Vintage Airplane - Jun 1990

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by Espie u utch JoyceQ{lJt

It seem possible but soonit will be time for EAA Oshkosh 90 .It is difficult for a person (unless theyhave been involved as a volunteer) toimagine how much planning goes intoputting on this event.In the Antique/Classic area of theconvention alone, we have the follow ing :

I A/C Headquarters building2. Three tents , including thetype clubs, OX-5 Aviation Pioneersand workshop tent.3. One judges trailer

4. The volunteer building5. Four parking posts for aircraft 6. One manpower post7. One membership & chapterpost 8. Fifteen golf carts9. Forty tables 130 chairsThis list can go on and on . These areonly the material things.In my mind, the high quality of ourChairmen and volunteer staff make theA/C area of the convention the best.We have over the past years been trendsetters. To keep this trend going, theChairmen need the help of volunteers.Volunteers like you.I would like to list these Chairmen

GHT ND LEVEL

of these people to see if you could beof help.A/C Parking & Flight Line Safety ArtMorgan 414/442 3631A/C Forums John Berendt 507/2632414Antique Judging Dale Gustafson 3171293-4430Classic Judging George York 419/529-4378A/C Manpower Gloria Beecroft 2131427-1880Parade of Flight Phil Coulson 617/624-6490Headquarters Staff Kate Morgan 4141442-3613A/C Security Jim MahoneyAlC Press Larry D Attilio 41417840318A/C Maintenance Stan Gomoll 6121784-1172Interview Circle Charles Harris 9181742-7311Type Club Headquartes Joe Dickey812/342 6878A/C Picnic Steve Nesse 507/373 1674A/C Flyout Bob Lumley 4141782-2633Hall of Fame Union Dean Richardson608/833 1291Welcoming Committee Jack Copeland617/366 2745Membership & Chapter Booth BobBrauer 3121779-2105Photo Contest Jack McCarthy 3171371-1290A/C Flight Safety Buck Hilbert 8151923-4591AlC Pioneer Video Jeannie Hill 8 5943-7205OX-5 Pioneers Bob Wallace 301/6869242Volunteer Host Judith WyrembeckData Process Thomas Auger 715/287-4262AlC Workshop George Meade 4141926-2428

I need to make you aware of somedetails related to these activities. If youwish to participate in the Parade of

U tryinto register these people in advance othe fly-in this year .

As we will not be having the Riverboat Cruise this year (because the boahas been sold), Steve and Jeannie arplanning something special for our AC Picnic this year. This event will bheld on Sunday night of the convention. This is a good opportunity to hava good meal without the hassle and thtraffic and lines at different restauranton this busy night.

Our A/C Parking area is once agaibeing expanded with the movement othe Ultralight area to wes t of the airport . The showplace camping wihave a new portable shower located ithe south tree line . Also, we have beepromised that the present showers wibe improved .

As you can see , we are working harto make your visit to Oshkosh 1990 ithe A C area a good one. Please droby A/C Headquarters and meeeveryone . Sit on the porch and makyourself at home.

This month you will find the Officers and Directors running for electionPlease mail in your ballot or proxyThese people are willing to put forth good deal of work to make your A/CDivision the best. One of your Directors, Dan Neuman , has decided to retire as a Director of the A/C DivisionDan has served your Division with dedication and loyalty . Dan s input to ouactivities will be missed. Dan, we awish you the best. Bob Lickteig , thpast president of your Division, waselected to fill the unexpired term oDan Neuman . I would like to welcomBob aboard. His knowledge and experience will be most welcome .Should any of you have any inpufor the good of the A/C Divisionplease contact me and I will get bacwith you as soon as possible.

Let s all pull in the same directiofor the good of aviation. Join us an


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PUBLICATION STAFFPUBLISHERTom Poberezny

VICE-PRESIDENTMARKETING & COMMUNICATIONSDick MallEDITOR

Mark PhelpsMANAGING EDITORGo lda Cox

ART DIRECTORMike DrucksADVERnSINGMary Jones

ASSOCIATE EDITORSNorman Petersen Dick Ca v in

FEAnJRE WRITERSGeorge A Hardie. Jr. Dennis ParksEDITORIAl ASSISTANT

Isabelle Wis keSTAFF PHOTOGRAPHERSJim Koepn lck Carl SchuppelJeff lsom

EAA ANTIQUE/CLASSICDIVISION, INC.OFFICERSPresident Vice PresidentEsp ie ' Butch' Joyce Arthur R. Morgan604 Highway SI. 3744 North 51st Blvd.Madison. NC 27025 Milwaukee. WI 53216

919/427 0216 414/442 3631Secretary TreasurerGeorge S Yo rk E. E. "Buck" Hilbe rt181 Sloboda Ave. P.O. Box 424Mansfield. OH 44906 Union. IL 60180

419/529 4378 815/923 4591DIRECTORS

Robert C. ' Bob" Brauer John S Copeland9345 S.Hoyne 9 Joanne DriveChicago. IL 60620 Westborough. MA 01581312/779-2105 508/3667245

Ph ilip Coulson William A E ckhoff28415 Springbroo k Dr . 41515th Ave . N.E .Lawton. M149065 St. Petersburg. FL 33704616/624 6490 813/823 2339Charles Harris Stan Gomoll3933 South Peoria 1042 90th Lane. NEP.o. Box 904038 Minneapolis. MN 55434Tulsa. OK 74105 6121784-11729181742 7311 Robert D. ' Bob " Lumley

Dale A Gustafson 1265 South 124th St.7724 Shady Hill Drive Brookfield. WI 53005Indianapolis. IN 46278 4141782 2633317/293 4430Gene Morris Steven C. Ne sse115C Steve Court. R.R. 2 2009 Highland Ave.Roanoke. TX 76262 Albert Lea. MN 56007817/491 9110 507 /373 1674

SH. oWes' Schmid2359 Lefeber AvenueWauwatosa. WI 53213414m1 1545DIRECTOR EMERITUSSJ. Willman7200 S.E. 85th LaneOcala. FL 32672904/245 7768ADVISORS

John Berendt Gene Chase7645 Echo Point Rd. 2159 Carlton Rd.Cannon Falls. MN 55009 Oshkosh. WI 54904507/2632414 414 /231 5002

George Daubner John A Fogerty2448 Lough Lane 479 Highway 65Hartford. WI 53027 Roberts. WI 54023414/673 5885 715/425 2455Jeann ie Hili Dean Ric ha rdsonP.o. Box 328 6701 Colony DriveHarvard. L 60033 Madison. WI 53717

815/9437205 608/833 1291

JUNE 1990 Vol. 18, No.6Copyright 1990 by the EAA AntiquelClassic Division. Inc. All rights reserved.

Contents2 Straight and Level!by Espie "B utch" Joyce4 A/C Newslby Mark Phelps5 Letters to the Editor6 Members' Projectslby Norm Petersen Page 58 Vintage Seaplaneslby Norm Petersen

10 Vintage Literaturelby Dennis Parks14 Interesting Memberlby Charlie Harris16 Build a Flying TobogganIby Paul H . Keating, E.M.18 Father & Son Cessna lby Mark Phelps Page 622 Photos by Kostonlby Ted Koston24 The Ferris Wheellby Jim Damron26 Notice of Annual Meeting28 Pass It To Bucklby E.E. "B uck" Hilbert30 Calendar

Page 2231 Vintage Trader34 Mystery Planelby George Hardie, Jr.FRONT COVER .. . Leon Seale. Jr. and son "Scoote(' (Leon III) close inon the photo p la ne for a good look.(Photo by Jim Koepnick. Photo plane flown by Jim Dorman)

REAR COVER . .. Longtime EAAer. Ted Businger liked the old magazinecovers on the rear covers of recent Issues of II1NTAGE AIRPLANE so hesent along a collection of his favorites. one of which is featured here.Thanks Ted!

The words EM, ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION,ard!he logos 1 EXPERIMENTAL AIRCRAFT ASSOCIATION INC .. EM INTERNATIONAL CONVENTION, EM ANTIOUE/CLASSIC DIVISION INC , INTERNATIONAL AEROBATIC CLUB INC , WARBIRDS OF AMERICA INC., are regsleredtrademar1


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Compiled y Mark Phelps

John Lafferty, 19141990t is with deep regret that we reporthe passing of John Lafferty (EAA

35501 IC 8308) of Austin, Minnesota on April 22, 1990. John s lifestory was chronicled in the February1990 issue of VINTAGE AIRPLANEOur sympathy is extended to his wifeGrace, their family, many friends and1990 Taylorcratl

Taylorcraft introducesRanger Patrol ModelTaylorcraft has introduced its newRanger Patrol Model designed for lawenforcement, forestry service, pipelinepatrol, construction survey work,wildlife management and other missions requiring a rugged STOL aircraft.The Ranger is available with eithera 118-hp or 180-hp engine and a choiceof tricycle or conventional landinggear. Short term delivery is availablewithin approximately 120 days. TheRanger comes standard with clearPlexiglas doors with flip-up windowsfor photo missions, 200-pound cargocapacity with an optional fold-downseat for a rear-seat passenger, offers achoice of King or Narco avionics andIIMorrow loran, comes with a choiceoftailwheels and is certified on floats .Contact Taylorcraft Aircraft Corp.(Sales) at 65 Scott Avenue, Suite 102,

acquaintances and aviation peoplthroughout EAA. - Norm Petersen .Morgantown, West Virginia 26505,Tel. 304/291-AERO .

