Vintage Airplane - Oct 1989

8/12/2019 Vintage Airplane - Oct 1989

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The naqazine o f the EAA Antique/Classic Division October 989


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by Espie Butch JoyceWhere has the summer gone? Augustwent really quickly this year. I suppose thatreturning to my office after the OshkoshConvention for two weeks and facing amountain of paper work on my desk madetime seem to pass faster than normal. Nowwe are moving into fall which is one of my

favorite times to go flying. The color of theautumn leaves, the clear skies and the absence of thunderstorms makes flyingaround with the door of my Cub open areal pleasure. t will not be much longerbefore I must close the Cub's clamshell andflying won't be quite as pleasant any more .Bad NewsA number of Antique/Classic membersmay know by now but I need to report thatPeter Hawks, an advisor for the divisionfor some time and a judge at Oshkoshpassed away one week before the Conven

tion after a long illness . Peter really enjoyed the Antique/Classic Division. Heworked hard at his job and was well thoughtof by everyone who knew him. Peter wasfrom San Carlos, California and was theowner of a Spartan Executive and a Grumman Widgeon. He had owned an FI7DStaggerwing in the past which was damaged by another pilot in an accident. Hewas 65 years old and was the son of movieproducer, Harold Hawks who produced anumber of aviation movies. There was amemorial fly-in held in California by anumber of his friends on September 23.Peter will certainly be missed by the Antique/Classic Division.

More bad newsOne week following the Oshkosh Convention, Dale Wolford of Ashland, Ohio,who was George York's co-chairman of theClassic Judging Committee passed awaywhile at work in his office. Dale was 6years old and worked in the judging at Oshkosh for 5 years. He was on stage onThursday night of the Convention to helppresent the trophies and was the picture ofgood health. He was very active withAeroncas and owned a Chief for over 20years. He also owned an Aeronca C-2 anda C-3. The C-2 has been featured inSPORTSM N PILOT Magazine. We aregoing to miss Dale also .2 OCTOBER 989

STR IGHT AND LEVELTeA traumaWell, as everyone knows, the 30-mileveil around the TCA airports is now in effect. In August of this year, Charlotte,North Carolina became a TCA . I thinkeveryone should get themselves a newCharlotte chart so they can look at thisTCA. The control management at Charlotteworked very hard to accommodate all ofthe surrounding airports as far as the upside-down wedding cake boundaries go and

should be commended for that. AlthoughMode C is still required within the 30-mileveil, the local airports are almost 100 percent free of the TCA itself.When you look at this chart , you maysee something that illustrates how government agencies "cooperate" with each other.One group said that the cetner of the TCAwill be the VOR, which is not on the airport. The other said that the 30-mile veilwill emanate from the center of the airport.Consequently, the two rings do not matchup and are printed on the chart that way. Idon't suppose we should take it personallythat the people in Washington seem out toget us sportsman pilots . The controllers'management people in the field tried tohave the chart discrepancy corrected, butevidently Washington does not listen to thepeople in the field, (so life goes on).

Old radiosWhile we are talking about Washington,there is another issue brewing there thathas been overlooked by a lot of pilots.Being aviators, you don't necessarily payattention to the Federal CommunicationCommision but in 1985, the FCC issued anotice of proposed rulemaking that wouldrequire tighter frequency tolerance ontransceivers carried aboard aircraft. Thisrule, with very little opposition, has nowcome to pass and takes effect January I,1990. What this means is that if you havea 360-channel or a 90-channel radio, youmore than likely will be illegal after thatdate. Some of the radios that I feel surewill be on the "illegal" list will be, forexample, the Genave 100, 200, 200A,Narco Mark 12s, King 100s, 150s, 160sand yes, the KX 170As.One positive note, the FCC may considerpostponing or backing off on this requirement date, not knowing how to enforce therule at this time.

Women's Air DerbyOn the plus side, the anniversary flightof the First Women's Air Derby has justbeen completed. This was Susan Dusenbury's reenactment of Louise Thaden'swinning flight in the same Travel Air 4000.The route was the same as the originalwhich started in Santa Monica, Californiawith stops in San Bernardino, California;Yuma and Phoenix, Arizona; Douglas,

New Mexico; Pecos, Midland, Abiline andFort Worth, Texas; then on to Tulsa, Oklahoma, Wichita and Kansas City, Kansas;East St, Louis , Illinois; Terre Haute, Indiana; Columbus and, finally , Cleveland ,Ohio. The re-enactment was the brainchildof Dub Yarborough who heads up theTravel Air Division of the StaggerwingMuseum Foundation . The tour ws madepossible by a lot of volunteers and receiveda lot of good publicity along the route, including an article by Jack Williams in USAToday. All the participants in the trip worename tags with the EAA Antique/Classiclogo on them . I would like to thank themfor the recognition paid to our division. Wejust can ' t get enough good media exposure.f any of our members feel they can be ofassistance after the fact on this particular

tour, please contact Dub Yarborough at theStaggerwing Museum Foundation: PO Box550, Tullahoma, Tennessee 37388 and askhim how you may be of assistance.GoodiesWe have had a number of requests to

order some of the merchandise that we soldout of during the Oshkosh Convention,such as T-shirts, jackets, etc. We are nowin the process of restocking our merchandise and will place an ad in VINT GEIRPL NE so that you can order theseitems from Headquarters . Hopefully, we

will have all this accomplished in time forthe Christmas season.Vintage TraderMark Phelps, our editor of VINT GE

IRPL NE has arranged with our printerto allow your ads in "Vintage Trader" torun with only a 30-day lead time, insteadof 60 days as in the past. Deadline for adswill be the first day of the month precedingthe month of issue (i.e December I for theJanuary issue). This should encouragemore of you to utilize this service . We havehad a number of members who have gottengood results with "Vintage Trader" and Iencourage you to take advantage of it also.

Speak outYour Antique/Classic Board of Directorswill be meeting the first part of Novemberand I would like to encourage everyone tolet me know of any concerns or suggestionsbefore. the meeting so that we can addressthese matters at that time. Also again, Iwould like to ask that if you know of aperson or aircraft that would be of interestto the membership, please send this information and photos to Mark Phelps at Headquarters in Oshkosh or to me, so that thismight be used in VINT GE IRPL NE foreveryone to enjoy.Let's all pull together in one directionfor the good of aviation. Join us and haveit all


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PUBLICATION STAFFPUBLISHERTom Poberezny

VICE-PRESIDENTMARKETING & COMMUNICATIONSDick Matt

EDITORMark PhelpsART DIRECTORMike DrucksADVIERnSINGMary Jones

ASSOCIATE EDITORSNorman Petersen Dick CavinFEATURE WRITERSGeorge A Hardie, Jr. Dennis Parks

EDITORIAL ASSISTANTIsabelle WiskeSTAFF PHOTOGRAFHERS

Jim Koepnick Carl SchuppelJeff IsomEAA ANTIQUE/CLASSICDIVISION, INC.OFFICERS

President Vice PresidentEspie "Butch" Joyce Arthur R. Morgan604 Highway St 3744 North 51st Blvd.Madison, NC 27025 Milwaukee, WI 53216919/427-0216 414/442-3631

Secretary TreasurerGeorge S York E E "Buck" Hilberl181 Sloboda Ave. P.O. Box 424Mansfield, OH 44906 Union, IL 60180419/529-4378 815/923 4591

DIRECTORSRobert C "Bob" Brauer John S Copeland9345 S.Hoyne 9 Joanne DriveChicogo, IL 60620 Westborough, MA 01581

312m9 2105 508/366 7245Philip Coulson William A Eickhoff28415 Springbrook Dr. 41515th Ave., N.E.Law1on, MI 49065 St.Petersburg, FL 33704616/624 6490 813/823 2339Charles Harris Stan Gomoll3933 South Peoria 1042 90th Lane, NE

P.O.Box 904038 Minneapolis, MN 55434Tulsa, OK 74105 6121784-11729181742-7311 Robert D. "Bob" Lumley

Dale A Gustafson N104 W203877724 Shady Hill Drive Willow Creek Rd.Indianapolis, IN 46278 Colgate, WI 53017317/293 4430 414/255 6832Gene Morris Steven C Nesse115C Steve Court, R.R. 2 2009 Highland Ave.Roonoke,1)( 76262 Albert Lea, MN 56007817/491-9110 507/373-1674

Daniel Neuman s.H. OWes" Schmid1521 Berne Circle W. 2359 Lefeber AvenueMinneapolis, MN 55421 Wauwatosa, WI 53213612/571-0893 414m11545DIRECTOR EMERITUS

s.J. Wittman7200 S.E . 85th LaneOcala, FL 32672904/245 7768ADVISORS

John Berendt Gene Chase7645 Echo Point Rd . 2159 Carlton Rd.Cannon Falls, MN 55009 Oshkosh, WI 54903

507/263-2414 414/231 5002George Daubner John A Fogerty2448 Lough Lane RR 2, Box 70Hari1ord, WI 53027 Roberts, WI 54023

414/673 5885 715/4252455Jeannie HillP.O.Box 328Harvard, IL 60033815/943-7205

OCTOBER 1989 Vol. 17, No. 10Copyright 1989 by the EM AntiquelClassic Division, Inc. All rights reserved.

Contents2 Straight and Level/by Espie Butch Joyce4 Chapter Capsuleslby Bob Brauer5 Vintage Literaturelby Dennis Parks6 Members Projectslby Norm Petersen9 Vintage Seaplaneslby Norm Petersen

12 Rudy Kling Remembered/by Clarence Mather

15 Spiffy Planelby Bob Brauer16 Behind the Ballyhoolby Ruth Nichols

(reprinted from American Magazine,March 1932) Page 1622 48x 3lby William G. Wright29 Pass I t To Bucklby E.E. Buck Hilbert31 Vintage Trader35 Mystery Planelby George Hardie, Jr.

