STRAIGHT AND LEVEL

By Brad Thomas President Antique/Classic Division

There is no doubt that the Annual EAA International Fly-In Convention at Oshkosh is the greatest aviation event in the world for both sport and general aviation. "Oshkosh" has it all - educational forums and workshops, commercial exhibits and fly markets, airshows and thousands of aircraft .used for fun flying. On a smaller scale are fly-ins such as Blakesburg, Sun 'n Fun, Merced and Watsonville. Next are the local weekend fly-ins which are the backbone of our sport aviation movement. These are held using various formats . .. some have banquets, most have cookouts and camping, some present trophies and other awards, and all have fly-bys. In recent times a different type of fly-in is becoming great pleasure it was to be free of obligations and duties popular . . . the more "laid back" affair. Tullahoma's at a fly-in and to be able to relax and enjoy the fellowship. "Ole South Fly-In" fits in this category. Many dealers were active in the commercial display Following the cancellation of EAA's Tullahoma Fly-In and fly market areas and these activities will undoubtedly in 1980, a group of chapters and local enthusiasts made be featured again next year. plans to initiate a more relaxed type of fly-in. Under the Participation was excellent in the daily fly-bys and the direction of the Tennessee Valley Sport Aviation Asso­ simultaneous arrival of incoming traffic presented no ciation, they scheduled the Ole South Fly-In over Labor problems. Show planes were well represented in classic, Day weekend in 1981. The event, held at Parish Aerdrome, custombuilt and ultralight categories with smaller home of the Staggerwing Museum Foundation, Inc., was numbers of antiques and warbirds. eminently successful. The ultralights had their own area in which to operate The 2nd Annual Ole South Fly-In was concluded this and cooperation between this group and the other flight past September 2-6, again at Parish Aerdrome where operations was excellent. owners John and Charlotte Parish graciously made their The flying on Saturday afternoon was highlighted by a facilities available. Under the able direction of Chairman brief fly-by of warbirds, followed by the First Annual Jimmy "Ragman" Snyder and Co-chairman Glenn Ole South Parade of Flight. This was an exciting display McNabb the fly-in was a rousing success. of antique, classic and custombuilt aircraft. This after­ For the past few years, Tullahoma has been besieged noon program was expertly described by airshow an­ with rainfall during scheduled fly-ins and it appeared nouncer, Roscoe Morton. Willard Benedict who is co­ this year would be no exception. It had rained over one chairman for the Annual Parade of Flight at Oshkosh, inch each day during the week preceding the fly-in, but and his wife Donna, did an outstanding job of organizing on Thursday the weather did an about face when the last this event at Tullahoma. of the fronts passed through central Tennessee. From The flight program on Sunday afternoon featured a that time on the weather was ideal throughout the miniature warbird battle followed by several aerobatic weekend. performances by lAC members. The airshow was expertly By Friday afternoon a steady stream of aircraft was planned and Roscoe Morton had the entire audience arriving and the parking areas were filling up rapidly. applauding as the aerobatic maneuvers were ac­ For those wishing to remain on the grounds, excellent complished. examples of Southern cooking were available. Most Another example of Southern hospitality was demon­ meals were preceded by action at the "happy hour hangar" strated when it was announced that everyone was invited which also featured Tennessee walkin' country music. to join an old-fashioned watermelon feast ... free! The camaraderie here and the pickin' was outstanding. Parish Aerodrome may have its own watermelon patch Listening to the music and swapping a few lies in this next year as millions of watermelon seeds were liberally relaxed atmosphere was most enjoyable. Many new friend­ deposited on the ground in this eating area! ships are made at the Ole South Fly-In and that's what A tradition has been established in Tullahoma. The it's all about. Ole South Fly-In is a favorite, being low key yet exciting, Sun 'n Fun Chairman Billy Henderson and his family entertaining and very successful. We need more like this from Lakeland, FL arrived in two show planes, making one. Be sure to mark your calendar for Tullahoma on Labor their first visit to Tullahoma. Billy commented what a Day weekend in 1983 . •

2 OCTOBER 1982 PUBLICATION OF THE ANTIQUE/CLASSIC DIVISION, INC. OF THE EXPERIMENTAL AIRCRAFT ASSo'CIATION, INC. P.O. BOX 229. HALES CORNERS. WI 53130 COPYRIGHT © 1982 EAA ANTIQUE/ CLASSIC DIVISION, INC., ALL RIGHTS RESERVED