New PA-18 struts availableUnivair Aircraft of Aurora, Colorado announces that it now has thenew sealed type PA-18 lift struts. Thestruts are FAA-PMA approved andcomply with Piper Service Bulletin910A. The struts are manufacturedwith a bushing welded at the wing attach hole and a sealed fork barrelwhich prevents moisture from enteringthe strut. The inside of the struts iscoated with a preservativelsealant inaccordance with the Service Bulletin.These lift struts also include the largerheavy-duty, heat treated 5/8-inchthread fork . The front strut is P NU89497-02 and sells for 258.82. Therear strut is PN U89498-02 and sellsfor 182.47. Contact Uni vair AircraftCorp . , 2500 Himalaya Road, Aurora,Colorado 80011, Tel. 303/375-8882. John Lafferty1914 1990


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Autograph houndsDear Mark,After reading Paul Whitesell's letterin April VINT GE IRPL NE my firstthought was, "AMEN." After re-doingsome of the work I paid an IA $380.00for, plus parts, this really hits home .My aircraft is a 95 Tripacer with 125hp. It is pretty basic. The technologyis older than the owner. The price of aMaule tester will be spent gladly. Thesatisfaction and peace of mind willsurely lower tha probability of anulcer. To anyone contemplating doinghis own work I highly recommend thetype club pertinent to the airplane, inmy case the Short Wing Piper Club isa wealth of information.Sincerely,Robert FarnsworthPengilly, MinnesotaMr. Phelps,

I d like to take issue with PaulWhitesell's comments about A&Ps.Maybe his two brothers-in-law are incompetent with light aircraft. Put theshoe on the other foot. As an A&Pwho's been asked to sign off owners'work I ve seen ennumerable examplesof incompetence by folks citing thesame "anti-autograph" rhetoric. For

MAIL- Only two threads engaged in nutssecuring structure (improper griplength to say the least).- Notches cut in structural stringersfor clearances- Auto valves in engines (bent after200 hours)- Propeller cut two inches shorterthan data sheet allowance- Number 10 screws in rudder cableend fittings instead of 1/4-inch bolts- No primary stops on ailerons- Not to mention the piles of illegalpaperwork (or lack of it) I ve comeacross

Maybe there are a few A&Ps whoare out to make a quick buck off theirlicenses, but to conversely say thatevery owner is capable and has theright to sign off his work is not theanswer. There are good and bad plumbers, electricians and movie actors you re free to spend your money whereyou choose.A good A&P and a conscientiousowner go hand in hand. Two pairs ofeyes and ears is always better. Whilethe A&P may know less than Paulabout his particular Bonanza, heshould know considerably more thanthe average owner about what s airworthy and legal. The two should be

birds flying.Walt Hankinson(EAA 275854, A/C 11908A&P 148363063Shiloh, New Jersey

Mystery cowlDear Editor,Enclosed are two photos of a cowl Iwould like to identify. It is a NACAtype measuring 32 inches in diameterand 2 inches deep and is apparentlyfor a three-cylinder radial. Any helpyou can give me would be appreciated.Sincerely ,Richard Danio2 Clinton AvenueWallingford, Connecticut 06492Tel. 203/269-1941

Front


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M E M E R S ~ PROJECTSby Norm Petersen

A smiling Dennis Trone (EM 584, AlC 9214) stands by hislatest restoration project, a 1927 Waco DSO, NC605N, SN3006, which he recently acquired from the Peter Brynestate in Dazey, North Dakota. One of only seven Hissopowered DSO models still on the FAA register, this particular airplane is featured on page 116 of Juptner's VolumeI - when it had been restored in the early 1950s by thesame Dennis Trone in California This time the restorationwill be under the direction of Gar Williams of Naperville,Illinois and Dennis is looking forward to flying his oldfriend" from 40 years ago. Upon disassembly of the bigHisso engine, Gar remarked that the quality of workmanship and engineering in the big V-8 is hard to believe for1927

Good progress is being made on the restoration of Dennis' LincolnSport biplane . Dennis originally purchased the Lincoln as a derelict, piled up behind a hangar at Monmouth, Illinois, from ownerJohn Louck for the large sum of $85 (Yes, this is the same Capt.John Louck who barnstormed Ford Trimotor N414H.) After buyingthe Lincoln in 1948, Dennis stored the remains until last year whenGar Williams agreed to take on the restoration effort.An extensive,detailed investigation revealed this aircraft to be Serial No. 1Lincoln Sport, the factory prototype The three-cylinder Anzani engine was in poor condition so another Anzani was purchasedfrom Clarence Rates (EM 191114) of Necedah, Wisconsin. Thisengine is being rebuilf by AI Ball of Santa Paula, California. Notethe balsa wood streamlining on the gear legs and cabane struts.

Lincoln Sport instrument panel photo reveals a Jones TachometerZenith Height Gauge (altimeter) and a Dixie magneto switch, alfrom the 1920's. Note the center-pivoted wooden rudder bar. Gareports many of the original fuselage parts were in excellenshape and needed only to be cleaned up and varnished (afte65 years ).


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Not content to rest on his laurels (see April, '90 VINTAGE AIRPLANE,page 28 , story of Old Blue) Mike McCann sent in the enclosedphoto of his 450 P < W Stearman, which is rapidly approachingflight status. Painted dark green and white, the big biplane features custom wheel pants, polished aluminum struts and a controllable prop to harness the 450 horsepower. Perhaps Mike willsend us a photo of the Stearman in the air over the colorful coun

Warren Williams of Littleton, olorado sent in these photos of hisnice ly restored 1948 Aeronca Sedan, N1138H SN15AC-149. (That'sWarren standing by the door.) He found the Sedan on a farm inOhio in November, 1981. It had not been annualed for 10 yearsand was full of rodent and bird residue. The restoration wasstarted in May 1982 and completed in June 1983, just in time togo to the first Aeronca Nat ional Convention in Middletown, Ohio.The total time on the aircraft was 1,253 hours at rebuild and isnow 1 710 hours. Warren admits the big, comfortable cabin is likea pickup with wings "Just don't get in a hurry " he says. Cruisingspeed is 105 mph and it gets out of his 5,680 foot strip just fine.Instrument panel in Warren Williams' Aeronca Sedan has beenredone with many new gauges and a center stack radio package with Loran. Note the custom-built wooden control wheelsthat slip over the original wire-spoked ones and are fastenedwith flush wood screws. Should be nice and warm to the touch


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VINTAGE SEAPLANESy orm Petersen

This 1947 Piper PA-12 Super Cruiser with Canadian registration C-FFIR is owned by Ken Striker (EM 350640) of Mississgua, Ontario,Canada. Mounted on an immaculate set of Edo 89-2000 floats, the PA-12 features a 150 Lycoming engine swinging a Borer seaplaneprop, split seaplane doors on both sides of the fuselage, large overhead skylight, Canadian style aux. seaplane fins on both stabilizers,PA-18 balanced tail feathers and a full panel with Arnav 21 Loran and "the works". Other amenities include PA-18 wing flaps, dualwater rudders on the floats and quick pump-outs in each float compartment. Ken uses the PA-12 to fly to his retreat on an island inLake Huron on the eastem shore of Georgian Bay. He plans on his first visit to the Brennand Seaplane Base at Oshkosh this summerto attend the EM Convention.

With its silver floats nestled against the dock. the white with redand black trimmed PA-12 makes a pretty sight in the bright sunat Ken Striker's summer home on Lake Huron. Very few seaplanepilots could resist a chance to take this beauty for a trip aroundthe lake on a day like this Note original Grimes wingtip and


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Nestied against the dock in Fort Frances, Ontario, anada is this Stinson SR-9 mounted on Edo WA-4665 floats used for haulingfishermen by Rusty Myers Flying Service. Registered CF-HJY the "Gullwing" had been converted to a P & W 985 and used the typicalRusty Myers colors of all red with yellow trim. Most Stinson Reliants used a ventral fin when mounted on floats, however, this one doesnot have the additional fin. The photo was taken by Norm Petersen in the summer of 1956 at Rusty Myers' base at Fort Frances.

Snubbed against the dock on Oak Island, Lake of the Woods,Minnesota is Beechcraft C18-S, N44573, SN 7678 , mounted on Edo56-7850 floats. Owned and flown by Garland Bemhardt ofBaudette, MN on anadian fishing charter trips in 1976 andthe Beech featured a 10 seat interior, a range of 800 miles on its253 gal. tanks and a cruise of 150 mph. Built in 1944 with floatfittings installed, the C18-S was powered by twin 450 P & W engines and is presently one of 59 C18-S models still on the register.Extras included a pilot hatch over the cockpit and a cargo hatchthat allowed two 17-foot canoes to be loaded intemally Note thethree-foot wing extensions that helped on takeoff. Photo taken in


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V I ~ T C ~ L I T ~ 2 A r u 2 ~

THE LlGHTPLANE AND THEAVIATION PRESS - 1946The end of World War II was a time

of high hopes and the predict ion of aboom in the civil aviation industry . Fora time this was reflected in civil aircraftproduction which went from 1,900units in 1945 to more than 33,000 in1946. A large part of this productionwas in lightplanes, built to fulfill theexpected demand by returning militarypilots.There was indeed a wellspring ofnew models for the private pilot. TheFall of 1945 saw the certification ofthe first of the new post-war lightplanes with the type approval of theAeronca 7AC Champion. By the endof 1946 , 8 more lightplanes would becertified. These included the AeroncaChief, Globe Swift, Stinson Voyager,Cessna 120 and the Ercoupe.

NATIONAL AIRCRAFT SHOWThis booming market was reflectedin the coverage of the First NationalAircraft Show by SKYWAYS magazine which produced a special issue in December 1946. This issue hadalmost 200 pages, 100 of which weredevoted to the show. The lightplanesection had pictures and specifications on more than 40 new aircraft.There were also 5 lightplane manufacturers with full-page advertisements in the issue. Both Aeronca andTaylorcraft had two-page ads. Theothers were: All American, Beech,Bellanca, Cessna, Culver, Funk,Globe, Hockaday, Johnson , Luscombe, North American , Piper andWaco.

b..-a0 An:hiveUi..-e :f ..

THE RECEPTIONOf all these new light aircraft, whichones had the best reception? Whichones were written about the most inthe popular aviation magazines; whichgot the best press? We will examinethe coverage from four of the aviation

publications in 1946 and see which aircraft garnered the most coverage. Thepublications are AIR FACTS, AIRTRAILS , FLYING and SKYWAYS.

AIR TRAILSAIR TRAILS was a large-formatmagazine that was a combination of amodeling magazine and a general aviation magazine. It was unique in itstwo-page color center photographs ofairplanes, most of which were done bythe famous aviation photographerRudy Arnold . During 1946, five ofthese center section photos were oflightplanes . These were: the Commonwealth Trimmer, Fairchild 24, PiperSuper Cruiser, North American Navion, Taylorcraft BC and the FunkModel B.Lightplanes also appeared on thecovers of five issues . These were the:Stinson Voyager, Piper Cub (twice;one on floats), Aeronca Champion andTaylorcraft Be.Starting in January 1946 AIRTRAILS began its series of Pilot Reports done by William Winter andAlexis Dawydoff. Five appeared in1946. These reports were about theStinson Voyager, Globe Swift, PiperSuper Cruiser, Erco Ercoupe and theAeronca Champion.The planes all received positivecomments .

sures in flying found heretofore inlarger and more expensive planes .Voyager.Brilliant performance, good looks ,and economy are obtained at lowprice . - Swift.A post-war trainer that will earn itsdesigners plenty of pats on the back.- Champion .