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FRONT COVER William Wright and his 1948 Luscombe 11A Sedancompleted a tour of 48 states in less than 48 flying hours. Read thewhole story on page 22.(Photo by Carl Schuppel - photo plane flown by Carl Koeling)REAR COVER ... In 1932, Ruth Nichols was one of the nation's premieraviators. She shared her predictions with the readers of AmericanMagazine in March 1932. The article is reprinted on Page 16.(Pastel Drawing by Neysa McMein)

Thewords EM, UL TRAUGHT, FLY WITH THE FIRST TEAM , SPORT AVIATION, and the logos 1 EXPERIMENTAL AIRCRAFT ASSOCIATION INC ., EM NTERNATIONAL CONVENTION, EM ANTIOUE/CLASSIC DIVISION INC ., INTERNATIONAL AEROBATIC CLUB INC ., WARBIRDS Of AMERICA INC. , are regsteredtrademar1


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CHAPTER CAPSULESby ob rauer

Editor s note: The August installmentof this column incorrectly listed BobLumley as the author. Bob was quickt point out that Bob Brauer deservescredit.

Chapter 13n January 12, 1984 interest in achapter for "antique bird buffs" fromsouth central Minnesota culminated inthe formation of Antique Classic Chapter 13 . Charter members and original

organizers were Bob Lichteig and PaulSteiler of Albert Lea, Minnesota andRoy Redmond of Faribault, Minnesota .They named their group the "Bernard H. Pietenpol Chapter" to honorthe man who originally built thePietenpol Air Camper around 1929 or1930, making this homebuilt an antique . In addition, Bernie Pietenpolhad his airport located in CherryGrove, Minnesota which is approximately the center of Chapter D smembership. The original hangar thatPietenpol built and used in his earlydays of aircraft development was disassembled in October 1984 and reconstructed at Pioneer Airport where itnow houses many of the EAA Foundation's antique aircraft. Details of themove are covered in the January 1985issue of VINTAGE AIRPLANE.Chapter D s current president,Steve Nesse of Albert Lea, explainedhow they attracted members to theirnew chapter, "The original organizerswent to EAA Headquarters and obtained an address printout of EAAmembers residing in the area's zipcode. Notices were sent to those peopleand the organizers also distributedflyers at local airports about the formation of a new N chapter." As a result, the group had a very good turnoutat its first meeting. The membershiptoday, numbering about 28, covers a75-mile radius from Owatonna, Minnesota extending into northern Iowa.Meetings are held in various locations due to the wide membership area,ranging from the Northwood, Iowa4 OCTOBER 1989

Vern Deal, Sr in his Corvair-powered Air Camper, possibly the last to fly from PietenpolField.

Bernard Pietenpol s hangar during its systematic disassembly p rior to shipment to Oshkosh in 1984.Airport to Buzz Kaplan's hangar inOwatonna, Minnesota to Steve Nesse'sbasement However, during the threeor four months of relatively mildweather during the summer, the chapter dispenses with the regular formatand instead meets at as many fly-inevents as possible . The committee responsible for setting up Chapter 13'sprograms emphasizes subjects of interest to the members such as two recent programs covering antique andclassic model-aircraft plans and thehistory of antique aircraft restoration .Chapter I3 s individual membershipprojects consist of a good solid base ofongoing restorations. One of the mostrecent is that of Jim Stier of Northwood, Iowa. Jim, an airport operatorand crop sprayer is restoring a Stearman and a Beech C-45/SNB . A Fair-

child project is occupying the talentsof John Berendt of Cannon Falls andJim Hiner of Kenyon, Minnesota .Gary Underland of Medford , Minnesota played a large part in the restoration of Buzz Kaplan ' s Savoia Marchetti S.56 amphibian that we haveseen at Oshkosh and in the pages ofVINTAGE AIRPLANE.The group's main social event is anannual picnic for all members andguests on the third Sunday of July, usually at Vern Deal's airstrip in St.Angsar, Iowa. Speaking of picnics,Chapter President, Steve Nesse madeall the arrangements forthis year's Antique/Classic Division picnic at theOshkosh Convention. If you missedthis outing at the Nature Center, well,wait 'til next year. Be there, you won'tregret it!


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USED AIRCRAFT GUIDES(Part Two)

In the September installment ofVintage Literature, used airplaneclassified ads were examined from1915 until 1937, the year thatTRADEA-PLANE first appeared . TRADE-APLANE was published expressly as anational advertising vehicle for thosewishing to sell used airplanes .TRADE-A-PLANE was not the firstnor the last such publication, but it isthe longest lasting one and the mostrespected one having been publishedfor over 50 years .The earliest publication devoted toused aircraft sales that is in the EAAAviation Foundation library is theUSED AIRCRAFT DIRECTORYpublished in Athens, Georgia in 1934.The copy examined was publishedas Volume No. 1 issue No. VII datedSeptember 1934. It consisted of 10pages of ads listing more than 50 aircraft. Apparently some reader wasdoing a study of used aircraft as thereare penciled notes on the cover as tothe number of aircraft in different priceranges.

The notes indicated that there werefour aircraft for sale at less than $100,16 under $200, six under $375 and 24under $400. A quick glance throughthe publication shows the most expensive plane was a Curtiss-Wright J-6Thrush at $4,250.TRADE-A-PLANE appeared in October 1937. It was the development ofCosby Harrison of Crossville, Tennessee. He was the owner of a damagedSwallow airplane and while trying toget parts to repair it he was dreamingof getting another airplane.Like others he read the classified adsin AERO DIGEST and A VIA TION.While scouring the countryside looking for parts for his bent plane, he encountered others needing to sell or purchase parts and came up with the ideaof circulating a list of want ads .These lists were handwritten andmailed to interested people or postedat airports. When his second list hadgrown to 18 items, he decided to publish his lists as a business venture.His fust step was to obtain a list ofpilots and aircraft owners from the Department of Commerce. He then had

by ()enni VarkLibf arYAn:hive

()if ect()fflyers and postcards printed asking forpeople to advertise in his publication.He received about 50 ads for his firstpublication.The first issue had the ads on oneside of a 12 x l8 sheet of paper. Therewere 9,000 copies of the first issueprinted . Cosby had decided that the audience for the publication would be the8,000 pilots who had over 200 hoursand who could teach others .As stated in the first issue:

This sheet carrying classified anddisplay advertising from different partsof the country, will be mailed FREEevery ten days to each registeredTRANSPORT PILOT in the UnitedStates . We feel that this will prove tobe the best medium for better acquainting the BUYERS and SELLERS ofused airplanes and parts for airplanes.The reason for sending this advertisingto transport pilots is that they are thekey airmen of today. They manage andoperate most of the airports . They domost of the instructing. Their advice isgenerally called for and accepted whena decision is to be made as to the purchase of an airplane or part.

AERONCAAERONCA MODEL K: Lus than 160hours . Brakes, navigation IIlthto. Ship Inperfect condition. Price 11300.00 . McKinleyAir Transport, In c . , Canton, Ohio .1937 AERONCA K: 80 hours total time .Ship absolutely just like new. Price U400terms. W. Clayton Lemon, Roanoke, Va.DeLUXE C3 AERONCA SEAPLANE: (Builtfor .,.It water) like new. Price t1260. Fred DCook, 11 Revere Drive, Floral Park, N.YAERONCA K: 260 houn total, like new,U200, .. . 80 down. Tred Avon Flying Sen Ice, Eastland, Maryland.19a3 AERONCA C3: t660. Color red wingswith black fuselage . 40 hours on motor sinceoverhaul. 460 total ho u on ship. Cover Ingood condition . OIro strut landln'f gear . LI

c e n ~ d until July. 1938 . B. C. Wllk nlon. Box1306, Raleigh, N.C.FOR SALE OR TRADE for StlMon, C3 Aeronca E 113 engine, winter e n c l o ~ u r , Justoverhauled, windshield and flberlold sheet Ing repl eed; wing nd tall groud refinished;color International orange an bl ck: ha.new propeller. Engine and airplane has 486houn since new: has oleo landing ge r. LIcenn expires June, 1938. ThIs ship Is In tiptop .hape and I. worth more than t860,whIch Is my prIce. R. E. Lee, Rocky MountFlying Senlee, Rocky Mount, N.C.

From that first edition of a singlesheet, TRADE-A-PLANE has growninto a publication of l60 to 170 pagesper issue with a circulation of over180,000.Through the years TRADE-APLANE has had some competitors butnone survived very long . One that isin the library is THE PICTORIALAMERICAN AIRPLANE EXCHANGE. The issue consists of one12 x 18 sheet with ads on one side andseems to have been published in 1940.

It is unusual for its time period in thatthere is a photograph for each of the21 planes advertised . It was publishedby the Myers Co. of Topeka, Kansas.

Another competitor was the NATIONAL AIRCRAFT BEACONwhich lasted three issues and was published from January to March 1940 inMeadville, Pennsylvania. Anothersimilar publication was: AIR-ADS,Aug. 1944 - April 1948, Royalton,Minnesota.Cosby Harrison, the founder, diedin 1984, but the publication carries onas a third-generation family business.Quite a record of accomplishment. Anoriginal copy of the first issue providedby Jean Durfee and Carolyn Flick ofthe TRADE-A-PLANE staff is onexhibit at the EAA Air AdventureMuseum in the library

AMERICAN EAGLEAMERICAN EAGLE OX6: Complfltely rebullt but not Rssembled. Motor extra good condltlon. Will license and auemble lor '60.Th o . O. Kutenon, Box 1146, Knoxville,Tenn.

ARROWARROW SPORT: 80 LeBlond. New cover onupper wIng and fuselage, lower wing coveredyear ago. Licensed till July 1938. Ship I. finIshed In hlack. Sell for t860. Trade forFranklin Sport 90, Stearman, or Aeronca K.K. A. Weed, Box A, Kalama.oo, MIch.

BEECHBEECHCRAFT: 4place with Jacob. 226 mo tor. Excellent condition. JUlt rellcensed toOctober 1938. Color red and gray. Price'3760. Th o. O. Kesterson, Box 1146, Knoxville, Tenn.BEECHCRAFT B7R: Wright 460. Small totaltime and fully equipped. SlIlt en months oldand like new. Just majored by Pacific Alrmothe. Cost over U6,OOO. Must nil t8ooo.Mouton o Clyde, San Franclsoo Airport, Sanfrancl.co. Cal.

BIRDBIRD: Warner Motor, very fine condition.Tar.lorcraft DI.trlbuto for Northern 1111no s, WI.coullln, and upper Michigan. FoxValley Flying Senloe, Aurora Airport, Aurora. III.

