-in cele-
brat ion. Young Eagl es flights, EAA
Spirit of St. Louis replica, static dis-
plays. Info: call the airport at 320/632-
2413 or Karl Kiefer 320/632-1 978
AUGUST 16-17 - WA KEFIELD, MI (UP) -
Third annual Sunday Lake Seaplane
Fl y-In. Good food and programs both
days. Info: 906/224-71 11 .
AUGUST 23 SPEARFISH, SO Black Hills
Airport / Clyde Ice Field. 14th annual
Fl y-In. Camping, earl ybirds welcome
on Fri day for "cream can dinner ."
Awards, Poker run Sat. South Dakota
Aviation Hall of Fame induction Sat.
evening. Call, write or Email for info:
Bob Golay, 816 E. Federal, Spearfish,
SO 57783. 605/642-23 11 (evenings),
605-642-0277 (as k for Ted), or
c21golay@mato.com.
AUGUST 29-30 - MOCKSVILLE, NC -
Tara Airbase (5NC1). The 12 annua l
"Anything That Flies" Fl y-In. 2100/80
sod, 122.9, CLT sectional. Land to the
north if possible, Attendance At You r
Own Risk. Ca ll Novaro Nichols at
704/284-216 1 or 910-764-0007 for info.
The following list ofcoming events is furnished to our readers asamatter ofinfor-
mation only and does not constitute approval, sponsorship, involvement, control or
diredion of any event (fly-in, seminars, fly market, etc.) listed. Please send the i n o ~
mation to EAA, Att: Golda Cox, P.O. Box 3086, Oshkosh, WI 54903-3086.
Information should be received four months prior to the event date.
AUGUST 30 MARION, IN - 7th annual
Fly-In/Cruise-In Breakfast sponsored by
the Marion High School Band Boosters.
Antiques/Classics/Homebuilts, as well
as Antique/Classic cars welcome. Info:
Ray Johnson, 3 17/664-2588
AUGUST 31 Z A NESVILLE, O H -
Ri verside Airport. EAA Chapter 425
Annual Labor Day Weekend Breakfast. 8
a.m.-3 p.m. Pancake breakfast all day.
Sandwiches, snacks 11 a. m.-3 p.m.
Restored Antique/Classic airplanes on
display. EAA Chapter 425 hats to the
first 25 PIC. Please register. Info: Don
Wahl 614/ 453-0003.
SEPTEMBER 6 - OSCEOL A, WI - L. O.
Simenstad Field. 17th annual village
wide Wheels & Wings Air Fair. Train
rides, aviation book sales, 500 classic
car show, pancake breakfast fl y-in, ci vil-
ian/ military static displays, arts and crafts
and fair. Free shuttle bus. CTAF 11 8.2,
check class 0 NOTAMS for special air-
port conditions. Info: 1-800/947-058 1.
SEPTEMBER 12-14 - BEL VDERE, IL -
Poplar Gro ve A irport (C77) 14th
Annual Stinson Reunion. Info: Suzette
Selig, 9 S. 324 Aero Drive, Naperville,
IL 60564, phone 630/904-6964.
SEPT. 13 - ZANESVILLE, OH - Ri verside
Airport. Arthritis Foundation and EAA
Chapter 425Second Annual Hog Roast
11 a. m.-6 p.m. Fl y- In, Drive-In. EAA
Chapter 425 hats to the first 25 PIC.
Pl ease regi ster. In fo: Don Wa hl
614/453-0003.
SEPTEMBER 18 PONCA CITY, OK -
Fiftieth Anniversary Cub Fl y- In. Co-
sponored by EAA Chapter 1046 and
Ponca City Aviation Boosters Cl ub.