AIR FACTSThis compact size magazine createdand edited by Leighton Collins specialized in safety and pilot reports for theprivate pilot. Thus it is no surprise thain 1946 there was a lightplane on everycover. These cover photos were doneby the well-known aviation photographer Hans Groenhoff. On the covers were: the Bellanca Cruisair, Commonwealth Skyranger, Erco ErcoupeCessna 140, Piper Super Cruiser , ErcoErcoupe (on floats), Bellanca CruisaiSr. Culver V, Luscombe Silvaire, Republic Seabee , Beech Bonanza and theNavion.AIR FACTS was known for its incisive pilot reports done by Collins . Themagazine was also the first to print apost-war pilot report with its review othe Stinson Voyager in the Novembe1945 issue . During 1946 he did reportson eight planes. These were the: Ercoupe, Cessna 140, Piper SupeCruiser, Bellanca Cruisair Sr. CulveV, Republic Seabee, Beech Bonanzaand the North American Navion .Some of his remarks: With a goodcruising speed and range, ailerons thaalways work, and a gear that paints onlandings, the Ercoupe should get a loof new people in the air. Spring steelanding gear, flaps, good flying qualities, and a healthy cruise all make the140 fun to fly and a lot of airplane fo


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7anuary, 946 FLYING

or Good, Safe', Economical Plane-- - - - - -- - - .--...--.. YES, THIS IS THE NEW 1946 PIPER

CUB SPECIAL. IT S A PERSONALIZEDYERSION OF THE CUB THAT HAS WONSUCH GREAT FAME IN THE WAR.

LET S FLY TO RIVERSIDE.

Get Your"Howto FIy"Booldet NOWIDe::tcui hes and pictures all tile bUljic liteI'din flyiug . 53 slcp-bY-lJlcP photoll. Munyother facl:::l und Cull-colur piclure:J of PipcrCubs. Get your copy Crom your Pi per CubDealer or write Dept. PAI6. Piper Aircraft Corporation. Lock Haven. P euII ellclooiug tOe in slamps or coin for PO:;4tage-baadliag.

IS YOUR TOWN READY TO flY?FIIEE BOOKLET. "Who' You r Town N...t.(or th e Clrniug Air As o, " illuMlra ka an d de.crihoe variulitl t y p . of lunding c i l i IIwill hul" )'nu t cnrum uuily pltm au i JltlllPC lhl iv"landi,\t- tuou now I F or you r COpy. write Del.t.ft o. o u ~ t . e Aircraft Corporation LockGREAT OPPORTUNITY fOR SERVICEMEN-Ilo

r ; ~ : 8 8 ~ 1 ~ ~ : t ~ ~ ~ o : ; ~ u ~ ~ o c : : : r t ~ l ? z ~ c ~ ~ r ; ~ ~ :~ n o o Write Cull iuformation rHKu rciillgyourtw.lfto Dept.. PA l 6S. Piper Air cr t Corpartition , Luck Ha veo, PeuDB.

PIPER AIRCRAFT CORPORATIONLOCK HAVEN, PENNA ,

C . . . . . . J o - C ~ b A imalt OJ. H ~ i l f o l l Ihinls Hh llo mi/9S fOr LL AmeriCllns .. ' J .
http:///reader/full/Pou~t.ethttp:///reader/full/Pou~t.et


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There's More than a Planein this Picture

SON: Look, Dadl This low..- cowl line lets you seethe ground from the pilot'. seat, even after the planehat landedFATHII: So I've noticed-and did you l e e these bigdoors on both sides of the Aeronca Chief'. cabin, andthe ro m there l inside?MOTHER: I like the looksofthi. plane . . . it'sddinitelyamart and the price certainly i. re""",ableDEALER You're all on the trade, but proud to be one of them, because to Ithere'. more than a plane in this picture one you ve got to deliver SV1ce atAeronca is one company that hal a p l ln Imow your busin. . . . Th..-e', a book1as well as a romplett line 0 penonal you can get by sending lot to Aeronl

Aircraft Corp., Dept . ATI, Midd etoJOhio. It's caned "Aeronca, the PIYou'll Want to Fly," and tells all. lEq>Orl Acency - Aviqwpo, Inc 25 c a ~St ., New Yo


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Roger Delvin who did the reports hada very busy year in flying and reportingon 13 new planes. These were the:Trimmer Amphibian, Stinson VoyagerISO , Republic Seabee, Piper CubSuper Cruiser, Globe Swift , Taylorcraft Twosome, Aeronca Champion ,Callair A-2, All American Ensign ,

Funk F2B, Beech Bonanza , Piper SkySedan and the Johnson Rocket.The remarks included: From spinner to tail wheel the Funk airplane is aclean , honest, well-mannered ship . twill grow upon its owners like a goodhunting dog or a smooth gaited horseThe vee-tail works, it has been

adopted for the Beech, and it does whatit is supposed to do. Other planes willhave it. Let's make no more fuss aboutit here. Bonanza

D I would like 10 SimpliFly Ihe New Culver in ademon.lralion.

D Plea.e .end me lileralure on Ihe New Culver V ,NAME ___ADDRESS ..,.-CITY _ STATE _CULVER AIRCRAFT CORP., DEPT MO , WICHITA 1, KANSAS

AIR FACTS May, 1 J4b

AND THE WINNER ISTo determine which of the newlightplanes received the most exposurein the four magazines studied, the totalnumber of covers and pilot reports arecounted for each aircraft model. Readers of the four magazines in 1946would have been exposed to 34 lightplanes from 26 manufacturers either onthe covers or in pilot reports . Piper hadthe most coverage as a manufacturerwith nine articles or covers for the Cuband Super Cruiser.For individual models, the most reported was the Ercoupe which appeared on three covers and had threepilot reports . Both the Stinson Voyagerand the Cessna 140 were next ; theyeach appeared on a combined total offive covers and pilot reports.No airplane model appeared on thecover of all four of the magazines in1946, but four of the planes appearedon the covers of at least three differentpublications. These were the Culver V,Navion, Cessna 140 and the Piper Cub.Other planes with good exposure werethe Beech Bonanza and the GlobeSwift each of these appearing on acombination of four covers and/or pilotreports.

BEYOND 1946Indeed 1946 was a high-water markin the return of the private plane andpersonal flying , but the market wentsour. In 1947 sales fell off to 15 , 617units, and dropped to 3,545 by 1949.But it was an exciting time of creativegrowth shown by the American light


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INTERESTING MEMBERS

Francis Franny RourkeEAA 2059, lC 5274)A Craftsman's Craftsmanby Charles W. Harris, Director,Antique/Classic DivisionEAA #96978, AlC #2158

When a man has spent a lifetime ingrass roots aviation , it must be gratifying to look back , recount the years andmentally tick off the changes he hasseen occur. It must be more gratifyingto know that when he does elect to laydown the tools of the trade, he leavesa legacy of champion level restorationsand reputation of craftsmanship ofsuch quality that he is known nationally for his skills.Franny Rouke (EAA 1059 - a charter member of EAA Chapter O , Tulsaand EAA Antique/Classic Chapter 10,Tulsa) of Bartlesville, Oklahoma is aman of such reputation and talent.Franny was 75 years young in April,1990; going strong, and is presentlyrestoring a Luscombe 8F , a Bird biplane, an American Eagle biplane anda Hisso Travel Air 3000 . He has justcompleted an outstanding 1930 Fleetopen biplane, and has no plans to slowdownA displaced New Englander, Franny

years. His first view of any airplanewas on Armistice Day, November I I ,1919 at the age of four as the planesoverflew the downtown parade inBeacon Falls, Massachusetts . A forcedlanding of a DH4 near his home hadhim there as fast as his little legs wouldcarry him; the aviation bug was biting .He attended grade school in BeaconFalls and high-school in Naugatuck .High-school brought French class andFrench class brought hooking fromschool to walk to the airport and eventually talking the airport operator atBethany, Massachusetts into an apprenticeship . This was 1932; a job wasrare . Franny had an apprenticeshipjob, however there was no pay to gowith the job . There was, however, thethrill of the airplanes and the learningof the aviation trades. EventuallyFranny and hi s young aviation buddyJohnny Korzen became teenage managers of the Bethany, Massachusetts airport . Their experience grew; theyworked on a Ryan B-1, a J-5 LockheedVega, an Ireland amphibian , Birds,Great Lakes, Curtiss Robin, a HissoEaglerock, etc . Little or no moneychanged hands on repairs. A dentisthad his Gee Bee Model A completelyrebuilt in exchange for a set of tires forFranny's old car and $100 in cash.And, oh yes, the dentist offered to pulla ll of Franny's back teeth. The 1930swere trying years for a young mechanic

Meanwhile Franny' s first employerthe former airport manager , had foundhis way to Cheyenne , Wyoming andhad a job with United Air Lines and in1936, called Franny and offered him amechanic 's slot. Franny accepted andwent west to the high country to giveit a try . It wasn t long before Frannywas back in New England and eventually landed a job with Sikorsky inBridgeport, Connecticut, working onthe legendary S42s and S43s. Franny 'sreputation as a quality and meticulousworker was growing and in 1940 hewas lured to the South and the sprayingand dusting business by another displaced New Englander. This was followed by a stint in Houston whichbrought an offer from Phillips Petroleum Company in Bartlesville, Oklahoma. Franny accepted and movedthe family to Bartlesville where theyhave resided the last 48 years.

Franny's career with Phillips included 10 years of not only mechanicduties but flying co-pilot on Lockheed's 12s and 18s, DC-3s and Douglas A-26s . In the meantime, Frannyhad been doing some dusting andspraying and also had been assisting aPhillips chemist in researching and designing a carrier for a herbicide thatDow Chemical had perfected. After aclose call in the A-26 he vowed if hewere going to die in an airplane, it wasnot going to be at someone else's handHe quit Phillips and went into the dusting and spraying business , and in doingso, flew the first successful liquid herbicide spraying ever done . In the next10 years, dusting and spraying occupied most of Franny's time, but hisreputation as a splendid craftsman continued to grow and grow. More andmore pilots were bringing theirairplanes to Franny for repair , upgrading and annuals. Franny' s many yearsof training and experience were nowserving many people very well. Moreand more Franny was being asked tocreate restorations of the finest qualityAs he responded to these requests, hisreputation grew.A simply beautiful upgrading of a528 hour total-time J-3C 65 was followed by a gorgeous Kinner INF Wacorebuild. As these two winners emergedfrom Franny's shop in the late 1970s


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The sheer size of the Travelair 6000 made Franny's restoration of the machine one big job It took some 2 12 years

Franny to take on the task of completing the redo of his BIG Travel Air6000. Franny accepted and they loadedthe dismantled 93 model monsteronto two trucks and two trailers in central Georgia and trucked it the 900miles to Bartlesville. For the next threeyears, Franny waved his mechanicalmagic on the big bird (with a lot ofhelp from Doug and a lot of friends)and when it was finally done, it waspromptly test flown, tweaked and earlythe next morning in August 1983 , wasoff to Blakesburg, Iowa where it proceeded to steal the show its first timeout. The machine was returned to BVOfor a new cowl and post fly-in checkout. Forty-five days later in September1983, Doug returned to Bartlesville,loaded up the black and orangemachine with wife Bonnie, sonNathan, Franny and Clarence Clark ofBartlesville, the te st pilot who hadmade the first flight 50 years before,Roger Gaughan, and flew off toTahlequah where the black & orangebeauty was named Grand ChampionAntique. This airplane was now a farcry from the one that the legendarylohnson Flying Service flew out ofMi ssoula, Montana for 3 years as theydelivered smoke jumpers into themountain wilds for so long. t is thesame airplane that appeared in "OnlyAngels Have Wings" with Cary Grant,lean Arthur, Rita Hayworth andThomas Mitchell. The airplane is nowowned by Delta Air Lines and appearsin many of their current televisioncommercials.A 1929 General Artistocrat was next