VINTAGE AIRPLANE 5
http:///reader/full/11300.00http:///reader/full/Kalama.oohttp:///reader/full/francl.cohttp:///reader/full/11300.00http:///reader/full/Kalama.oohttp:///reader/full/francl.co


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MEMBERS PR TS ...by Norm Petersen

This yellow e black 1941 N2S-1 Stearman is the pride e joy of Jack Pollack EM 328199,N 13555)of Scoffsdale, Arizona. Registered N51034, SIN 75-1048, the Stearman spent its wartime years atNAS. Jacksonville and Anacostla, Washington, D.C. In 1943 it was assigned to NAS. Memphiswhere it was tumed over to the R.F.C. in 1944 and sold as surplus. It was a "duster" for many yearsuntil retumed to "aimosf' original condition in 1974. Jack bought the Stearman in 1989 and isslowly retuming the rugged oid biplane to its original condition as when it came out of Boeing'sWichita, Kansos plant in 1941. The delivery cost of this airplane was $5,930 in 1941, which did notinclude the engine, prop, wheels, tires and instruments Total cost in those days was $9,120.

This partiallycompleted Aeronca C-3 "Razorback" Is being rebuiltby AI Meyer EM 327839, N 13514) of Panacea, Florida.AI reportsthe project is about 60% finished. Note what appears to be apair of (precious) 7:00 x 4 tires on the wheels

This pretty white with yellow trim Luscombe8A, NC1192K, SIN 3919is owned by Scoff Davis EM 326018 N 13347) of Lebanon, Oregon. Darlene Davis writes, This aircraft had been on its backwhen Scoff purchased it at the age of 16 for $800 in 1974. Together,we got it flying In 1976 and she's been flying ever since. Scoff hasput 1800 hours on it since then."6 OCTOBER 1989


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Truly a labor of love is this 1945 Stearman. N1363V. SIN 75 8704. owned by Charles Lewis EM 328768. NC 135n ofMeridianville. MississippI. Resfored over a 5 12 year period. the Stearman features a 300hp Lycoming R 680 13 swinginga Hamilton-Standard 2B20-9 prop.The dishpan and exhaust is modified Beech AT10 with the cowl literally hand-madeThe wheelpants are Wag-Aero and the covering is Ceconite with polyurethane colors.The beautiful spinner and propwere polished with Rolite for that mirror finish. This is Charles' first project and reflects a meticulous piece of work

VINTAGE AIRPLANE 7


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M E M E R S ~ PROJE TS ...by Norm Petersen

These three photos are from Tara Field, anairport near Mocksville, North Carolinathat features a World War II setting and isowned by Navaro and Jan Nichols EM87373 lC 8601 . Even the WW II QuonsetHut is decked out In appropriate memorabilia. Aircraft Include a 1942 Stearmanwhich came from Callfomla, a Vultee BT13A, a North American L-17 and a CessnaUC-78 Bamboo Bamber under restoration. The ''Tower'' Is used for flow controlduring the annual fall fly-In at Old SouthAirplane Works, a well chosen name.

8 OCTOBER 1989


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VINTAGE SEAPLANESby Norm Petersen

Photos courtesy John FinielloThis sequence of four f ded pictures from over forty years goshows how to launch a Piper Cub Special PA-11) mounted onEdo 1400 floats from a dock bout 12 feet bove the waterIn the first photo, the ramp Is watered down with a hose ndmanpower Is gathered. Next, the engine Is hand-propped ndthe pilot crawls In the front seat With all hands helping topush, the PA-11 Is tipped over th edge nd begins Its slideto the water. Note how the engine Is tumlng up to help theoperatlonl Finally, the Cub slides Into the water nd bobs toa level position, ready to taxi . Just how the Cub Is put b ckon the shelf has not been explalnedl

VINTAGE AIRPLANE 9


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VINTAGEy orm

Photo courtesy of l W StephensonFrom the extensive photo collection of I. W. (Ike) Stephenson EM 82203, lC 3704) of Menominee, Michigan, comes this pictureof a G-21 Grumman Goose, complete with retracting wing floats and registered in Great Britain as G ASXG. (Note entrancestairway) Previously registered In the U.S as N3692, the Goose was converted to a McKinnon Turbo Goose in 1968 and becameCF AWH in Canada in September of 1973.

10 OCTOBER 1989


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SEAPLANES

Typical busy d y t the Philadelphia Sky Port Seaplane Base as recorded by John Flniello In the l te 1940s. In the foreground Isa Grumman Widgeon with Ranger engines nd Curtiss-Reed props, a Luscombe SA on Edo 1320 floats, two Republic "Seabees"nd five Piper J-3 "Cubs" on Edo 1320 floats, all parked long the dock. N John says ''There was always a gre t de l of activityt the seaplane base "VINTAGE AIRPLANE 11


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RUDY KLINGREMEMBEREDby larence Mather

T he year 1987 marked 50 years sincethe Clayton Folkerts air racer design,SK-3 , "Jupiter, The Pride of Lemont ,"with Rudy Kling pilot, had its day ofglory and tragic finale. I would like toshare with you my memories of someof the people, places and events of thatera . I ll be as accurate as a mediocrememory permits.Lemont, Illinois is about 30 milessouthwest of Chicago on the hilly ,southeast bank of the Des Plains Riverflood plain. The Albert Kling farm wasa couple of miles from town on agravel road. A couple of turns fartheralong the road was the John Matherfarm where I was born. Among myearliest memories is one of riding totown in the family Model T. On theway, we passed the Kling farm whichwas somewhat unique in that the housewas on one side of the road and thebarn on the other. Often one or moreof the Kling boys would be about andwave as we passed. There were three:George, Rudy, and Fritz .One day there was a gang of workmen, some horse-drawn earth scoopsand a concrete mixer on one of thegravel roads . When the paving wascompleted, it was named Highway 66 .Many years later I traveled that concrete ribbon all the way to LosAngeles2 OCTOBER 989

Rudy and Fritz Kling were giftedmechanically and worked on farmmachinery , motorcycles , and cars .Soon after Highway 66 was completed, they built a gas station/garageby the highway and opened for business .Sometime later, probably severalyears, there was a yellow biplaneparked in the pasture across the highway from their garage . Rudy Klingwas now flying. Sometimes I wouldbe lucky and the airplane would belanding as we drove by. I believe thatRudy kept the airplane at Art Chester'sairport near Joliet. That was just a fewmiles away as the biplane flies . So oncertain days Rudy would fly to the pasture and get some flying time in duringbreaks in the garage routine.Quite a while later, Dad heard thatRudy had purchased a racing plane andkept it in the garage part of the timeI would now beg Dad to stop at thegarage during trips to Lemont so thatI could ogle the racer. t was one ofthe Keith-Riders purchased secondhand. t was named "Suzie" and waspainted light blue and yellow. The craftwas carried on a flat bed car trailerwith the wing removed. Frequently theengine cowling would be off and theengine worked on. Once I was puzzledto see someone rubbing a tail surface

with a piece of gray paper in a puddleof water That was my introduction towet-or-dry sandpaper. Suzie placed ina number of air races with Rudy Klingas pilot. It was destroyed at the LosAngeles Air Races when a car droveright in front of Suzie as Rudy wassetting it down Considering the highlanding speed and the fragility of thetight-fitting aircraft, it was a miraclethat Rudy was not injured. Dad predicted, with deadly accuracy, thatRudy would kill himself someday inthose racing planes.Next we learned that Rudy wasbuilding a new racing plane in LemontNow when the family went to town forsupplies and banking , I would hurryover to the building where Wurtzler'sDrug Store used to be. There, "Jupiter,The Pride of Lemont" was being constructed. The project was sponsored,at least in part, by some Lemontbusinessmen who gave rise to the latterpart of the name .Now I would like to digress fromairplanes and tell you some thingsabout Lemont. Though patronized bylocal farmers such as Albert Kling andmy father , it was not a typical farmtown as is found throughout the midwest. The population was about] , 1in the early 1930s. Some peopleworked in nearby limestone quarries or


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a local aluminum products plant.Others rode the street car to Chicagoarea industries . Lemont is a Frenchname and most o the people wereCatholics. There were three Catholicchurches in town . There was an IrishCatholic, a German Catholic and aPolish Catholic, but no French CatholicDuring my preteen years, prohibition was the law but it was often broken. One day my father and I werewalking on a Lemont sidewalk whenwe met one o his uncles. After a shortdiscussion, they headed for a smalldress shop . We entered and walked tothe rear. The lady proprietress usheredus through a curtained doorway into abackroom. There was a small bar inthe room and the men downed a coupleo "shots" o bootleg whiskey Judgingfrom their facial grimaces and tearfilled eyes, they got a lot o internalaction for their money Just a few yearsago I was in Lemont at services for myfather and was astounded to see thesame dress shop still being operated bythe same lady That was over 50 yearsby the same owner in the same buildingThe Chicago Drainage Canal , reallyjust a huge open sewer for the city oChicago, ran by the edge o Lemont.Barges plied those filthy waters and I

wondered how the bargemen couldstand the stench for days at a time . Thecanal served other purposes. At irregular intervals corpses were fished fromthose vile waters . Some were the remains o despairing souls who decidedto end their earthly life. Others, it wasrumored, had offended the Chicagoland underworld hierarchy and werepursuaded to take the terminal dive intothe canal. Some had received a preliminary dose o lead poisoning. Thehitmen thus avoided littering the streetsand vacant lots o Chicagoland.The Illinois Central Railroad wentright through the business area o Lemont so there were several crossingswith gates, lights, and bells . t was aterrifying experience, especially atnight, to be waiting by the tracks. Thered warning lights flashed, the alarmbells clanged, the earth shook, and theshrieking whistle crescendoed as thecycloptic monster thundered by nspite o all those warnings, an occasional impatient motorist zig-zaggedaround the lowered gates to beat thetrain. A few lost the race and weregiven a rapid and violent ride to eternity, courtesy o the "cow catcher" inthe steam locomotive o the "City oNew Orleans."So the "good old days" weren't all

good but they weren't all bad either.Lemont was a picturesque town with alot o friendly people. And, "Jupiter,The Pride o Lemont," was built there.I have a mental image o a sleek uncovered fuselage built o metal tubingwith wooden formers and lots o stringers. Later the completed craft wasoften in Kling's garage on its trailer.Usually the cowling was o and theengine was being worked on .Then in September, 1937, came theChicago Tribune headline, "Klingwins the Thompson." Actually he hadwon both the Greve and the ThompsonTrophy races . The Greve race was restricted to engines o a certain displacement. Jupiter's 250 horsepowerMenasco was small enough to qualifyfor that event. The Thompson race hadno engine size restriction so Rudy wascompeting against racers with as muchas 1,000 hp t was a tremendous thrillto have a farm boy neighbor makegood in a sport that required an extremely specialized aircraft and highlyskilled piloting And he did it in TheCleveland Air Races that could becalled the Indy 500 o the airThe winning speeds were not impressive. Fritz Kling later indicated thatRudy took it easy on the throttle because it was a new plane in its first