Group Fl y-out to EAA NC Chapter 10
Fl y-In in Bartlesville, OK on September
19. Info: Merle Helt 405/762-7580.
SEPTEMBER 18-21 - ST. LOUIS, MO -
Creve Coeur Field. Monocoupe
Madness III. Monocoupes, Darts, Vel ie
Motorcars, owners and enthusiasts
invited. For info: Monocoupe Club,
6154 River Forest Dr. , Manassas, VA
20112. Call 703-590-2375 for info.
SEPTEMBER 19-20 - BARTLESVILLE, OK -
Frank Phillips Field. 40th Annual Tulsa
Regional Fl y-In. For info call Charlie
Harris, 918/622-8400.
SEPTEMBER 1921 SELMA, CA - 15th
annual West Coast Travel Air Fl y-In.
Old fashioned fl y-in where aviators do
what comes naturally. Flying events,
memorabilia auction, great food. Info:
Jerry Impel/ezzeri, 408/356- 3407 or
Bob Lock 209/638-4235.
SEPTEMBER 20 - SULPHUR SPRINGS, TX
- EAA Chapter 1094 3rd annual Fall Fly-
In. Coincides with the 28th annual
Hopkins County Fall Festival and World
Champion Stew Contest. Info: 908/885-
5525 or 903/439-32 12.
SEPTEMBER 27-28 - ZANESVILLE, OH -
John's Landing Air Field. 6th annual EAA
NC Chapter 22 Fall Fly-In breakfast and
lunch both days. Hog roast Sat., Free par-
ticipation plaques. Info: call Virginia at
614/453-6889.
SEPTEMBER 28 - HINKLEY, IL-(0C2) EAA
Chapter 241Fly-In, Dri ve-In Breakfast, 7
a.m.-Noon. Info: Alan Abell (847)888-2919.
OCTOBER 4 - DENVER, CO - Front
Range Airport. (FRG) Flea market, Fly-
In and open house. 10:00 a.m. - 3:00
p. m. Exit 295off of Interstate 70. Info:
303/26 1-9 100 or 1-800-654-9136.
OCTOBER 4-5 - RUTLAND, VT - Rutland
State airport . 5th Leefpeepers Fl y-In
sponsored by EAA Chapter 968.
Breakfast 8- 11 a.m. Info: 802/492-3647.
OCTOBER 5 TOMA H, WI - Bl oyer
Field. EAA Chapter 935 10th Annual
Fly-In breakfast. Static Displays, food,
craft market, radio controlled planes, 7
am- 4pm. Info: call 608/372-3125.
OCTOBER 12 - TOWANDA , PA -
Towanda Airport (N27) Fl y-In
Breakfast. All you can eat, including
100% pure mapl e syrup! 7 a.m. -
lp.m. For info, ca ll Car l Lafy,
717/265-4900.
VINTAGEAIRPLANE29
MEMBERSHIP
INFORMATION
EAA
Membership in the Experimental Aircraft
Association, Inc. is $35foroneyear, including 12
issues ofSPORTAVIATION. Familymembership
is available foranadditional$10 annually. Junior
Membership (under 19 years ofage) is available
at$20 annually. Allmajorcreditcardsaccepted
formembership.
ANTIQUE/CLASSIC
Current EAA members may join the Antique/
Classic Division and receive VINTAGE AIR-
PLANEmagazineforanadditional$27peryear.
EAA Membership, VINTAGE AIRPLANE mag-
azine and one year membership in the EAA
Antique/Classic Division is available for $37per
year(SPORTAVIATIONmagazinenotincluded).
lAC
CurrentEAA membersmayjoin the Intemational
Aerobatic Club, Inc. Divisionandreceive SPORT
AEROBATICS magazine for an additional $40
peryear.
EAA Membership, SPORTAEROBATICS maga-
zineandoneyearmembershipin the lACDivision
is available for $50 peryear (SPORTAVIATION
magazinenotincluded).
WARBIRDS
Current EAA members may join the EAA
Warbirds ofAmerica Division and receive WAR-
BIRDSmagazine foranadditional$35peryear.
EAA Membership, WARBIRDS magazine and
one year membership in the Warbirds Division is
available for$45 peryear (SPORTAVIATlON
magazinenotincluded).
EAAEXPERIMENTER
CurrentEAA membersmayreceive EAA EXPER-
IMENTER magazine for an additional $20 per
year.