Champion at Blakesburg in 1985 .From December 1984 to February1986, he moved Charlie Harris ' 1942Culver LFA Cadet from an averagemachine to one so good it was named"Best In Class" and/or "Best Oklahoma Antique" in 1987 , 1988 and1989 fly-ins. Pete Ettinger's Model 2Fleet was finished just in time to benamed "Best In Class" at a 1989 fly-in.After this kind of success the obviousquestion would be , "what are yougoing to do for an encore?" Well , inthe shop at this time is an original natural aluminum Lu scombe that is destined to appear in 99 or 1992 as anauthentic, original 1949 8F Deluxe; abig Bird biplane is moving along andan American Eagle biplane is right behind the Bird A rare Hisso Travel Air3000 has just gotten in line for itsfacelift All this from a gentleman whoworks alone and has quietly movedinto the fourth quarter of a century. treally pays to enjoy what you aredoing .Franny fell in love with the open biplanes during his days of dusting andspraying in Mississippi in 1940-41 .The Travel Air 2000/3000/4000 seriesairplane were the mainstays of the prewar dusting business. Franny neverforgot hi s Travel air love and in themiddle of the 1970s began to craft himself a beautiful blue and silver OX52000 which looked as new when hefinished it as it did the day 50 yearsbefore when Walter 's people rolled itout and Clarence Clark got in and flewit. Franny later sold hi s machine toDon Sharp of Pauls Valley, Oklahoma

named Grand Champion Antique.Fran is held in such high esteem byhis friends and associates that he isconsidered the dean of aircraft restorers in the Oklahoma area. His depth ofknowledge of the antique and classicaircraft amazes some of the youngmechanics - of course, it's a bit difficult for them to remember thatFranny was there when virtually all ofour treasured old airplanes were introduced or were near newBeyond family, airplanes have beenFranny 's entire life . From a teenageractually managing an airport and working on airplanes for a living to an honored level of respect and esteem at age75 , there have been very few days thatFranny has not been at his airport shopmaking his or someone's airplane abetter and safer machine.In addition to EAA, Franny is amember of AAA, QBs, OX5 AviationPioneers, National Biplane Association and Early Birds . He is a memberand regularly attends meetings of EAAAntique/Classic Chapter lOin Tulsa.In 1985 and 1986 he acted as consultant to Phillips Petroleum Company asthey restored the legendary 1927 DoleRace winning Travel Air 6000Woolaroc. The hangar which he occupied for so long on Frank PhillipsField at Bartlesville has been acquiredby the National Biplane Associationand will be used as the National Biplane Center.Franny 's legacy will live on in the

airplanes he has crafted for longer thanmost of us will be around . Wherewould we be without those few men to


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POPULAR SCIENCE MONTHLY January, 1926'J{OW Ui lJ ade a Willged Toboggan

, '

Wjngs fitted to a toboggan add immeaaurable thrills to the sport of coasting

PLAYING and racing with deathdown a 1000-foot slope of frozensnow and ice may not appeal tosome as a pastime, but the pallingmonotony of life in a Colorado miningcamp, up on the Continental Divide,where the snow is 50 feet deep and themercury is below zero for months, makeslife seem very drab. Anyt.hing with akick in it is welcome-anything.Two of us, Harley Tryon and myself,were the charter and sole members ofSuicide Club, builders and operators ofthe only amusement device of its kindever recorded, the toboggoplane.Tobogganing is not a slow sport initself, but like other speed sports, eachdescent must be a little faster, go a littlefarther than the preceding, or it loses itsthrill.A toboggan' on a hard fro zen crust willdevelop a speed greater than free fall in agiven vertical distance, for much thesame reason that an ice boat can go muchfaster than the wind that drives it . ttakes longer for the given vert ical distance to be covered, but at the end, theactual speed down the slope is greater.The "why of" this is out of place here,but it's true.

So, when I say that we hit the bottomof the hill going more than 200 milesan hour, I know the speed is underestimated. But even this palled af ter atime . Keeping a toboggan upright ismuch like riding a bicycle, or balancinga canoe, for at high speeds a very smallirregularity on the surface can havedisastrous effects. Our instruction fromOld Man Experience on this point camein sudden and enormous doses . But in ashort time there wasn't a hill around thecamp that could offer a "k ick ." Wecould ride them all to a standstill.ON night, after a somewhat dulltoboggan party, the idea was suggested to build a set of wings on thetoboggan. Maybe it would flyJ suggested it, and Tryon said, Ifyou'll build it, I'll ride the thing."

,IROM the extraordinarilygraphic pen o a New Yorkmining engineer comes this ac-tual record o jwinged toboggan-ing at the Sunnyside Mine, nearSilverton, Colo. The altitudeo this mining camp is 12,500J eet above sea level, and thewinters there are Jrom Septem-ber first to July first. Snow usu-ally falls even in July andAugust. The author was the chipJengineer and Harley Tryon thetimekeeper qt this mine.

.By Paul H. Keating, E.M.

From the carpenter shop next afternoon I obtained some strips of pine,some muslin (used for wrapping ventilating pipe), and some piano wire . Thetoboggan itself was of standard design,18 in. wide, 9 ft. long, with a curl infront 9 in. high.,The wings of the Dragonfly as welater christened the toboggan, were,madeof a framework of knot-free pine strips,covered with muslin, which was paintedwith hot paraffin to make the fabricairtight.

Two strips 1 by 2 Y2 in. and ft. longwere fastened together by four crosspieces 1 by 2 Y2 in. by 4 ft. 3 in. No tchesor mortises were cut in the longer stripsto take the shorter ones, as illustrated,and a single sixpenny nail was driven intoeach joint from the outside.The frame was laid on a floor andtrued up with a steel square . Pianowire, about No. 22 gage, was then strungas indicated and drawn very tightlyaround each crosspiece and diagonally

r - - ; - : ; ; - ~ - - - - - , , ~ o - - - - - - _ - {

(

GUY \VI RE FROM TIP TO TIP ,THROUGH ' EYE OLTS ON INCLINATION OFI ~ W I NSIDE VIEW

A wire braced framework of 1 by 2}1' in., trip. I. overed withparaffined muslin to (ormwing. for the tobollan

across each section of the wing. Shinglenails driven into the strips served toanchor the wires.Each cross length was drawn until allgave approximately th e same hum whenpicked . The diagonal wires also wereadjusted t o the same pi tch by putting alock washer ar ound the in tersection anddrawing it by a wire toward the back ofthe frame until the tone of the wires wasabout even.

ORDINARY unbleached muslin wass tr etched over the entire fr ame , fastened every 2 in . with carpet ta cks. Thecenter or "cockpit" th en was cut out andthe loose edges tack ed down. Afterprying the frame from th e floor , to whichit had been lightly nailed during thetruing-up process , the muslin was paintedwith very hot paraffin.

Two holes were drilled in th e top of thecurl of th e toboggan 1 ft . apart, and th reeturns of ordinary baling wire held thewings in place along th e lea ding edge.The rear edge was fas t ened similarlyto the iron eyebolts along the side ofth e toboggan. A continuous guy of piano wire was strung from th e front tipof one wing through eyebolts in thefloor of the sled to the other wing tip,and d-awn tight.The next thing was to try it. "lithth e cushions inplace , it lookedev ery bit a dragonfly, but as a passenger carryingdevice , we concluded

Continued on page 103)

The original Dra onRy after many perilou!trips down a Colorado mountain aide


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MEMBERSHIPINFORMATION

e Make a Winged Toboggan(Conl;nued fro . pa e 72)

it would take a rather high rate ofinsurance.Harleyand I dragged it up themountainthe next afternoon to our preferred starting point, which was about 500 ft. abovethe camp. He had bargained to try itfirst. But I liked Harley Tryon, andinasmuch as the idea and workmanshiphad all been my own, my conscience became apprehensive. I was afraid to tryit first; so was he, though neither of uswould admit it to the other then, althoughwe did later.We flipped a rJin, and it was still histurn first. But suppose the thing actuallydid fly and had a crash I hated to thinkof all that work being lost in a first flightcrash, and I wouldn't get a chance toride it. So we compromised and decidedto ride it together the first time down.We should have preferred also to compromise on the distance of the first tryout,but could not, because the mountain wasso steep that we had to go up to thiscertain point in order to get a footing toclimb aboard.Harley always had ridden behind to dothe steering . We took the same position;although now I was in the cockpit,and couldn't roll clear of the thing if itbecame necessary or desirable.W E CLIMBED on. That hill neverhad looked so high and steep, northe frozen crust so hard and smooth... Are you ready? Harley called. Ianswered, and we started.The pick-up was immediate and terrific,with the sensation in the stomach ofgoing down in an elevator. Faster,faster The tears were streaking acrossmy temples from the icy wind. I couldn'tbreathe, or at least didn't, in the excitement. Only one thought remained-hang on .

Two-thirds down we struck a smalldrift, and for a hundred feet beyond,though it was less than half a second intime, there was no sound of the toboggoplane's scraping the frozen snow. Atthe speed we were going the actual liftwas small, but the fact that it actually 'had lifted us for a 100-ft. jump wasdemonstrated by our tracks.At the bottom of the hill was a lake,1000 ft . across, frozen and covered by20 ft. of snow or more. We coastedacross this flat to the far side, started upthe opposite hill, and soon stopped.The next time Tryon went alone. Hesat well forward in the cockpit, and halfway down the hill there were unmistakable signs that the Dragonfly wasgoing to leave the ground. When Harleyreached where the bottom should havebeen, he was 10 ft. off the ground goinglike a shot. He landed straight and even,and finally came to a stop.After that we alternated rides, withmore or less good natured rivalry forheight, distance, and near-accidel)t risks.The sport never became dull . It wasnever even reasonably safe on suchsteep . hills. t never failed to offer a

We Make a Winged Toboggannew kick in each descent, or flight, asyou please.Fifteen feet off the ground was perhaps the maximum attained, but considering the speed and the constructionof the machine, that was plenty.