Rudy Kling and the Folkerts SK-3 The Pride Of Lemonf .VINTAGE AIRPLANE 13


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Rudy Kling Steve Wittman and Frank Haines at the Miami Air Races in 1937 Of the three only Steve survived.

races , and that it was capable of muchhigher speeds. t certainly seems so Inthe air the fu selage is a slim oval tubetapering smoothly to the rear. It wasjust wide and deep enough to enclosethe parts and mechanisms. A bulletshaped spinner covered part of the highdrag propeller hub and provided aneasy entry to the air. The retracted gearopenings were completely covered bydoors that conformed to the fuselagelines . The windshield was a smoothcurve as small as safe viewing wouldallow . The tapered wing was of lowaspect ratio and plywood covered . Itszero dihedral and shoulder mountingproduced large angle, low drag junctions to the fuselage. The propeller wasvery high pitch . That meant low acceleration at the start but helped Jupiterto really move out at top speeds . Jupiter was a small, very clean , lightweight airplane with a thin airfoil. Itall added up to lots of speed It is saidthat beauty is in the eyes of the beholder. To this beholder Jupiter is amongthe most beautiful of aircraft. Yet itwas very functional.14 OCTOBER 1989

The Cleveland races had been heldin early September and just threemonths later the Miami Air Races wereheld . This time the Chicago Tribuneheadline told a different story , "Klingand Haines killed at Miami ." We wereall stunned and felt a terrible sense ofloss . Rudy's wife and young boy werein Miami . Reporters asked the fiveyear-old what he was going to be whenhe grew up. ' 'I 'm going to be a farmer, he replied . And he did.Rudy Kling and Frank Haines wereone-two at the start of the Miami raceand stalled out at the first pylon tum .The newspaper reported that gustywinds were present. When the racersare in tight pylon tum they are likelynear the stall speed and a wind shearof several miles an hour could producethe fatal stall. And in the excitementof a close race a pilot could exceedsafe flight limits . Later the SK-4 wasbuilt and it was very similar to Jupiter.t also crashed killing the pilot soperhaps the design was very marginalin stability. Most articles mention thatRudy had rather low overall flight time

and experience. Yet he surely had considerable skills. He flew Suzie in several races and had flown Jupiter at leastseveral times . Anyone who can fly ahigh speed plane with narrow treadgear and tiny wheels off dirt fields certainly has skill And experiencedoesn't always help . Veteran racer ArtChester was killed in a pylon tum in amuch more docile aircraft than Jupiterwas.When Jupiter crashed the red spinner popped off and was hardly damaged. Fritz Kling had it in the garagefor years afterward. After the war several of us who rode Harleys used tostop at the garage to gas up and talkwith Fritz. The spinner would remindus of the days that used to be .I didn't really know Rudy becausehe was quite a bit older than I was. ButI have some impressions. e wasrather short and of average build. He

was quiet and not stuffy or arrogant.Rudy always had a friendly grin. Andhe willingly and cordially answeredquestions put to him by a scrawny farmboy in big overalls .


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SPIFFY PLANE

spiffy red-and-white, twin-engineaircraft owned by Ben Runyan of Vancouver, Washington was the center ofmuch attention at EAA Oshkosh '89."I like to hear peoples' speculationabout its type, such as 'British-builtwith Gypsy Major engines,' " explainsBen when he overhears casual conversation of spectators near the aircraft.Not even closeActually the plane is an OmnipolSuper Aero 45 built at the Czechoslovakia National Aviation Factory.This factory was where the Czechsbuilt He I l ls for Heinkel of Germanyin the early 1940s. Although there aremany theories concerning the designorigin, Ben narrows it down to twopossibilities: t may have been a German design taken by the Czechs; or theCzechs predicted their orders for HeIII s would disappear and to cover thisloss of business, they came up with theSuper Aero for the post-war market.Ben's plane served as a working aircraft in Scandanavian countries before

by ob Brauerit was flown from southern England toColorado by Jon Svendsen of Denver.Ben purchased the Super 45 at Oshkosh last year along with a crate ofspare parts and one complete engine.He said that many fittings were converted to ASA standards so thatmaintenance would not be such aheadache. Parts are "sort of available,but gaskets for the exhaust and othermiscellaneous engine systems must behand-made. On the other hand, however, each design feature is welIplanned resulting in superb aircrafthandling qualities.Now for the numbers: maximumgross weight - 3,350 pounds; cruisingspeed - about 35 knots; fuel consumption - 2 to 3 galIons per hour,for both engines.The engines ar Walter Minors , thesame powerplant instalIed on someBucker Jungmans . Each engine develops 105 to 110 hp depending on theCzech-to-English translations . Bencalls attention to the Super Aero s un

canny resemblance to the He Ill noting items such as the forward airframeshape and propeller mounting on thewings.Anyone who was unable to attendthe Convention or to get a look at thisaircraft may refer to the April 983issue of SPORT AVIATION which carried a feature article about this plane .erogram Reprints

The above article is a revised reprintfrom AEROGRAMS, the Antique/Classic Division's daily news sheet is-sued during the 1989 EAA Convention.For a 3.00 donation to the Antique/Classic Division o EAA , a completeset o seven AEROGRAMS is avail-able. To receive a set o AEROGRAMSby mail, fill out the form below andmail it along with a check made out toAntique/Classic Division o the EAA,to: Bob Brauer, 9345 S. Hoyne Av-enue, Chicago, Illinois 60620 .

VINTAGE AIRPLANE 5


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- EHINIJTHE BALEYRlO,Q. A famous pilot explains the showmen of the .air.

by Ruth Nichols16 OCTOBER 1989


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women's transcontinental record, andfound myself fortunate enough to better Colonel and Mrs. Lindbergh' s timeby almost an hour and a half. My timewas 3 hours, 2 minutes - 55 minutes slower than the record of CaptainFrank M. Hawks.Although I flew high during theflight, I felt that we had not reachedthe ship's maximum performance andthat in the ocean flight more altitudemight be required to jump bad weather ,so I called in Colonel Chamberlin fortechnical help. Most people know himonly as a transatlantic flyer. n addi

tion, he is a keen test pilot and a remarkable engineer.

n trial hops we experimented withvarious kinds of propellers - longones, short ones, thick one s, and slimones - increasing and decreasing thepitch, or angle, at which the propellerscrews forward into the air .I remember one late afternoon,when we had hit upon certain changesin the ship that seemed to promise quitestartling results, Colonel Chamberlindecided to try her out. t was withinhalf an hour of darkness, there were nolights on the field of his factory in Jer

sey City, and there was only a littleoxygen left in the ship ' s tanks forupper-air breathing . I urged him todelay the hop until next morning , but ,no, he was too anxious to find out howthe new idea would work. Theparachute was inside the factory, andI nearly broke my neck running for itand trying to get back before he couldtake off. You see, there was a bigchance that he would faint from lackof oxygen in the high altitudes and thatthe ship, without his control, would gointo a sudden power dive , pulling offits wings and enforcing a jump. Well ,

8 OCTOBER 989


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I got back to the field with the 'chutejust in time to see the golden tail of myplane disappearing off the far end .The ship and the colonel arrivedback intact - oh, yes - but the enthusiastic and impetuous inventor wasforced to admit that he had been uncomfortable at 28,000 feet withoutoxygen. The oxygen h d given out,and he had come down in a hUrryAltitude flying had not hitherto beenlinked to ocean flying, but there werethree very good reasons for wanting tobring about this combination:First, the higher the ship could fly,

the better were the chances of clearweather.Second, because air is thinner athigh altitudes and offers less head resistance, the plane could travel faster.Third, because of the rotation of theearth there are great wind velocities athigh altitudes. If advantage can betaken of these gales as "tail winds" or winds that blow behind the tail ofthe plane, adding their speed to the engine speed - it will soon be possibleto attain speeds of 500 miles an hour.A Junkers plane which will have thecabin supercharged, as well as themotor, thus maintaining a constant airpressure for the passengers at high altitudes, is now being developed inEurope. Imagine the possibility ofsending a nonstop aerial train, refueling in flight, around the world in,perhaps, four days And dropping off

passengers in gliders at midwaypoints Not such a Jules Verne dreamas you might believe.At any rate, thanks to our continuedexperimental work, I was presentlyable to break the women's record foraltitude, held by Elinor Smith, and tocome within 1,710 feet of the men'srecord for commercial planes, held byGeorge Haldeman at 30, 453 feet.The next step in the plans for myocean flight was an assault upon theworld's maximum speed record forwomen, held by Amelia Earhart.Again Colonel Chamberlin's engineering genius shone through. He designeda special landing gear for my heavyship which added twenty miles an hourto its top speed. Besides, in cooperation with the manufacturers of myship's motor, we tried out a development which gave us ultimately 700horsepower from what was designedas a 425 horsepower motor. Now I wasset to prove that my ship had the second essential characteristic - speed.And on April 13th we set a record of210.6 miles per hour.Colonel Chamberlin and I came atlast to the third requirement we had setfor my transatlantic ship - the abilityto lift a huge quantity of gasoline froma relatively limited runway for a longdistance flight with a high-speed motorwhich eats gas faster than you may imagine. Again we turned to experimentswith an adjustable-pitch propeller,which proved its weight in gold, andRuth Nichols is greeted n at RooseveltField in New York upon establishing a newwest east transcontinental record.