EAA Membership and EAA EXPERIMENTER
magazine is available for $30peryear (SPORT
AVIATIONmagazinenotincluded).
FOREIGN
MEMBERSHIPS
Please submityourremittance with a check or
draft drawn on aUnited States bankpayable in
United States dollars. Add$13 postage for
SPORTAVIATION magazine and/or$6postage
foranyoftheothermagazines.
EMAVIATlONCENTER
P.O. box3086
Oshkosh, WI54903-3086
WEB SITEhttp://www.eaa.org
E-MAILVintage@eaa.org
PHONE(414)426-4800
FAX(414)426-4873
OFFICEHOURS:
8:15-5:00mon.-fri.
1-800-843-3612
MEMBERSHIPDUESTOEMANDITS
DIVISIONSARENOTTAX
DEDUCTIBLEASCHARITABLE
CONTRIBUTIONS.
30AUGUST 1997
Something to buy, sell or trade? An inexpensive ad in
the Vintage Trader may be just the answer to obtaining that
elusive part. .40 per word, $7.00 minimum charge. Send
your ad and payment to: Vintage Trader, fAA Aviation Center,
P.O. Box 3086, Oshkosh, WI 54903-3086, or fax your ad and
your credit card number to 414/426-4828. Ads must be
received by the 20th of the month for insertion in the issue
the second month following (e.g., October 20th for the
December issue.)
AIRCRAFT
Seeking bidsforrare 1944DH89AMkIV Rapide
with overhauled Gypsy 6 Series III engines.
Aircraft disassembled and in need ofextensive
restoration. Organization lookingtosell aircraftto
collectorwhowill return ittoflying status. Please
contact the EAA Aviation Museum Director at
414/426-4842.
TravelAir2000Plans- Fabricated assembliesto
fit your needs. Prototype Travel Air 2000.
Currently in process of 40 hour test-flight pro-
gram. Original OX-5 Curtiss Wright replaced by
Chevrolet 350 V-8. Gear reduction by THRUST
MODEL200. Forafurtherupdateand moreinfor-
mation, call us! Thrust, Inc. ,2764 NavigatorAve.-
Bldg. 138, Sanford, FL 32773, phone: 407/324-
9433. (0613)
1947 Cessna 120 - Excellent shape, always
hangared Moore Cty. Airport, Pinehurst, NC.
TSOH 1013 ACTT 2089, Owner 910/295-6912.
(0975)
PLANS
Super-Scale model Plans used for Benjamin's
Gee Bee R-2, Eicher/Kimball " Z", Jenkins'
"Bulldog". Ten beautifulantiques! Catalog/News
$4.00. ($6.00 foreign.) Vern Clements, 308 Palo
Alto, Caldwell, ID83605. (208) 459-7608. (0590)
MISCELLANEOUS
SUPER CUB PA-18FUSELAGES- New manu-
facture, STC-PMA-d, 4130 chromoly tubing
throughout, also complete fuselage repair.
ROCKY MOUNTAIN AIRFRAME INC. (J. Soares,
Pres.), 7093 Dry Creek Road, Belgrade, Montana
59714,406/388-6069, FAX 406/388-0170. Repair
station No.QK5R148N. (0274)
FREE CATALOG - Aviation books and videos.
Howto, building and restoration tips, historic, fly-
ing and entertainmenttitles. Callforafreecata-
log. EAA,1-8oo-843-3612.
Aeronca C-3 Data Plate Only - Serial Number:
A662; Model: C3; Date Mfd: 6/12/36; Engine:
Aeronca E113C; Plate Number 9957. Contact:
Hubie Tolson, PO Box 12912, New Bern, NC
28560, Voice: 919-638-4215, Fax: 919-638-7456,
Email: tolson@coastalnet.com (0419)
It' ll
show
you
just
how easy it is to
cover an airplane
with Poly-Fiber,
and how much
fun it can be. It
includes our entire
catalog of tools,
products, and other
goodies, too. All you
need to make it happen
is our new manual ...
and a dream_
your
OrderGordyNewstrom'sbook,
FLYA SEAPLANE- $7.95 + $2.00
2114SW3rdAve.,GrandRapids, MN55744
'- -"' 1 II( ' ,;..