Between 25 and 30 trips were markedup before the crash. Confidence and thealmost inevitable contempt of dangerthrough familiarity, brought the sport toa sudden finish.t was early in April, 1925, threemonths before any signs of spring appearat that altitude, when the Dragonfly madeits last flight. A light, gusty wind wasblowing. Harley went down the first trip,and after coming back up the hill warnedme to look out for the breeze.I sat as far forward as I could uponstarting, and the irregular air pressureon the way down made me hesitate, butit was too late. When nearly to the

bottom I slid back, but I had waited toolong and slid back too far . The front ofthe machine raised to a horizontal position, and then kept right on going up.I had some recollectiorur of bending myhead back and seeing the snow above me,about 20 feet away, and then we startedfor each other, the snow and I The nextI remember, some one was pulling on oneof my legs, which were the only part of meI could move. Everything was crammedwith snow-eyes, ears, nose, mouth,collar, and I couldn't get my breath.Harley told me later that the toboggoplane had just kept right on rising, andwhen well upside down I had left it andplunged head first through the crust intothe snow.Something like that must have happenedfor my face was like a piece of raw beefsteak for two weeks. I was thankful thatthe crust had broken at all, as it washard enough to support the heaviest manwithout giving way.The Dragonfly came down s i d e w y ~ andcrumpled a wing. The next few dayswe stayed inside, and a snowslide camecrashing down our favorite speedway,which closed toboggoplaning for theseason-perhaps forever.

While t here Is no question about thedanger of making one of the toboggoplanes for u se on mountains such asMr. Keating d escribes, the addition ofwings to a toboggan will add ,Immensely to the sport of coasting onordinary hills. The toboggan skimsalong the snow much as a hydroplane rides on the water, and at moderate speeds there Is no danger of Itsrising far in the air.

We are reprinting this in our J uneissue in hopes that anyone crazyenough to want to try this will get overit before any snow falls. - Ed.

EAAMembership in the ExperimentalAircraft Association, Inc. is $30.00for one year, including 12 issues ofSport Aviation. Junior Membership(under 19 years of age) is availableat $18.00 annually. Family Membership is available for an additional$10.00 annually.

ANTIQUE/CLASSICSEAA Member - $18.00. Includesone year membership in EAA Antique-Classic Division, 12 monthlyissues of The Vintage Airplane andmembership card. Applicant mustbe a current EAA member and mustgive EAA membership number.Non-EAA Member - $28.00. In-cludes one year membership in theEAA Antique-Classic Division, 12monthly issues of Th e Vintage Airp lane, one year membership in theEAA and separate membershipcards. Spo rt Av iation not included.

lACMembership in the InternationalAerobatic Club, Inc. is $30.00 annually which includes 12 issues ofSport Aerobatics. All lAC membersare equired to be members of EAA.

WARBIRDSMembership in the Warbirds oAmerica , Inc. is $25.00 per year,which includes a subscription toWarbirds . Warbird members arerequired to be members of EAA.

EAA EXPERIMENTEREAA membership and EAA EXPERIMENTER magazine is available for$28.00 per year (Sport Av iation notincluded). Current EAA membersmay receive EAA EXPERIMENTERfor $18.00 peryear.FOREIGNMEMBERSHIPSPlease submit your remittance witha check or draft drawn on a UnitedStates bank payable in UnitedStates dol/ars.

Make checks payable to EAA or thedivision in which membership isdesired. Address all letters to EAAor the particular division at the fol-lowing address:EAA A VIA TION CENTEROSHKOSH, WI 54903-3086PHONE (414) 426-4800OFFICE HOURS:


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19/36

by Mark helpsPhotos byJim Koepnick

n May 21, 1956 Leon Seale, Jr. ayoung F-94C all-weather interceptorinstructor pilot took home a little toyCessna 120. At the time, he wasstationed at Moody AFB in Valdosta,Georgia. It wasn't a very fancyairplane compared to his big Air Forcejet, but over the years he toured in thetwo-seater throughout the southeast,west to the Grand Canyon and all upand down the eastern seaboard. Included in the logs is an IFR flight toBoston using VHF transceiver and alow frequency radio range receiver.One leg of that trip involved an orientation procedure from Hartford , Connecticut to Bridgeport and an instrument let-down using a hand-drawnchart - certainly one of the pioneerIFR efforts in a light airplane.Before making the trip, Leon hadinstalled a set of gyros, a rear windowkit and a rear jumpseat. At the time,his three-year-old son, Leon III, aliasScooter could stretch out full lengthin the back of the Cessna and sleepwhile Mom and Dad flew up front. In1969, Leon Jr. retired from tha AirForce and returned home to Moundville, Alabama a small community inthe west-central section of the state.The little 120 was practically retired,too, when the family bought a Cessna206 to share the hangar and small private strip by the house . The two-seaterflew sparingly and when Scootermoved to Lakeland, Florida in 1982,his father got an idea. Scooter said, Acouple of years later Dad brought theplane down, handed me the logs (thereare no keys) and invited me to spendmy money on it awhile.

HistoryThe story of NC76458 actually begins some 3,562 hours before Mr.Seale first bought it in 1956. t left theCessna factory 1 years earlier. SerialNumber 1 891 was flight tested onNovember 25, 1946 and delivered toRobinson Flying Service in Sikeston,Missouri as a demonstrator. Many air

1950s found their way into privatehands through the role of dealer demonstrator. If a customer liked what hesaw, the airplane could be his on thespot. As a dealer, Robinson FlyingService was entitled to a 20 percentdiscount, bringing the final price of theCessna to $2,211.60. This included theoptional steerable tailwheel ($15),Dual brakes ($24 .50) and cabin heater($30). As the spartan model of the 2140 series, NC 76458 was deliveredwithout an electrical system, interiorappointments or , of course, flaps . Theairplane came with a wooden prop andlimited instrumentation .

It wasn't long before the Cessnabegan to grow some more accessories.In November 1948, an electrical system and Harvey-Wells transceiverwere added . In 1951, the Cessna assumed the role of trainer and wasgraced with some structural modifications , three-inch landing gear extensions (which place the wheels threeinches forward to combat noseovers)and a McCauley metal prop.

t was mid-1954 when the Cessnaretired as a trainer and became a personal airplane. Sgt. Clifford Good,based at Moody AFB in Georgiabought it. He sold the 120 to Lt. Gordon Smith in October 1955 and theradar intercept officer installed aRuleto metal wing kit. A few monthslater, Smith sold the airplane to an F-94C instructor named, you guessed it,Leon Seale , Jr.When Leon decided to donate theairplane to his son in 1985 , he flew itfrom Moundville to Lakeland . At afuel stop in northern Florida, he had aquart of oil added by a lineman andquizzed the man about the filler cap.I asked him is he was sure he had putit back on securely and he assured mehe had. I should have checked myself,but the man was a mechanic anddidn't want to embarrass him. Besides,he had sealed up the entire cowling andit would have been a big scene to undoit again . I learned my lesson, though .Now I don't care who I embarrass. I

I
http:///reader/full/2,211.60http:///reader/full/2,211.60


20/36

t should come as no surprise thatthe cap was not securely fastened afterall and about 100 miles north of Lakeland Leon watched in horror as he losthis oil pressure all at once. He made aprecautionary landing on a loggingroad replenished the sump with threequarts of oil from the baggage compartment wiped the oil from the sideof the airplane and nervously took offagain after running the engine for awhile to ensure that there was no immediate damage .

Restorationn early 1988 Scooter decided thatthe little Cessna deserved a facelift.After all more than 4 000 hours onthe tach represents a lot of trips aroundthe patch . He started with a general

cleaning decorroding and chromatingof inspection panels and various interior and exterior parts. He replacedthe brake linings and all the tail wheelhardware including springs andchains. Next came the windowswindshield and skylights as well as as-

Scooter used to sleep on the rear enchseat of the Cessna 12


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ssnsorted nuts, bolts, grommets and molding. All external screws were replacedalong with yards of channel rubber.The instrument panel, door posts andother interior areas were refinished. ByJune 1988, the 120 was ready for itsnew coat of Alumigrip base paintapplied expertly by Hawk Aviation onVandenberg Airport near Tampa,Florida. The blue and gold trim wasdone n Dupont Imron. Texas Aeroplastics n Roanoak, Texas supplied themolded interior panels, headliner and

dressings n kit form . Installing the interior kit and assorted other tasks consumed the next few months and a considerable dose of patience. Last to beinstalled were the new carpet and seatsupholstered to match the aircraft trimcolor.Scooter currently uses a panel-slungIcom IC-A20 handheld radio with anintercom and two headsets . He reportsthat the radio works fine with an external antenna attached. Future plans include a panel update as soon as time

and revenues permit.With 4,257 hours' total time,Cessna N76458 has averaged 120hours per year over its 34 years. LeonSeale, Jr. was the airplane's fifthowner and third individual owner. It sbeen n the Seale family since Scootercould curl up and sleep on the tinyjumpseat - and from the looks on thefaces of these two pilots, it s going toremain n the stable for many years tocome


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E OSHKOSH '89Photos by

TED KOSTON


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24/36

THE FERRIS WHEELby Jim Damron(EAA 274119, Ale 12289)

n March of 1971 myoid man retiredoff the DC-8 after 28 years with DeltaAirlines. I was a fairly new second officer with United Airlines the following summer, and we had just spent theday at the Antique Airplane Association's annual fly-in in Ottumwa, Iowa.With my uncle and another retiredDelta Airlines pilot, we were drivingfrom the airport back to the Hotel Ottumwa when we came to a small carnival. It was a typical midwestern 40miler set up in a hayfield just outsideof town. There were colored lights,music, cotton candy, laughter, an occasional scream and, of course, therewas a Ferris wheel .Dad said, "Stop the car, I want toride on the Ferris wheel "The other retired pilot was drivingand he didn't argue. Dad's brother, Ed,a country doctor and a pilot also, suredidn't. He and I had both known thesometimes-cantankerous old manmuch too long for that. Getting alongwith Dad had always been one of mychores and I had gotten quite good atit. He claimed he had enough troublejust getting through life's other challenges without having to get along withme to boot.The old man and I made our waythrough the crowd to the Ferris wheel.I didn't ask why . I knew he'd tell mewhen he got ready for he was a greatstory teller and I could feel one comingon.The shadows were growing long aswe stood waiting in line for our tickets .It was cooling off, and the air was perfectly still in that best time just beforesunset when even a marginal studentpilot can solo. Neither of us spoke.Soon we: were high above the carnival,quietly rocking back and forth in thecool still air. Somwhere a motorcycleaccelerated in the distance. Otherwiseit was quiet, save for the muted sounds

to speak, in that magically gentle wayhe occasionally used when he talkedabout the "olden days." That's what Iused to call them when I was a smallboy.He said that back when he was ayoung barnstormer, following the carnivals from one show to the next andhauling passengers, he became a regular carnival trooper; one of the "carnies," well-known and accepted by theothers. He often acted as aerial advance man, showering the next towndown the road with handbills from hisairplane, and otherwise drumming upbusiness with an occasional wingwalking act or a couple of"barnstormer" loops.On a typical hot summer day withthe temperature hovering in the 90she'd regularly load two passengers inthe front cockpit of his trusty OX-5powered Waco 1 and haul themaround the carnival in a wide, low circuit for a dollar a head. t passed for aliving .On a very hot day this seeminglysimple flight could become no insignificant aeronautical accomplishment.At those temperatures, and with twobig farm boys waving from the frontcockpit, the OX-5's water temperaturewould hover near boiling as they clattered down the bumpy hayfield gainingjust enough airspeed to barely staggeroff the ground. Oftentimes 200 feetwas the absolute ceiling on such aflight. The throttle was bent to fullopen and stayed there.