presently we had the ship carrying 550gallons of gasoline - plenty to carryme from Newfoundland to Paris. Thismeant lifting a ton and a half of fueloff the ground after a run of only 1,500feet. Moreover, I was able to climb at135 miles an hour and slip immediatelyinto a cruising speed of 160.The accident late last spring at St.John, New Brunswick, Canada, inwhich I cracked five vertebrae, prevented the final act in my year's adventures - the ocean flight. I kept thenews of the cracked vertebrae out ofthe newspapers, because I wanted toraise more money immediately foranother attempt last fall. But in the latesummer, after my recovery, phenomenally bad weather harl closed downupon the North Atlantic, and I foundthe flight would have to be postponedagain.The significant point about our efforts, however, was not that the transatlantic hop was thwarted, but that ourwork leading toward my attemptedflight resulted in new and interestingideas and designs . Therein lies the finaljustification of spectacular flights.But how, you are probably wondering, does streaking across the continentor taking an altitude jaunt into theupper air prove anything of scientificvalue?Answer: t is by such means thatnew equipment and new ideas are developed in this far-reaching industry ofthe air. For we need planes that cancarry large loads, either of passengers

or freight. And long-distance flying forrecords demands the development ofplanes with greater and greater carrying capacity; for the farther you fly,the larger load of gasoline you mustcarry.And so, the three records just described: altitude, speed, and long distance - each one ordinarily requiringa ship of entirely different design were, in this case, set by one airplane.o my knowledge, this is the first timein history that a single airplane hasfilled three roles of entirely differentcharacter. Obviously, it is not the finalanswer to our dreams, but the net resultshowed the combination of qualitiesthat are wanted. And, consequently,the ideas and designs which wereevolved can eventually be incorporated

into standard equipment for the commercial transport lines. But the chiefpoint of interest is the fact that theseideas could not have been developedhad not the flights been of a spectacularVINTAGE AIRPLANE 19


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s a salable asset and hasn dollars and cents

Another reason for such flights pars to stimulate

n the safetyo aviation. That

s one o the reasons why I feel t sn to make a trans

a woman can do it. When that has beenaccomplished everyone will feel thathe or she can do it given training andequipment.I have to chuckle over a rather striking incident showing the gradual acceptance o women n the air. Late oneafternoon a girl pilot I know was flyingcross-country. Because o low fog shefound it imperative to get informationabout the weather on the far side o amountain range before attempting to

cross it. The nearest available airporthappened to be an army field so shedropped down there. Officers andmechanics were all around attendingto their duties yet when she steppedfrom her ship no one seemed at allastonished or interested n the fact thata pilot n skirts had arrived n the mostthreatening sort o weather with astorm on three sides o the sky.Eventually a brisk top sergeantasked her quite peremptorily why she

2 OCTOBER 1989


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I

had landed. Didn ' t she know that thiswas an army post and that non-militaryflying from it was not permitted? Shecalled his attention to the storms andasked for weather information. He toldher she'd have to go to headquartersand get a permit before anybody wouldtell her anything. No one else lookedup or came near her.No special privileges were offeredher, either as a record buster or as agirl. That incident showed that accep

tance of the air as a commonplacehighway has arrived .f one reason for setting air marks isto earn a few shekels, I assure you thepilots and pilotesses are not gettingsometing for nothing . As a matter offact, a wisecrack often heard on thefield nowadays is, "Say, lady, don'tyou want to go for a hop?" "Why,sure, ma am, there' s nothing to be afraid of - the only danger in aviationis starvation." And this brings us to thepoint of finances. Oh, me, oh, my And thereby hangs a tale. Twenty-fivethousand-dollar airplanes (and minecost that much) don ' t grow on trees. Ifthey do, I wish someone would tell mewhere that forest is located.Record-smashing cannot go on without money, and the gold-mine flights

of 1927 will never again be equaled.Then it was sound business to borrowmoney for ocean flights, because youknew that if you came back you couldrepay the loan many times over; and ifyou did not come back, what did itmatter? Today you couldn't possiblyearn enough from a successful flight tolift the mortgage on the old bus. In theold days the lowest price paid by newspapers to record-setting flyers forsigned stories was $5,000. One headliner got $30,000 . Nowadays thenewspapers will pay, at the maximum,only $2,500 for a transocean flight,and then only if the flight is extraordinary . For land flights , you might get$100 from the papers if you should dosomething undreamed of, but you remore than likely to get nothing at allThe reason is plain: Today the publicbets you will; yesterday it bet that youwouldn'tStill , an individual pilot can (if he islucky and hard-headed enough) raisemoney for record flights to make pos-sible new improvements and so advance aeronautical science. Endorsements have been overdone, but oneway is to find an "angel" - somewealthy person who will give himmoney or a ship as a sporting gesture .Second , he might persuade a large national advertiser to buy a ship for himon condition that it will be named afterthe company's product. t is not aneasy matter, however, to convince anadvertiser that if he puts up $40,000over the period of a year he will getthe value back in advertising. He

Ruth Nichols atop her Lockheed Vega atBurbank Airport California.

knows that a bad crash would be aboomerang.Usually , a compromise is effectedin which the advertiser puts up partcash and the pilot is supposed to obtainthe rest from the various aviation companies, or his own savings - if he hasany .Among all the ocean flights - thetriumphs and even the tragedies cannot recall one from which something of value to future sea flyers wasnot learned . The crashing of the Junkers plane, Bremen, on Greenley Island showed an urgent need for aknowledge of celestial navigation bypilots. The pathetic wreckage of several unsuccessful planes, picked upfloating far off their original coursesand carrying mute stories of wander-ings in fogs, demonstrated the vitalneed for radio equipment on oceanplanes and for radio directionalbeacons on shore stations. The amazing rescue of the Portugal flyers, afterthey had bobbed for eight days on thesea ninety miles off Halifax last fall,told something new and unsuspectedabout the flotational qualities of landplanes and indicated how advantagecould be taken of these qualities .n the round-the-world dash of Postand Gatty , their misadventures onboggy fields in Russia and in Alaska,where their ship went up on its noseand almost came to grief, called everybody's attention to the fact that goodlanding fields on international airwaysmust be developed before world tradeand travel by air will become commonplace.While there have been and alwayswill be some stunt flights which haveabsolutely no value, the list of the lessons and achievements of circus andrecord flying grows rapidly ; but it isthe perverse fate of these feats to attractless and less notice .Most of us women flyers have received far more attention than is ourdue , but there is a class of flyer ofwhom you should hear and whom youshould remember. He is the pilot whocarries modem flying beyond its safemodem technic, in order to find a saferone. And so, in future days , with everymile you fly in safety and comfort, youwill realize the debt you owe to thepresent ballyhoo of aviation and to thegreat number of aviation mechanicsand pilots whose names are unknownand whose feats are unheralded , wholive quietly, work strenuously, and flydeftly , behind its raucous banners .

VINTAGE AIRPLANE 2


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F lying a light plane to 48 states firstoccurred to me in 1957, when therewere still only 48 . Skipping graduation, a college friend and I flew roundtrip from Reid ' s Hillview Airport inSan Jose, California to New York Harbor in a Luscombe 8A for no otherreason than to do pylon turns aroundthe Statue of Liberty . We did six, andI started thinking of other adventures.However, law school and the thingsthat follow intervened .So, when I purchased a ragged ,four-place Luscombe Model ll-ASedan (NCI666B) about 30 yearslater, and spent the next two years re

22 OCTOBER 989

storing it (just in time for an Oshkosh'88 debut), the dormant fantasy wassure to resurface . t did, on a Sundayevening last February, but with somenew wrinkles: do it in the 1948 Sedanand in 48 hours or less lying time.Actually, Bridgette, my VAL flightattendant wife, is to blame . She hadcoaxed me back to flying about sixyears earlier - after a shameful hiatusof 23 years. Now, here she was againpushing the right buttons. You'recrazy, it can't be done," she said.You're only half right," I retorted , "Ithink it can." The next hour was spentat the planning chart taped to the laundry room wall. Bridge was right There

was no way the classic taildragger,which cruises at 25 mph, could do a7,000-mile round-trip from EI Cajon'sGillespie Field in under 48 hours.I confessed. "So who says you haveto start and end at Gillespie," Bridgequipped? Grateful she hadn't added"Stupid," I retreated for another feasibility study. By starting at Needles,near the California-Arizona- Nevadaborders, and ending at Pendleton, Oregon, about 40 miles southwest ofWalla Walla, the distance through all48 contiguous states quickly melted toabout 6 ,000 statute miles . With refinements, I knew it would shrink evenmore. I broke the news, but


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PROJECT

xA '48 Luscoll1beFlies to 48 statesn 48 hours flying till1e

. . . or lessQi by William G. Wright0>'U

sheepishly . When do you leave? wasall she asked.It was late, but I called Mike La France,an A&P friend who had restored hisown 1949 ragwing 8A and had helpedwith the Sedan's restoration. Did hewant to go along as a co-pilotlmechanic/guest? When do we leave? heasked .

Planning and PreparationAs Duane Cole suggests in one ofhis books, I spread about $120 worth

of sectionals on the kitchen floor andmassaged the route again and again,shaving a few miles each time. Runway, our year-old Cocker, thought Mike LaFrance nd the author with the SedanVINTAGE AIRPLANE 23


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the maps were on the floor for anotherpurpose. Over the next few weeks adozen or so revisions reduced the distance between general aviation airports(no duster or private strips for theSedan) in the 48 states to about 5,800statute miles. We had a race.The sectionals went up on the hangarwall as final, but I wasn't thrilled.Batches of l2,000-foot peaks loomedin our path, both east and westbound,and the Sedan had never breathed thathigh - nor had we. The route alsoincluded almost three hours over openwater (the Atlantic east of JFK, LakeErie and Lake Michigan), hours of nolandmark, VOR-sparse deserts, andabout a half-dozen of the new TCArings.

f I was worried about the route, Iwasn't about Triple-Six Bravo. twas ready to go as restored. However,I found a battered pair of Stinson 108wheel pants in April at Sun n Fun.They were lighter than the fiberglassJ-3 reproductions installed during theSedan's restoration, and had onlyabout two-thirds the frontal area.Switching might mean a couple ofmph's, so Mike agreed (or wascoerced) into restoring and hangingthem. He did a first-class job. However, I couldn't get him to exchangethe balding 7:00 x 6 tires for the newones I bought. He was convinced thesmoothies were good for at least 48more landings. Finally, Mike installedan II-foot, non-precip ADF antennawire from the fin to the cabin roof, andthe Sedan was ready .