'" '\'0 ' n-".
l1M
,f r----' e-' - - - ... ./ '-1:r.1
.... . . I I .. i ... II (: . \ It.! \'"
I I "\ '\ I
C
End the on!laM......

D-17 Siaggerwing Beechcran
For Round EngineClassics
AnySize Radial From PT's to
Constellations
Over300Clean Kits on CUslom engineenng is 0Uf specialty. Clean Kil'is elig,
radialenginesworldwide;
bIe lorl;eldapprO'lOi using sIondOld 337pmcess lor
colegories01ai,ooll.
includingantiques,classics,
warbirdsandtransports. DartonInternational,Inc.
264 Trade Sileet, #101
Our prop!ieloryeledric oil SC"""'9ing and shuiolf sys'
Son /Jaws, CA 92(J(fI
tem is 100%loo/proo/andsole. This 'ilis codpil<:OIt
800-7132786
,oiled,wifu guarded swiichesandannunciolioo light.
619-471-9304 FAX
12and 24..-011 systems ovoiklble.
Cl:Jrton In!emolional. Inc. 1996.
GrummanIvIollord
Flyhighwitha
qualityClassicinterior
Completeinteriorassembliesfordo-it-yourselfinstallation.
Custom quality at economical prices.
Cushion upholstery sets
Wall panel sets
Headliners
Carpet sets
Baggage compartment sets
Firewall covers
Seat slings
Recover envelopes and dopes
Free catalog of complete product line.
Fabric Selection Guide showing actual sample colors and
styles of materials: $3.00.
INC.
259 Lower Morrisville Rd., Dept. VA
Fallsington, PA 19054 (215) 295-4115
Spirnl-BOWld
ClassrooDl.
Our new manual isn't
just a reference - it's a
covering course in a
book. It's the clearest,
most thorough, and
most fun-to-read
step-by-step
book of its
kind. It will
guide you all
the way
through the entire
Poly-Fiber process in
plain easy language
and with a delightful
sense of humor.
OrderYours!Just$10.00!
PlusSblpping&Handllng
808-362-3490
www.polyfiber.com
E-mall:inf'o@polyfiber.com
Aircra.ft Coatings FAX:909-6U-OS18
-
VINTAGE AIRPLANE 31
Gr
John Stilley
Cape Canaveral FL
Startedflyingin 1953
EM membersince 1987
BoughtWacoDSO
in1976
Restored itin 1996
AUAis
approved.
To becomean
EAA Antique &
Classic Division
Member call
800-843-3612
"AUAis easyto workwith. I
appreciatetheirpromptand
courteousservice. Irecommend
anyoneto callthem fora quote."
- John Stilley
The bestis affordable.
GiveAbJ-. a call - it's FREE!
8 0 0 7 2 7 3 8 2 3 ~
Fly with the pros.. .fly with AUA Inc.
AUA's Exclusive EAA
Antique & Classic Division
Insurance Program
Lower liability and hull premiums
Medicalpayments included
Fleetdiscountsformultiple aircraft
carrying all risk coverages
Nohand-propping exclusion
Noagepenalty
Nocomponentpartsendorsements
Discounts forclaim-free renewals
carrying all risk coverages
Remember,
We're Better Together'
AVIATlON UNLIMITED AGENCY
COMAV, working with AVA Inc., has the broad knowledge it takes to cover the specialized needs of antique
and classic aircraft pJots. COMAV coverage is backed by SAFECO Insurance, one of America's most trusted
companies, with an A++ rating from A.M. Best. For more about our unique programs, contact your aviation
specialist. Or, if you're an EAA member, call AVA at 800-727-3823. Remember, we're better together.
-

o

o

o

'
0

.
.
.
.
.