Many times he would roll gently intothat first turn after takeoff with theairplane shuddering slightly near theedge of a stall. Looking apprehensively at the water temperature and theairspeed he would swear to himself thatif he got back on the ground withoutboiling the water in the engine hewould quit flying until evening whenit cooled off. But, of course, you'reinvincible when you are young, hesaid, and when more customers linedup with dollar bills visible in theirhands, it was irresistible not to try itagain.And so it would go, again and again

dark. He and many other barnstormerstaught themselves to fly at night on justsuch evenings . The money was the incentive, and the sun went down veryslowly in the flatlands of the Midwest.It was really a good learning system,he said; the ground got just a little harder to find each time you came backin to land, but you got just a little betterat it each time, too. And you had to becareful and learn fast with all your customers watching every landing youmade . A bounced landing would bebad for business, a ground loop wouldput you out of business.When he finally had to hang it upafter too many hours of flying that wasmore like persuasvie levitation, he'dshut down the OX-5 and pull off hishelmet. Together with his dirty face,and clean eyes that had been protectedby the goggles, the helmet was his freepass for a ride on the Ferris wheel.Greasing the OX-5 and other minormaintenance could wait until morning.

He'd amble through the crowdedmidway, helmet in hand, occasionallywinking at the local girls, and sidle upto the big Ferris wheel for a cool andrelaxing ride in the relative stillness ofthe night air. The quiet alone musthave been a tonic .As I sat up there at the top of thebig wheel on that long ago summerevening listening to his calm reminiscing, I felt the privilege of his company,and it seemed like time had turned backto the 1930s. In the distance an oldairplane labored free of the earth overat the Ottumwa airport . The low rumble of its slow-turning engine attestedto its seniority.

t was on occasions like this I cameto understand that pilots don't just flyairplanes, they literally invented them.Today as I enjoy the broad spectrumof my EAA friendships, which includenearly every kind of aviator, I am againreminded of our unique heritage. Wewould do well to remember those rootswhenever we fly, build, and work onairplanes. Consider them as well whenour rights and our freedoms are challenged . We are, after all, quite different from cowboys. They didn't invent


25/36

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CALL TOLL FREE 1-800-843-3612IN WISCONSIN 1-800-236-4800 or OUTSIDE USA 414/426 4800MAJOR CREDIT CARDS ACCEPTEDEAAAVIATION FOUNDATION, EAAAVIATION CENTER, P.O. BOX 3065


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NOTICE OF ANNUAL BUSINESS MEETINGNotice is hereby given that an annual business meeting of the members of the EAA Antique/Classic Division will be held on Thursday, August 21990 at 10:00 a.m. Central Daylight Time) at the 38th Annual Convention of the Experimental Aircraft Association, Inc., Wittman Regional Airport,Oshkosh, Wisconsin.Notice is hereby further given that the annual election of officers and directors of the EAA Antique/Classic Division will be conducted by ballotdistributed to the members along with this June issue of VINTAGE AIRPLANE Said ballot must be returned properly marked to the Ballot TallyCommittee, EAA Antique/Classic Division, EAA Aviation Center, Oshkosh, WI 54903-3086, and received no later than July 30 , 1990.The Nominating Committee submits the following list of candidates: Espie M. Joyce, President; George S. York, Secretary. Directors: John Berendt,Bob Brauer, Gene R. Chase, George H. Daubner, III, William A. Eickhoff, Charles W. Harris, Jean Lehman Hill, Robert D. Lumley, Steve Nesse.

Espie M Joyce, Jr., Madison, North CarolinaMy father started flying three years before I was born so I have been around airplanes all my

life . At age a cropduster and friend gave me my first flying lesson. I soloed at 6 and receivedmy private license the following year. I earned my commercial license during co llege in 1964 andlater received my instrument rating. Among the planes I have rebuilt are several J-3 Cubs and twoMonocoupes , a 90-A and a D-145. In 1967-68 I built a Pitts Special. I presently own a 1940 clipwing Cub and a 1953 D-35 Bonanza. I joined EAA in 1963 and am a lifetime member. I am along-time member of the Antique/Classic Division. I was appointed to the Board of Advisors in1981 and was elected to the Board o Directors in 1984. I was elected president in 1988.

George S. York, Mansfield, OhioGeorge learned to fly in the U.S . Navy during World War II He soloed an Aeronca Chief inMarch , 1943 at Helena , Montana. He graduated from Ashland College in Ashland. Ohio and washired by Gorman-Rupp Company where he is currently Manager of Product Development. Georgebecame interested in vintage and homebuilt aircraft in 1957 and has since restored several Aeroncas.a Taylorc raft and recently comple ted restoring a Beech D 17S. He is a charter member of th eStaggerwing Museum and is Secretary/Treasurer and Newsletter Editor of the Staggerwing Club.George joined EAA in 1962 and has been an active judge at Oshkosh since 1970. He is Chairmanof the Classic Judging Committee and has been on the Antique/Classic Board of Directors sinceAugust of 1980.

John Berendt, Cannon Falls, MinnesotaJohn started flying in the late 1950s and had his interest in aviation renewed in 1967 when he

discovered EAA Chapter 300 in Little Falls, Minnesota . He has owned an Aeronca Chief but isbest known as President of the Fairchild type club since 1984 and editor of its newsle tter. 'TheFairchild Flyer. John is a charter member of Antique/Classic Chapter 3 in Minneapolis and hasbeen a volunteer at the EAA Oshkosh Convention since 1975 , concentrating his efforts on the 28Antique/Classic forums, John has most recently served as an advisor to the A/C Division .

Bob Brauer, Chicago, IllinoisBob received a degree in electrical engineering from Illinois Institute of Technology in 97 .

He served as a plane captain in P2V Neptune aircraft for the U.S. Navy reserve NAS. Glenviewfrom 1958 until his honorable discharge in 1962. Bob holds a private license with an instrumentairplane rating. He joined EAA in 1972 and the Antique/Classic Division in 1975 after volunteeringto work on regular convention and pre-convention flight line duties . He was appointed advisor tothe Antique/Classic Board in 1986 and elected director in 1988. Bob has co-authored a series ofvolunteer recognition articles for The Vintage Airplane as well as writing Chapter Capsuleswhich appears on a regular basis. By profession, Bob is an electrical engineer. In addition to hisAntique/Classic Division involvement, he has served as an officer for six years in EAA Chapter260 as treasurer and secretary.Gene R Chase, Oshkosh, Wisconsin

Gene grew up in Scottsbluff, Nebraska and has been interested in aviation as long as he canremember. He was an avid model airplane builder and a typical airport kid. His first ride wasin a Stinson SR-5 in 1936. Gene joined EAA in 1961 and was active in Chapter lOin Tulsa.Oklahoma . Aircraft he has owned include a Curtiss Wright Junior and a Church Midwing whichhe restored and later donated to the EAA Museum . He currently owns a Heath Super ParasolTaylor E-2 Cub and a Davis D-I-W. The latter two are licensed and flying. In 1973 Gene accepteda position with EAA and with his wife Dorothy, moved to Hales Corners, Wisco nsin . He retiredas Senior Editor of Publications in 1987 and on May 5, 1989 was appointed as Advisor to theAntique/Classic Board of Directors. At the past two Oshkosh Conventions he served on the ant ique


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George H. Daubner, III, Hartford, WisconsinMy love for flying started when I was 2 and attended my first air show at the Hartford Airport.I realized then that I wanted to make flying a large part of my life . I started flying in 1969 andearned my private ticket in 1970. In 1974, I was hired as a co-pilot flying Beech 8s and to managethe Hartford , WI airport on weekends . In the mid-70s , the Hartford Airport was a hotbed for sportaviation. During that period of time, I was able to check out in many different types of antiqueand classic aircraft. They included a Cub , Stearman, Great Lakes and Luscombe, to name a few.During that period I al so learned the importance of sport aviation, and our need to fight for ourright to fly. I'm currently the chief pilot for a Milwaukee based corporation, flying a 690 Commander, and in my spare time I am restoring a 1939 Luscombe 8A, which I hope to have flying inlate '90 or early '91 .

William A. Bill Eickhoff, St. Petersburg, FloridaBill's interest in aviation started in the late 1960' s when he had his first flight in a J-3 Cubwith Freddie Quinn , his father-in-law . He later obtained his private pilot license. His dedicationto flying, building and restoring aircraft led to his involvement with the Sun ' n Fun EAA Fly-In,some 4 years ago. Bill has been a member of EAA since 1972 and participates through Chapter47 in St. Petersburg. Bill has served as president of the Sun ' n Fun EAA Fly-In for the last fiveyears. He is al so a member of the Florida Sport Aviation Antique and Classic Association. Bill isa principal of Eickhoff Pieper, Inc., an independent registered investment management company.Bill , his wife Suzy, and their son Justin live in St . Petersburg, Florida.Charles W. Harris, Tulsa, Oklahoma