The Magic BoxThe ADF wire was for a portableloran. From the onset, Mike, who hadused one, argued for taking a loran onthe trip. Stubbornly, I resisted. I ve always been confused by electronicgadgets, I didn't want to disturb theSedan's back -to-original panel, andbesides, it just wasn't Luscombe flying. We d do it the old fashionedway - with VORs, a DME aleadyhidden in a glove box, a magnetic compass, a DG, and about two pounds ofsectionals.s the number of skeptics grew, sodid our desire to complete the trip inless than 48 hours. In May I read aboutAzure Technology's new LongRanger F/P receiver, which had a 30hour battery pack and did not requirepanel installation. I gave Azure VP JimGetsch a call. I told him about the trip,recently dubbed Project 48 by avia24 OCTOBER 1989

Never look back when going for a recordtion writer Don Downie, and he agreedto loan us one of the first units to comeoff the line.The Long Ranger arrived, aspromised, in the second week of June.I programmed it with all 48 stops inabout an hour on the kitchen counterand, using it to fiddle with the route,brought the distance down still furtherto 5,765 miles. We didn' t get a chanceto put it in action before we left, soMike taught me how to use it on the90 minute flight to Needles. I felt likea wizard with a magic box.

I m convinced there's no way wecould have completed Project 48 inunder 48 flying hours without theloran. Except for Needles, our startingpoint, neither of us had ever been toany of the other 47 airports, many ofwhich were camouflaged in surrounding landscapes, hidden in forests, oralways just over the next ridge. At thelow altitudes we flew, we could havewasted a lot of time searching forthem, but the loran homed the Sedanvirtually dead-center almost everytime. We didn t overfly a single airport.Also, if there's a mid-continent gapout there, the Long Ranger had difficulty finding it. Maybe it was the ADFantenna or just blind luck, but exceptfor two stretches of about 75 mileseach, we received reliable signalsthroughout the entire trip. Unlike lineof-sight VOR, which would have beenineffective at our altitudes, loran signals hug the ground - our domainmost of the trip.This isn't a commercial, simply a

recommendation. f you're still resisting loran-C like I was, think again,particularly if you want to stay out of(or enter) the ARSA and TCA rings,conserve fuel, and can't get those sectionals folded again in your cockpit. Aloran is simply another nav aid, likea DME or VOR, so why not use it?But beware, it's habit forming; don ttry it unless you're ready to gethooked .A Record By DefaultMost pilots are unimpressed withflying records. I m one of them. Flyingis its own reward. So, when a friendfrom Albuquerque suggested I contact

ric Presten studies his stopwatches His in-tegrity was uncompromised


25/36

the National Aeronauti c Association(NAA), the U. S. affiliate of the Federation Aeronautique Internationale(FAI), which verifies and maintainsaviation records, I dismissed the idea.After all , Project 48 was just a stringof short cross-country races against aclock, and it had undoubtedly beendone before in less time .

I weakened a few weeks later whenTom Haines , a writer with AOPA Pilotwho had done a feature article on theSedan's restoration, urged the samething. He had the NAA's phonenumber handy, so I hesitantly dialedand spoke with Contest and RecordsSecretary, Wanda Odum. I was surprised if not astonished. The NAA hadno record of anyone taking-off andlanding in the 48 contiguous states inX amount of flying time. That didn'tmean the trip hadn't been done before ,even in less than 48 hours, just that

there was no official record of it.Record or no record , Mike and Iwere going to do the trip anyway, andwe had already set our goal. So if arecord could be set, even by defaultbecause none existed, why not? Therecord might focus some favorable at

tention on general aviation, encouragea few new pilots (or hibernating ones)into the air, and offer someone else theopportunity of breaking it. Althoughthe Sedan would be the only horse inthe race, the record thing was also sureto pump us up a little more in our que stto silence the skeptics .Wanda urged that we take alongsomeone associated with flying whowas willing to serve as an NAA officialto verify the route and flight times.Enter Eric Presten, the 25-year-oldmanager of the Sonoma (California)Skypark, whom I'd met briefly a yearearlier at Oshkosh . His reaction wasone I'd heard before. "When do weleave?" When we finally did, Eric hada stack of NAA forms , a pair of stopwatches, and a bride of only sevendays (Debbie) waiting for him back inSonoma.Eric is also the author/photographerof a delightful cataloging of antiqueand classic aircraft The Aviator s Time-less Choice. He is as enthusiastic aboutgeneral aviation as anyone I've met.Early in the trip we had a minor disputeover 6 seconds of elapsed time to theSedan 's disadvantage. When Eric

wouldn't budge, I suggested a compromise - split the 6 seconds. Noway He believed he was right, so therewas no compromising. In the end, itdidn't matter , except as evidence of hisintegrity.

Get Set, GoThunderstorms or not , we purposefully selected July Ist as our startingdate. We wanted to do the trip underthe new Mode C rules that would become effective that day and on theheels of June, the General AviationManufacturers Association's "Learn toFly Month . 0 or departure day fi-nally arrived. We left Gillespie forNeedles at about 5:30 a.m. (to beat theheat) with the mini-Hobbs meter reading 83 .5 hours since restoration.

Electronic calculations demanded anaverage speed of 120.1 mph, about twomiles a minute, in order to completethe 5,765 statute mile trip in 48 hours.This included time spent in climb-outs,patterns, dog-legs (intentional or not),and locating those 47 unfamiliar airports. While we counted on tailwindsflying east and up the Atlantic seaboard , we knew any advantage they

VINTAGE AIRPLANE 5


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offered would be more than cancelledwhen we finally turned westbound.Editor s note - Remember, you cannever regain all the time lost to a head-wind when you make the return tripwith an equal tailwind. The reason isyou spend more time flying at theslower groundspeed, s it doesn t can-cel out evenly.Mike and I came up with a few ideaswe thought might help. Fuel was not aconsideration, so we planned on pushing the Continental E-185-3 engine atmax cruise, about 25 inches MP and2,300 rpm. We did , and fuel consumption jumped from about 9.5 gph at 20squared to 13.7 gph. To minimizeclimb-out and descent time we also decided to fly most of the short legs at1,000 to 2,000 feet agl and, foolishly,we lifted off near the departure end ofmost runways to lower airborne timeby a few seconds, when we felt it wassafe. Of course, it never is .Landings were another matter. Wedrastically shortened our patterns and,in some carefully selected instances,unwisely eliminated a few. At anumber of airports we also brought theSedan in fast (too hot to tell), let themain gear bounce off the pavement tokill Eric's stopwatches, and then made

normal, full-stop landings. This dubious procedure probably had a lot to dowith the purchase of another set of tiresin Chester, Connecticut. Mike installed them while an electrical stormraged outside and fried the FBO s computer.We left everything we could athome, including Eric's video camera.Enroute we decreased our gross weighteven further and installed (or de-installed ) a custom speed-kit. About 5or 20 pounds of non-essentials (including my underwear), were shippedhome from Perry town, Texas and wethrew away the sectionals and otherconsumables as they were used. Thecustom speed kit involved removingthe hinged pitot tube cover, an ornamental brass venturi, rubber step pads,and the outside-air temperature gauge .We stripped the Sedan while we werestalled in Beckley, West Virginia bythe lingering remnants of the season'sfirst tropical storm, Allison, who wasno lady. Other than making Mike andme feel better, the speed kit had nomeasurable effect.One thing we did, which may havesaved some time, was to clean anddebug the Sedan's frontal and leadingedges at more than half the stops. We

also coated them with a slick, Teflonbased polish. Accumulations of oil anddirt were removed from the underbellywith lOO-octane at least three times.Having passed through a half-dozen ormore showers, which peeled the paintfrom the tips of the Hartzell prop ,washing wasn't necessary . Even badweather has some redeeming qualities .eating the ClockBefore leaving I made a bankbook which had a separate page foreach stop containing, among otherdata, the distance from the prior airportand the estimated time enroutebudgeted on the basis of two miles perminute . For example, the first page indicates Searchlight, Nevada was 49miles from Needles. Therefore, at theaverage speed necessary to completethe trip, the Searchlight leg shouldtake 24 minutes and 30 seconds. fwe completed it under budget, thesavings was deposited in our running time account . If over budget, awithdrawal was made. Thus, wekept watch on the stopwatches watching us - and on our progress.At the end of the first day (Perryton,Texas and 876 miles from Needles) wehad 54 minutes and 44 seconds in the

inding 80 octane fuel proved difficult.26 OCTOBER 1989


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bank even though we sustained ourfirst, painful withdrawal (one minuteand 44 seconds) enroute to Perryton.While we would have to spend thissavings (and more) flying west in a fewdays, we felt pretty flush. In fact, weset a mini-goal of having three hoursin the bank before turning west fromMaine.

We fell about 15 minutes short ofthat goal. There were several reasons- most of them involving Allison,who continued to hover over the Southeast. We had to climb over and/orweave through broken cumulus stackson three occasions, dog-leg at leastfour times around heavy showers, circle a restricted area northeast of Baltimore, and back-track once about fivemiles when faced with an obvious IFRsystem. t all cost time. Contrary toexpectations, we also ran into 15 to20-knot headwinds flying northeast between Chester, Connecticut and Pawtuckett, so I decided we'd sit them outuntil evening.Eric had been campaigning for a sidetrip to Cole Palen's Rhinbeck Aerodrome since before we left. He luckedout, a gift from the wind gods. t wasSaturday morning, and Rhinbeck wasonly 110 miles due west on the NewYork sectional. I told Mike and Eric totake the Sedan and go (they neededrelief from the father-figure) and to beback that evening when the headwindswere expected to decrease. They saidthey had a ball, including formationrides in Cole's Jennies. They wereeven back on time.The northeast winds had calmed by6:00 p.m. when we left Pawtuckett,and the Sedan lost less than two minutes to Eric's stopwatches enroute toEliot, Maine. After 3,200 miles and23 hours, 52 minutes of flying, we fi-nally turned west. The Sedan promptlyearned the two minutes back from thesame winds that had swallowed them.We ended the eighth day at Bennington, Vermont with two hours 47minutes and 33 seconds in the bank.We now had to average only aboutmph enroute to Pendleton, but thosewinds blowing across the Great Lakesand Plains states could be brutal. Wehad hope, but not confidence.Except for about six hours betweenErie, Pennsylvania and Prairie duChien, Wisconsin, during which theSedan averaged a groundspeed of only110 mph and gave up 27 minutes toEric's watches, the Witch of the WestWinds never showed. Although our

Mike becomes familiar with the line crew at Greenville Tennessee

worst ground speed (97 mph) was between Galt Field in Illinois and Prairiedu Chien, the winds shifted to theSedan's tail, and we gained back almost an hour by the time we reachedHettinger, North Dakota, where Mikefinished the fastest leg of the trip at146.9 mph.t was at Hettinger I became convinced that, barring anything drastic orunforeseen, we had it made. Onlyabout 817 miles separated the Sedanfrom Pendleton, and there was still almost 10 hours unwound on Eric's stopwatches. We could average agroundspeed of 82 mph and still come

in under 48 hoursThe rest of the trip was routine no suspense - no sweat. We had todog-leg around a pair of serious thunderstorms that barred our route to Cowley, Wyoming and then escape somesevere clear-air turbulence over Custer's battlefield by making an unscheduled landing. However, ourgroundspeed had been so good afterleaving Hettinger (about 145), that thediversion didn't even result in a withdrawal.