At the age of two, Charlie received his first airplane ride in his father's OX-5 TravelAir. Hesoloed when he was 16. He currently owns and flys an impressive collection of showcase airplanes.Included are: a Piper J3C65, Culver LFA Cadet, three Luscombes, an 8A and two 8F's, a Swift,and two factory Pitts (SIS and S2A) . He is a member of 27 aviation organizations , including theType Clubs for each of the airplanes he owns . He is a life member of EAA, a regular Oshkoshattendee and a member of EAA's Antique/Classic, lAC, and Warbirds Divisions. He has servedthree terms as President of EAA, Ch . 10, Tulsa, of which he is a Charter member. He hasbeen Co-Chairman of the Tulsa Fly-In at Tahlequah, Oklahoma for over IO years and has servedas a Senior Co-Chairman since 1983 . Charlie, is currently a Director of EAA's Antique ClassicDivision, and served as Chairman of the Interview Circle at Oshkosh '89 .Jean Lehman Hill, Harvard, IllinoisAs a native of Oshkosh, Wisconsin growing up just a few blocks from Wittman Airfield ,Jeannie's interest in aviation peaked at an early age. After earning her degree in Audiology andher marriage to Richard Hill, she moved to Burlington, Wisconsin to restore a 93 Kinner Birdbiplane. Since that first restoration, Jeannie has restored two other vintage planes, a 1937 J-2 Cuband a 1933 E-2 Cub, the latter of which she soloed after completing it in 1980. At present Jeannieowns and flies the two Cubs , a Tri-Pacer and a twin engine Cessna Bobcat (Bamboo Bomber) .Restoration projects include another E-2, an F-2 (three cylinder engine) Cub, a Pacer, anotherKinner Bird and an OX-5 Bird. Jeannie has participated in every EAA convention held at Oshkosh.She has volunteered and chaired several committees. On May 5th, Jeannie was elected an Advisorto the Board of Directors.Robert D. Bob Lumley, Colgate, WisconsinA native of Athens, Georgia , Bob Lumley currently lives in Colgate, Wisconsin where he isa superintendent for a construction firm . Bob started flying in 1968 after serving two years in theArmy . He soloed in 1968 in a Piper PA-Il and now holds private and commercial pilot certificates.Presently he owns and flies an Aeronca Chief. In 1982 he joined the Antique/Classic Division . Forthe past five years he has served as chairman of the Antique/Classic Fly-Out. He has also servedas co-chairman of the Antique/Classic Volunteers . For the past two years Bob has been Chairmanof the Pioneer Video project - a program undertaken by the Antique/Classic Division to captureon video as many aviation greats as possible . Bob, who is a member of Antique/Classic ChapterII and serves as its activities director, has been an advisor to the Antique/Classic Board of Directorsfor the past two years .

Steve Nesse, Albert Lea, MinnesotaSteve was born in Albert Lea , Minnesota and grew up on a farm near there. Always having adeep interest in aviation, he received his private license in 1967. In 1975 he purchased a 1946Navion from his father. After joining EAA in 1967 at Rockford , Steve has attended 23 consecutiveEAA Conventions . A charter member of A/C Chapter 13, he served as vice-president for two yearsand is presently completing a two year term as president of that chapter. Currently he serves asChairman of the A/C picnic and as co-chairman of the A/C Parade of Flight. After serving twoyears as an advisor he is presently a Director of the Antique/Classic Division.


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P SS T TO l5An information exchange column with input from readers

by Buck Hilbert(EM 21 N 5P.o Box 424Union L 60180

Letter from Gene DeRuelie of StudioCity , California. Gene, it s great tohear from you again . It' s a long timesince Star Trek. It's nice to be broughtup-to-date on the happenings out SantaPaula way . I m just hoping I can getout that way and see all the goin ' s on.Keep those letters comingNice letter from Matty Laird'sdaughter , Joan Post. She brings me up

who is just finishing up his multi-engine rating at Spartan. Also, Elsie,Mrs . Laird, is doing fine; might evenmake Oshkosh again this coming year.Several newsletters have been coming in. The Aeronca, Varga, TheRobin's Nest and the Mooney, as wellas the Cessna 170. All these are verywelcome and let me in on what is happening in the outside world. They aremost appreciated .

San Diego. The Fleet is runnin ' greatThe Glue Angels are back from anotheEnsenada, Mexico jaunt. ArminHolle's Starduster is going to be rebuilafter the taxi accident and the SanDiego Air Museum Swallow PT iabout finished .Phone calls: Dennis Trone, GalenaIllinois . Dennis , good luck on youHisso Travel Air. Hope it ' s as good ayour description . (See "MembersProjects," Page 6)Bill Woodward, ThompsonvilleMichigan . Kinner engines are undulycharacter assassinated. A Kinner wilrun and run as long as it has spark andfuel. Roughly , I'll admit, but it'll runOne nice thing about them is they leyou know about a week in advance thathey have a bellyache. Then you 'd better do something or you ' re in for a badtime Get rid of that metal propthough; a woodie will absorb the poweimpulses better and feel muchsmoother.Another letter - Bob Redner, WesBloomfield, Michigan. Bob , thanks


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one who pulls the prop through beforethe first start of the day . Happy "splashdowns" with your Sea Bee.Letter from Ed Lockhart, Lakeside,California, including the Ode toAerona. Ed, your public is waiting formore and more and more . So am IYou have a knack with the words andthe typewriter that really gets it. Getwith it , please?More phone calls - Rick Sisson ofWareham, Massachusetts called regarding a ring cowl for his GreatLakes. Rick is flying the Lakes that hisdad restored and with a grand total of

75 hours, all in taildraggers. He gothis license in a Citabria with his dadinstructing; he is now into aerobatics .I think this is just great. From talkingwith him, he has his head on straightand with his dad in the process of restoring a Stearman, he's in for somemore open cockpit biplane time.Herb Morphew of Marseilles, Illinois called in to tell me he is doingan article for us on the Tillsbury Flashracer flown by Art Carnahan. Herb isa contemporary of Bill Morrisey whowas at Douglas at the same time hewas; they both retired back in the mid1970s. Herb is from the Bloomington,Illinois area and knows an awful lotabout the early days of that area. I'vebeen encouraging him to tell the storyand I know he will.Dave Colton from Canby, Oregoncalled to tell me he is planning to putan Aeroncopy kit together for thehomebuilder who might be interestedin building an Aeronca C-3 replica. Ifhe can do it at the price he says he can,it'll be a real hot seller.

Tommy Atkinson, the L-5 driverfrom Las Vegas, is sporting a new figure and a new leg . Says he'll be backflyin' the L-5 as soon as he trains thenew leg and foot to work the brakepedal. Tommy had some bad luck withthat leg - had an infection that turnedreal bad and they had to amputate .He 's doing great now, though, and lost60 pounds, too

Roger and Janice Bacon of Monrovia, Indiana have quit the corporatepilot biz and have gone back to theirfirst love restoring and building.Roger has done some beautiful workand we can expect to see some moreof his efforts in the near future.

Hiroshi Morita, one of our Japanesemembers (we have more than 150),called for help in locating a propeller

wife have come and camped at Oshkosh for several years now. He has graciously invited Dorothy and me tocome visit him in Tokyo. I had plannedto accept his invite last year, but thecataract operation sort of blew that oneaway . We are going this spring,though. I want to visit as many of themembers in Japan that I can. Many remember the barnstorming we did withthe Swallow over there in 1982 whenUnited Airlines started service. Thistime I want to meet Mr. Honda and seehis airport too.

HE REPLIED,'ENUF TOBUY ME A

MERCEDES.' "

A nice card and an update from JimHaynes who puts out a neat little newsletter called the Robin' s Nest for Robinowners . He sez one of the Robins iscoming back from South America afterbeing rescued from a museum thatwent defunct. He also sent a nice pixof his latest retoration - a PiperCall from the San Diego GlueAngels reporter, Bob (Red Baron)Van Willer. Armin Holle's Startdusteris back in the air as of New Years Eveday Talk about a fast rebuild, Bob didthe work using a NEW set of wingsacquired from another Stardusterbuilder, covered the whole package,painted it and Armin reports it's faster ,looks slicker and flies even better thanit did before. The Red Baron is nowworking on the Staggerwing that raninto the Starduster. How about that? Iasked the Von if he 'd made any moneyon the deal. He replied, Enuf to buy

didn't make too muchGot a nice card from Duane andJudy Cole . I don't think Duane willever sit back and relax and let theworld go by. I talked to "Woody"Woods who flies with him using hisDecathlon, and Woody sez Duanenever ceases to amaze him with his expertise on the controls. Woody, although not a serious competitor, doesenjoy teaching aerobatics. His recentmove to the Las Vegas area in anticipation of retiring from United Airlineswill give him a lot more flyin' weatherthan here in Illinois .

My spirits have reached a new lowhere the past couple weeks. Being partof the Illinois Wing of the Civil AirPatrol, I became quite concerned withthe effect random drug testing wasgoing to have on my 422 pilots here inthe state. We asked and we couldn'tseem to get any answers from NationalHeadquarters, so we went after theguys in the Great Lakes Region CAP.Still no answers, so we sent to the FAAGreat Lakes Region . They sent out theman who heads the program, RandallRead .

Randall came out on his day off andmade a presentation to the Illinois A viation Forum. This affects everyonewho flies for hire, whether it be a balloonist, sailplane enthusiast, free-lanceflight instructor, A&P etc . It's prettyfar-reaching and a program is to be inplace for each affected individual April15, 1990. (This has since been put offfor at least one year. Cheer up, Buck-MP

I listened for awhile and then whenit came time for questions, I asked howI was going to be affected . I'm a checkpilot for the CAP, strictly voluntary; Ido free-lance instructing, BFRs, taildragger check-outs, whatever, usuallyfor free or for gas and oil. I do A&Pwork on my own and CAP airplanes,again more for fun and usually to helpout a friend. And I occasionally drivea school bus. Now my question is, willone program suffice for all of these activities? The answer was no I need adifferent program for each. I think youcan understand why I'm in a funk I'mabout to become a private pilot or, better yet, an ultralight pilot and get outof all these activities that introducepeople to flying and help make it alittle more affordable. I'm really in aquandry and don't know which way totum. Anybody out there got some sug


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June 1-2 - Bartlesville, Oklahoma. Biplane Expo '90, the National Biplane Association 's Fourth Annual Convention andExposition. Frank Phillips Field, Bartlesville, Oklahoma . Free to members of NBA.For membership information, contactCharles Harris , NBA, Hangar 54 Aviation, lones-Riverside Airport, Tulsa, Oklahoma. Tel. 918/299-2532.June 1-3 - Mountain View, Arkansas.Cessna 190-195 Association Fly-in , atOzark Folk Center near the Wilcox Airport.Contact Bill Terrell, PO Box 340, Hillsboro, Ohio 45133-0340, Tel. 513/3 931339 or Cliff Crabs, 25575 Butternut RidgeRd., N Olmsted, Ohio 44070-4505, Tel.2161777-4025 (eves).June 1-3 - Merced, California. 33rdMerced West Coast Antique Fly-in.Merced Municipal Airport . ContactMerced Pilots Association, PO Box 2312,Merced, California 95344 or call Dick Escola at 209/358-6707.June 3 - Tunkhannock, PennsylvaniaSkyhaven Airport . Fly-In Breakfast,8:00am-2:00pm. Contact Steve Gay,Skyhaven Airport, Tel. 717/836-4800 or717/836-3884.June 8-10 - Middletown, Ohio . Fifth National Aeronca Convention. Aeronca factory . Includes factory tour and visit toUSAF Museum. Contact lim Thompson,President , National Aeronca Association,PO Box 2219, Terre Haute, Indiana 47802.Tel. 812/232-1491.June 9 - Newport News, Virginia. 18thAnnual Colonial Fly-in. Sponsored byEAA Chapter 156 at the Patrick Henry Airport . Contact Chet Sprague, 8 SinclairRoad , Hampton, Virginia 23669. Tel 804/723-3904.June 10 - Aurora , Illinois Municipal Airport . EAA Chapter 579 Fly-In/Drive-InBreakfast Airport/FBO Open House;7:30am-Noon. Contact Alan Shackleto,Tel. 708/466-4193 or Bob Rieser, AirportManager, Tel. 708/466-7000.June 16-17 - Coldwater, Michigan . SixthAnnual Fairchild Reunion, Branch CountyMemorial Field. Contact Mike Kelly, 22Coldwater Drive, Coldwater, Michigan49036. Tel. 517/278-7654.June 22-24 - Pauls Valley, Oklahoma.Greater Oklahoma City AAA Chapter Flyin. Contact Dick Darnell, 100 Park AvenueBuilding, Suite 604, Oklahoma City, Oklahoma 73102. Tel. 405/236-5635 .June 23-24 - Orange, Massachusetts.

Orange Airport. Contact lames O'Connellat 413/498-2266.June 23-24 - Longview, Texas GreggCounty Airport. Wings Over East TexasAnnual Air Show. Contact Robert Perry ,Rt. 2, Box 159BA, Kilgore, TX 75662.Tel. 214/984-7521.June 28 - July 1 - Mount Vernon, Ohio.31 st Annual Waco Reunion . Wynkoop Airport . Contact National Waco Club, 700Hill Avenue, Hamilton, Ohio 45015 . Tel513/868-0084.July 7-8 - Emmetsburg, Iowa. SecondAnnual Aeronca Champ Fly-in and fly-inbreakfast. Emmetsburg Airport . ContactKeith Hamden, Box 285, Emmetsburg,Iowa 50536. Tel 712/852-3810.July 13-15 - Simsbury Connecticut. 2ndAnnual Northeast Stearman Fly-in atSimsbury Airport . Contact lim Kippen, J1Crestwood Street , Simsbury , Connecticut06070. Tel. 203/651-0328.July 14-15 - lola , Wisconsin . Airportbreakfast and Old Car Show. CentralCounty Airport, lola , Wisconsin . Call 414/596-3530.July 14-15 - Delaware, Ohio Airport, justnorth of Columbus ARSA. 9th annual EAAChapter 9 Fly-In. Food, camping more .Contact Art TenEyk, 614/363-6443 or AlanHarding 614/442-0024.July 20-21 - Collingwood, Ontario. Second Annual Gathering of Classic Aircraftsponsored by Collingwood Classic AircraftFoundation . Collingwood Airport (NY3).Contact Doug Murray, 5 Plater Street,R.R. No. 3, Collingwood, Ontario , CanadaL9Y 3Z2. Tel. 705/445-5433.July 20-21 - Coffeyville, Kansas . FunkAircraft Owners Association Reunion .Contact Ray Pahls, 454 S. Summitlawn,Wichita, Kansas 67209. Tel. 316/9436920.July 27-August 2 - Oshkosh, Wisconsin .

EAA Oshkosh '90. Wittman RegionalAirport, Oshkosh Wisconsin . ContactEAA, EAA Aviation Center, Oshkosh,Wisconsin 54903-3086. Tel. 414/4264800.August 18-19 - Schenectady, New York .Northeast Flight '90 Airshow, Schenecdady County Airport . Contact lohnPanoski, Northeast Flight '90, 419Mohawk Mall, Schenectady , New YorkJ2309, Tel. 5181382-0041.August 19 - Brookfield , Wisconsin. 5thAnnual Ice Cream Social sponsored byEAA Antique/Classic Chapter II at CapitolDrive Airport. Contact George Meade,5514 N. Navajo Avenue , Glendale , Wisconsin 53217 . Tel. 414/962-2428.August 24-26 - Sussex , New lersey. 18thAnnual Sussex Air Show. Sussex Airport.Call 201 /875-7337 or 702-9719.September 1-3 - Blakesburg, Iowa.Culver Cadet 50th Anniversary Celebration , Antique Field. Copntact Burke Bell3795 Smuggler PI., Boulder, Colorado80303 Tel. 303/494-0108 or Dan Nicholson 713/351-0114.September 8 - Chico, California. ChicoAntique Airshow. Chico Airport. ContactChico Antique Airshow Committee, 6 St.Helens Lane, Chico, California 95926. Tel916/342-3730.September 14-16 - Tahlequah, Oklahoma (50 miles east/southeast of Tulsa)33rd Annual Tulsa Fly-in and 10th AnnualBucker Fly-in. Contact Charlie Harris,3933 South Peoria, Tulsa, Oklahoma74105 , Tel. 9181742-7311. Bucker fanscontact Frank Price, Route I, Box 419,Moody, Texas 76557 , Tel. 8171772-3897or 853-2008.September 15-16 - Rock Falls , Illinois.Fourth Annual North Central EAA OldFashioned Fly-in. Pancake breakfast Sunday. Contact Dave Christansen at 815/6256556.October 6-7 - Sussex , New lersey Airport . Fly-In sponsored by EAA A/C Chapter 7 and EAA Chapters 238, 73 and 891.Info: Bill Tuchler, 2011797-3835; KonradKundig, 201/361-8789/FAX 201 /36 1-5760; or Paul Steiger, Sussex Airport , 201/702-9719.October 13-14 - Hickory , North CarolinaMunicipal Airport . EAA Chapter 731 5thAnnual Fly-In. Contact Norman Rainwater, 1415 Linwood Place , Lenoir, NC28645 ; evenings 704/578-1919, or LynnCrowell, 113 Auld Farm Road, Lenoir, NC


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Where The Sellers and Buyers Meet25e per word, 55.00 minimum charge. Send your ad toThe Vintage Trader, EAA Aviation CenterOshkosh, WI 54903-2591.

AIRCRAFT:1961 Piper PA-22-108 "Colt" 150 hours SMOHand restoration. Two people plus 36 gallons fueland 100 Ibs . luggage. Cleveland brakes, EL T, Escort 110, EGT, CHT, beacon, new glass, tires andDacron cover. A lot of flight time for $9,800 . CallChuck at 414/426-4815 days and 414/235-8714evenings. (CST-WI). ufnYes, a 1940 Stinson 10 - This fine old aircraft$9,500.00(Canadian). Springhouse Aviation, Box38 , R.A. 1, Widgeon Drive, Williams Lake, B.C.V2G 2Pl, 604/392-2186. (9-5)Cessna 170B - 1952, 450 SMOH, Clear straight, bush STOL kit. Good radios and paint.$20,500. 4141725-6787. (6-1)1938 Ryan SCW - One of 12 made. Polished,fast , no radios, one of the nicest flying airplanesever. Continental engine. $32.5K. Serious only,4151743-9272.

ENGINES:

1910-1950 Original Plane and Pilot Items - Buy- sell - trade. 44-page catalog over 350 items available, $5 .00. Airmailed. John Aldrich, POB-706Airport, Groveland, CA 95321 , 209/962-6121 . (9-6)CLASSIC AVIATION BOOK - "Crusader. Comprehensive 180-page look at 200 mph + futuristicearly-1930s airplane, its young genius designer,financial intrigue that scuttled production plans.AVIATION 'S VERSION OF TUCKER! 300 + previously unpublished drawings, photos includingAmelia Earhart and dozens of rare aircraft designs.Gorgeous full-page color illustrations and dustjacket. Huge 11 x 16 inch serial-numbered hard-coverlimited edition with author's , designer's signature- FUTURE COLLECTORS ITEM? Special pricefor EAA members : $68.50 plus $5 shipping . (Mass.residents add sales tax.) Or send for details $2 .00 .Rare Birds Publishing, P.O. Box 67 , South Berlin,Mass. 01549. (6-2)CHAMPS AND CHIEFS - The book for 7 and 11model Aeroncas. Factory approved service letters/bulletins, modifications, repairs, 15 charts, illustrations, 140 topics, 240 pages. FAA AD's. Satisfaction guaranteed, $29.75 . Charlie Lasher (author),4660 Parker Ct. , Oviedo, FL 32765.

MEMBERSHIPINFORMATION

EAAMembership in the ExperimentalAircraft ASSOCiation , Inc. is $30.00for one year, including 12 issues ofSport Aviation. Junior Membership(under 19 years of age) is available at$18.00 annually. Family Membershipis available for an additional $10.00annually All major credit cards acceptedformembership. FAX (414) 426-4873.

ANTIQUE/CLASSICSEAA Member - $18.00. Includesone year membership in EAA Antique-Classic Division, 12 monthlyissues of The Vintage irplane andmembership card. Applicant mustbe a current EAA member and mustgive EAA membership number.Non-EAA Member - $28.00. In-cludes one year membership in theEAA Antique-Classic Division, 12monthly issues of The Vintage Airplane, one year membership in theEAA and separate membershipcards. Sport viation not included.

lACMembership in the InternationalAerobatic Club, Inc. is $30.00 annually which includes 12 issues ofSport erobatics. All lAC membersare required to be members of EAA

WAR BIRDSDynamic Antique Radial Engine Balancing Specializing in Warner 145, 165, 185 engines."Smooth out the vibration when rebuilding . 904/768-5031 . (7-4)Engine Parts - for Continental A50, 65, 75 , 80and their accessories - cylinder cases, cams,rods, gears, everything but crankshafts. Send wantlist to: Air Salvage of Arkansas, Rt. 1, Box 8020,Mena, Arkansas 71953, call 501 /394-1022. (-5/91)Good Used Ignition Harnesses - tested okay.Fuel pumps in boxes. Rod bolts in plastic bags. Allproperly identified as removed from engines goingin for overhaul. Air Salvage of Arkansas, Rt. 1, Box8020, Mena, Arkansas 71953, 501 /394-1022. (-5/91)

MISCELLANEOUS:NEW EAA REFERENCE GUIDE - Now in onevolume! Covering all EAA journals 1953 through1989. Newly organized, easier to read. MUCH REDUCED PRICE! Past purchasers: $7.50 USD plus$1.50 UPS/postage, $3 .00 Canadian, $7 .00 other.New purchasers: $15 USD plus $1 .50 UPS/postage, $3 .00 Canadian, $7.00 other. VISA/MASTERCARD accepted. John B. Bergeson, 6438 W.Millbrook Road, Remus, MI 49340. 517/561-2393.Note: Have all journals. Will make copy of any article(s) from any issue at 25 1: per page. ($3.00minimum)."Meticulous Delineations" - Antique scalemodel construction plans, or wall decor by VernClements (A/C 5989), 308 Palo Alto, Caldwell, ID

Super Cub PA18 f

Documents

Vintage Airplane - Jun 1990