At Powell, Wyoming, where westayed in a cavernous room our tenthand last night, we decided to splurgesome of the time we had saved so miserly. Instead of spending two or threehours threading the many 12,000-footpeaks that separated Powell from Dillon, Montana and Grangeville, Idaho,we routed ourselves farther north toButte and then west across the Bitteroot Mountains. The lower, stillsnow-capped peaks were awesome,and we were grateful we had spent thetime from our bulging bank account toavoid the higher ones to the south. Infact, in smooth air we still made fourmore deposits to the bank before touching down on Pendleton's runway 11 afew minutes before Noon on July II th,our lith day out.Eric's 48-hour stopwatches hadthree hours, 24 minutes and three seconds left, and that's the way theywould stay. The 41-year-old taildragger, averaging a shade under 130 mph,had completed the trip (now totaling5,781 miles) in 44 hours, 35 minutes,and 57 seconds - and not a secondtoo soon. We were tired, the Sedan

VINTAGE AIRPLANE 27


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ewere met by a welcoming commiHee of one t Pendleton. Paul Sands nd his pink (honest ) Tripacer.

was still about I, 100 miles from Gillespie, and Eric had been with Mikeand me almost twice as long as he hadbeen with his new bride.Reflections and Impressions"Project 48" turned out to be morethan just a race against a stopwatch. Ina sense, it had a life of its own, startingwith a 3D-year incubation period.However, the memory of its daylife-span is a kaleidoscope of unsortedsights and experiences.I recall: that the west end of theGrand Canyon rises in a sheer wallfrom the desert floor southeast of LakeMead - seeing Shiprock mountain towering on the New Mexico horizon , asentinel guarding the "Four Corners"- the altimeter briefly passing 14,400feet between Durango and Raton .Eric disappeared at every airport,scanning the tie-downs and hangars forantique and classic treasures to photograph for a new book, and Mike fueledthe Sedan (he wouldn't let anyone elsetouch it), leveled the oil, and checkedwith weather. I remember: an ante-bellum Tara-type mansion in Lake Provi

dence, once occupied by GeneralGrant, but now owned by the FBOoperator- grey underside of Allison'sovercast for four days, during whichwe made only 900 miles - the biggest28 OCTOBER 1989

prime rib I ve ever seen (at "BillyJoe's" in Beckley, West Virginia) untouched forests as far as the eye cansee in Arkansas, Alabama, and upstateNew York; prerevolutionary warhomes in Bennington, Vermont, eachbrass-placarded with the date it wasbuilt - and at least IO jarring, "Ohdark-thirty" wake-up calls.A crop duster topped the Sedan offfrom his own tanks in Perryton, Texasat 5:30 a.m. while the local FBO sleptand lost a sale. In Pawtuckett, singerJimmy Buffett (he flies a Lake Amphibian) signed an autograph for Eric'swaiting bride. The Long Ranger directed us past the dirigible hangars atLakehurst, and directly over picturesque Cooperstown, New York. I wonder if I'll ever actually visit theBaseball Hall of Fame. Our route alsoled the Sedan over dozens of forestclearings in Vermont and New Hampshire filled with stone mansions, pools,tennis courts, and multi-car garages.We passed through a half-dozen of thenew 3D-mile TCA rings without incident.There was a carrier-top runway atPikeville, Kentucky, part of which haderoded away; and a line boy at GaltField in Illinois who insisted on picking us up at our motel to take us to theairport - at 5:00 a.m. I remember a

friendly runway under the Sedan's tailat Columbus, Georgia when herwindshield was suddenly filled with anugly IFR wall. The tower guys inWalla Walla said they had been watching for the Sedan for several days andthe airport at Hardin, Montana, beckoned a few miles away when we raninto clear air turbulence and retreatedjust where General Custer should have.I remember sitting behind thewindshield of cars and pickups that hadbeen loaned without a request, a steadyblur of Visa charge slips under a pen,too many curious faces scrutinizing theSedan to recall any clearly and thatthere was no coffee in Coffeyville because the FBO was still sleeping. Onecantankerous roll-away bed decided tofold with Mike in it. Mike neatlyprinted a notation on the last page ofour bank book, "Free at Last "; and wehad a welcoming committee of one,Paul Sands, a former Luscombe driverwho flew down from Felts Field(Spokane) to meet us at Pendleton in apink Tripacer Now, many of you reading thesefinal lines may be thinking, "I coulddo that, too; it's only 48 little crosscountries strung together. I can evendo it in less time."You're right. Of course you can."So when do you leave?"


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EASS T TO- -1]n information exchange column with input from readers

The end of August is almost the endof summer here in the Nawth . I'm notlooking forward to the blowin ' snow,but the signs are there Just a matter oftime. Maybe this winter I'll get theother Aeronca C-3 going.After Oshkosh Dorothy I took offfor Canada to do some seriou s fish in ' .Despite the fact that Ontario seems tobe acting more and more like a policestate, we had a very successful trip .We "Limited" out and did the catch

release routine about 75 times apiece ,turning back the small ones and thosein the "slot" . The slot limit" is from9 inches through 2 inches for Walleyes. That's the best breeding size and

by Buck HilbertEAA 21, le 5P.0 Box 424Union, IL 60180

age for them and so I am in completeagreement with the practice of releasing the "Slots". I'm very greedy ,though, about keeping the bigger ones.We ' ll be eating some of them tonight.Sitting in the audience and watchingthe final awards Thursday night thereat OSH in the Theater in the Woods , Iwas struck by the fact that it wasn't asmuch fun as it used to be . I sort ofmissed the old Ev Dusty routine thatused to be so much fun. Even theGeorge York & "Buck" Hilbert anticswere bore breakers . In the interest ofkeeping people 's attention, though ,and getting right down to business, theevent has lost a little of its "Fun

Chatter" . Most of the recIpients hadalready flown off, so it was probablythat, too, that led to the feeling that theimportance of the event has fadedsomewhat. Has anybody out there gotany suggestions as to how we can improve upon this event? Get ' em to meand I'll try to get it across to HQ.On stage, taking George York splace, was Dale Wolford . I'm sure allof you who have ever met Dale knowwhat an enthusiastic EAAer he was.Well, we've lost him. He had a massive heart attack Monday, August 14thand never came out of it. Dale was thespearhead who started Chapter 148. Hewas a guy who loved Aeroncas and

VINTAGE AIRPLANE 29


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spent countless hours working on thatbeautiful C-2 , as well as his Chief.Chief Engineer for the Gorman-Rupppeople , he used that 800 line constantlyto answer questions and help peopleall over the world with Aeroncas , myself included. When I was lookin fora C-3 back in the 1960s, it was Dalewho told me what to look for. He wasnever too busy to help a guy find something or give you the one he had if youneeded it. The Division is going tomiss him . I know I will. I' ll never beable to watch the aircraft judging without a thought for Dale Wolford . I msure they have Aeroncas in pilotheaven, Dale, so you'll be right athome there.We got home Friday evening fromthe fishing trip and the stack of phonemessages went all the way back toearly July. Dorothy I had left hereand joined the volunteer staff at OSHright after the Fourth . It was a verypleasant time up there, just visitingwith all the rest of the die-hard EAAerswho do the same thing. I spent sometime working with Gordy Selke and PatPackard building crates to be used inthe new Eagle Hangar. It was a realkick to see them being used under theB-17 and to hold the various dioramasspread throughout the hangar. And asto the Hangar and the dedication ceremony, I wish everyone could havebeen there . The World War II band,"Skitch" Henderson, Joe Slattery , BobHoover's speech and the presentationof the colors and all turned out to beone great patriotic rally . I had goosebumps and tears when "Skitch" led usthrough the final "God Bless America"sing-along. I even weakened to thepoint where I shook hands with one ofthe Warbirds Now THAT, guys andgals, shows how shook I wasBack to the present. As I was scanning the message reminders, the phonebegan ringing. I ve had calls from Illinois, Indiana, Ohio, California, Iowaand even Oshkosh . I can t get peopleto write letters, but they sure knowhow to use the phone. Most of the callswere questions that I could provide answers for, but one or two were theusual stumpers I had to pass on tosomeone else. I m fortunate in that respect. I may not know an answer, butI usually know someone who does.And it is gratifying to get another calla day or so later, telling me that adviceor name I d given had paid off.One of the more interesting questions I ran across this past week is the30 OCTOBER 1989

eternal one of engine "time" versus"age". The fellow had located an antique airplane that had been in storageabout 20 years. e was elated becausethe Kinner only had about 150 hourson it SMOH. I spent half an hour onthe phone explaining to him that the150 SMOH didn't mean a thing because of the long storage, that it'd bebest if he tore it down right then andthere before he flew it. Well, it wastoo late He d already ferried it some200 miles. He was tearing it down nowand found all sorts of little items thatall add up to a major. Valve guidesworn out, severe pitting and rusting inthe cylinders, almost complete loss ofcompression on SEVERAL of thecylinders-all in all, I hope there senough left to build an engine.

The point is, an engine in storage,or one that has lain on the shelf for anumber of years just won t be airworthy. Even if it has been pickled forlong-time storage, which many ofthem aren't, it should be very closelyinspected before anything is done withit. This applies to modem engines aswell as the old-timers . f there is anysign of rust on the outside, it s boundto be inside too Don t try to run ituntil you've looked in the bores, in

spected the valve stems, peeked at thegear trains and otherwise assured yourself that it can be run without lettingloose abrasive rust particles throughoutthe entire engine .Keep in mind too, that there w rno 2,000 hour engines built until thelate 1960s. Engine life of engines priorto World War II was definitely limited.The metalurgy and the lubricants werenot up to the stuff we have today . Themachining methods were there, but themetal alloys weren't Neither were thegreat lubricants we have today . Thelubricants serve three purposes in anaircraft engine . We all know they oilthings up, but they also provideCLEANING as well as COOLING.They hold all that guck you used tofind in the old engines in suspensionand transport it away when you changeoil. A good practice is to limit your oiltime to 25 or at the maximum 30 hoursbetween changes if you DON T havea full-flow oil filter and 50 hours if youdo have the full-flow filter. In bothcases look after the screens too whenyou change, and don't let more thanfour or five months go by without anoil change regardless of the time youput on the engine.I recently read about the so-calledfallacy of "pulling the prop through"after your engine has been setting forawhile. Well, I ve always taught mystudents to do just that. They do it onthe preflight before the first start in themorning. I feel it serves a couple ofpurposes - the main one is what Iterm a "Poor Man s CompressionCheck". Second, it does prelube someof the moving parts and prime the oilpump so it'll pick up the oil quicker.In the case of a separate oil tank or drysump engine it'll give the scavengepump a head start on pulling oil out ofthe sump. But the article I read wasdead set against the practice calling itunnecessary, old-fashioned and ahangover from the old radial enginedays. The author doted quite a bit onhow dangerous it was too, as to howyou could get hurt if the engine firedand therefore it was much SAFER todo it with the starter. I can t argue withthat one. You always have to be awareof the potential damage that prop cancause. He also said that pulling theprop through backwards was hard onthe gear trains, vacuum pumps andstuff like that. Well, maybe he's righton that one too, but I m still gonna doit. Any comment?Over to you


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1947 Piper PA-12 15 SMOH, original red and Wanted: Callair A2 . A3 or A4 basket case or flying .cream paint. Excellent inside and out. KY97 A radio, Harold Buck, Box 868 , Columbus, Georgia 31902,KT76A transponder with encoder. Annualed until 404/322-1314. (7-2)4/90. Always hangared, completely restored in

Where The Sellers and Bu ers Meet...1981 . $22,500. or trade. (Prefer C-150 or C-172).Bruce Lamont, P.O. Box 8162, Coburg, OR 97401 ,503/484-6511 days, 503/995-8356 evenings til11 :00. (10-1)

Wanted - Carwil "Bobble Face" Compass. PaulO'Donnell, 30 Roosevelt Avenue , Chatham, NJ07928, 201 /635-2850 nights. (10-1)

25 per word, $5.00 minimum charge. end your ad toThe Vintage Trader, EAA Aviat ion CenterOshkosh, WI 54903-2591.

AIRCRAFT(2) C-3 Aeronca Razorbacks, 1931 and 1934. Package includes extra engine and spares. Fuselage,wing spars and extra props . Museum quality! $30,000firm! Hisso 180-hp Model "E. 0 SMOH with propand hub and stacks. Best offer over $10,000. 1936Porterfield 35-70, the lowest time Antique ever!Less than 200 hrs . ITA & E. 20 hours on engine.$12,500. No tire kickers , collect calls or pen pals ,please! E.E. "Buck" Hilbert, P.O. Box 424, Union,Illinois 60180-0424.

Replica 213 scale Jenny - 2 place, 4130. Outperforms the original. Inexpensive and fast to build flown to Oshkosh twice. Plans - $75.00, video $25.00, info - $1.00. Wiley, P.O. Box 6366,Longmont, CO 80502. (12-3)

Cessna Airmaster - C-34 Project. Warner 145Scarab, Curtiss-Reed prop. Factory drawings,needs new wing. $12,000. 201 /832-2009. (11-2)

PLANSPOBER PIXIE - VW powered parasol - unlimitedin low-cost pleasure flying . Big, roomy cockpit forthe over six foot pilot. VW power insures hard tobeat 3 '/2 gph at cruise setting. 15 large instructionsheets. Plans - $60.00. Info Pack - $5 .00. Sendcheck or money order to : ACRO SPORT, INC.,Box 462, Hales Corners, WI 53130. 414/529-2609.

ACRO SPORT - Single place biplane capable ofunlimited aerobatics. 23 sheets of clear, easy tofollow plans includes nearly 100 isometrical drawings, photos and exploded views. Complete partsand materials list. Full size wing drawings. Plansplus 139 page Builder'S Manual - $60.00. InfoPack - $5.00. Super Acro Sport Wing Drawing $15.00. The Technique of Aircraft Building $12.00 plus $2.50 postage. Send check or moneyorder to: ACRO SPORT, INC., Box 462, HalesCorners, WI 53130. 414/529-2609.

WANTEDWe are rebuilding a Stinson SM1-B. This is thesix-place Detroiter 1928 monoplane. Interested inmajor components. small parts and 32 x 6 wheels .AppreCiate any leads. Donald Fyock, R. D. 2, Airport Road, Johnstown, PA 15904, phone 814/5360091 evenings. (10-3)

MISCELLANEOUSSuper Cub PA18 luselages repaired or rebuilt- in precision master fixtures . All makes of tubeassemblies or fuselages repaired or fabricatednew. J. E. Soares Inc., 7093 Dry Creek Road , Belgrade, Montana 59714, 406/388-6069, Repair Station 065-21. (c /12-89)Antique AlC Model Plans : "Meticulous Delineations" by Vern Clements (EAA 9297), 308 Palo Alto, Caldwell , 10 83605. Catalog $3.00, refundable. (10-3)1910-1950 Original aviation items lor sale - instruments, wood propellers, helmets, goggles,manuals, 44-page catalog airmailed, $5.00. Jon Al-drich, Box 706, Airport , Groveland, CA 95321, 209/962-6121. (c-2/90)Will Share my treasure 1 aircraft parts! - 24year collection with continuous additions andstill buying for all types of aircraft. Tell me whatyou need! Air Salvage of Arkansas, Rt. 1, Box8020, Mena, Arkansas 71953, phone 501 /3941022 any1ime . (c-3/90)

Monocoupe, Rearwin, Culver - Gee Bee's, Hall,Chester, etc. Catalog/News - $3.00. Refundable."Meticulous model PLANS" by Vern Clements, 308Palo Alto, Caldwell, 1083605. (12-3)

The Golden Age of Air Racing Pre 1940Vol. 1 (NO .2 1-144521 $14_95Vol. 2 (No. 21-14451) $14_95Include postage nd handling

2.40 for onevolume- 3.65both volumesEAA AVIATION FOUNDATION/Write Dept_ MO

EAA Aviation Center Oshkosh, WI 54903-3086

The egendary Pre WarRacesThe days of heroes-names such as Doolittle, Turner. Wedell.Wittman, Chester. Howard-immortalized as the world'spremier race pilots during the 1930s. It's all here! Relivethese great events as they unfold in this incredible 6OG-page,two-vo lume series. Included are official race results 1927through 1939-more than 1000 photos and 3-view drawings that recapture the drama, excitement and glory ofair racing during the golden years. Never before suchcomplete, in-depth coverage. Printed on high-grade paperfor sharp, clear photo reproductions. Major credi t cardsaccepted-write or call1 800 843 3612.(WI residents call 414-426-4800)
http:///reader/full/volume-$3.65http:///reader/full/volume-$3.65http:///reader/full/volume-$3.65http:///reader/full/volume-$3.65http:///reader/full/volume-$3.65


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MEMBERSHIPINFORMATION

EAAMembership in the ExperimentalAircraft Association, Inc. is $30.00for one year, including 12 issues ofSport A viation. 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 The Vintage Air-plane, one year membership in theEAA and separate membershipcards. SportAviation not included.

lACMembership in the InternationalAerobatic Club, Inc. is $25.00 annually which includes 12 issues ofSport Aerobatics. All lAC membersare required to be members of EAA.

WARBIRDSMembership in the Warbirds ofAmerica, Inc. is $25.00 per year,which includes a subscription toWarbirds. Warbird members arerequiredto be membersofEAA.EAAEXPERIMENTEREAA membership and EAA EXPERIMENTER magazine is available for$28.00 per year (Sport Aviation notincluded). Current EAA membersmay receive EAA EXPERIMENTERfor $18.00 per year.

FOREIGNMEMBERSHIPSPlease submit your remittance witha check or draft drawn on a UnitedStates bank payable in UnitedStates dollars.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 AVIATION CENTEROSHKOSH, WI 54903-3086PHONE (414) 426-4800OFFICE HOURS:8:15-5:00 MON.-FRI.

CMLAIRPlANES BEFORE 1946 nd ALl WARBIRDS

N-namher ModeI Owner Date Built Series Address ManuIacluter - Serial # Regis:. DateMaster List in N-number order with cross-referenceindexes soned by Make/ModellSeries/SerialNum

and State/City/Owner/Mal


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STATEMENT OF O W N E = ~ A ~ f ' J l ~ ~ ~ N T AND CIRCULATION1I . 'VIlICATlONftO. 2. 0 . ot Fling

VINTAGE AIRPlAN E

Monthly 12 -

EAA. Ayii l.tion Center . )000 Poberezny Road , Oshkosh. WI 5490J-J086

EA.A. Avii l.tion Center . )000 Poberez:ny Road , Oshkosh WI 5 4903-3086

41 31 9/22/99I _. - . : : r l p l .... _S28.00

Tho-as P.Poberez:ny. EAA Ayi a ti on Ce nt er . 3000 I'oberezny Road , Os hkosh, lo J 5490J-J086

Hark D.P helps , J.A Avia t i on Center . 3000 Pobe rezny Road , Oshkosh. WI 5 4903-J066

n/.J. o....- lt I__ . , . ~ . . . IJ_ _N_ _ - ' ' '_ '- ' ' '_ r_...' . - - - . . . . . . . . . . . , _ ~... _ . .... ____ . ....,....-.''__,_-.......11/ ,____ ..._ .._ .,. __..... ~ ~ .... .. _ _ 1 f _ ~ 1 I ~ . , _ . ( / 6 . . . . . . _ . .. _ _ . . ~ _ .. r . t lComptM. II1II.1 , .........

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Vintage Airplane - Oct 1989

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