OCTOBER 1982 VOLUME 10 NUMBER 10

OFFICERS President Vice-President W. Brad Thomas, Jr. Jack C. Winthrop 301 Dodson Mill Road Route 1, Box 111 Pilot Mountain, NC 27041 Allen, TX 75002 919/368-2875 Home 214/727-5649 919/368-2291 Office

Secretary Treasurer M. C. " Kelly" Viets E. E. " Buck" Hilbert Route 2, Box 128 P.O. Box 145 FRONT COVER ... Grand Champion Classic at BACK COVER .. . This newly restored 1946 Lyndon, KS 66451 Union, IL 60180 Oshkosh '82 was this 1946 Luscombe 8A. See Piper J3C-65 Cub, NC88114, SIN 15727 was 913/ 828-3518 Home 815/923-4591 story on page 6. flown to Oshkosh '82 by its owner, L.w. (Ted Koston photo) " Lindey" Lindemer (EAA 56710, AlC 2806), 45 E. Golden Lake Rd. , Circle Pines, MN 55014. The authentic restoration work was by well DIRECTORS ADVISORS kn own EAAer Stan Gomoll of Minneapolis, MN. (Gene Chase photo) Ronald Fritz Morton W. Lester Ed Burns 15401 Sparta Avenue P.O. Box 3747 1550-Mt. Prospect Road Kent City, MI 49330 Martinsville, VA 24112 Des Plaines, IL 60018 6161678-5012 7031632-4839 3121298-7811 John S. Copeland TABLE OF CONTENTS Claude L. Gray, Jr. Arthur R. Morgan 9 Joanne Drive 9635 Sylvia Avenue 3744 North 51st Blvd. Westborough, MA 01581 Northridge, CA 91324 Milwaukee, WI 53216 6171366-7245 Straight and Level ... By Brad Thomas ...... 2 2131349-1338 4141442-3631 Stan Gomoll , AIC News ... By Gene Chase ...... 4 1042 90th Lane, NE Mystery Plane ...... 5 Minneapolis, MN 55434 1982 Grand Champion Classic Luscombe 8A Dale A. Gustafson John R. Turgyan 6121784-1172 7724 Shady Hill Drive · . . By Norm Petersen ...... 6 1530 Kuser Road Calendar of Events ...... 8 Indianapolis, IN 46274 Trenton, NJ 08619 Espie M. Joyce, Jr. 3171293-4430 6091585- 2747 Box 468 Bird Dog on Floats . . . By Norm Petersen ...... 9 Madison, NC 27025 Book Review ... By David S cott ...... 9 9191427-0216 Oshkosh Never Lets Us Down . .. 10 AI Kelch S. J. Wittman By Lois Kelch . ... W. 622 N. Madison Ave Box 2672 Gene Morris Christmas Mailer ...... 12 A. B, C. D Cedarburg, WI 53012 Oshkosh , WI 54901 27 Chandelle Drive The Eight Year Story of a Pacer's Restoration 4141377-5886 4141235-1 265 Hampshire, IL 60140 · .. By Vernon H. Sudbeck ...... 15 3121683-3199 Borden's Aeroplane Posters from the 1930s Robert E. Kesel George S. York Roy Redman · . . By Lionel Salisbury ...... 18 455 Oakridge Drive 181 Sloboda Ave. Rt. 1, Box 39 Members' Projects ...... 20 Rochester, NY 14617 Mansfield, OH 44906 Kilkenny, MN 56052 Letters to the Editor...... 21 7161342-3170 4191529-4378 507/ 334-5922 S. H. " Wes" Schmid 2359 Lefeber Road Wauwatosa, WI 53213 4141771 -1545

PUBLICATION STAFF

PUBLISHER EDITOR Paul H. Poberezny Gene R. Chase

ASSOC. EDITOR EDITORIAL ASSISTANTS George A. Hardie, Jr. Norman Petersen Pat Etter Page 6 Page 10 Page 15

Editorial Policy: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. Material should be sent to: Gene R. Chase, Editor, The VINTAGE AIR­ PLANE, P.O. Box 229, Hales Corners, WI 53130. Associate Editorships are assigned to those writers who submit five or more articles which are published in THE VINTAGE AIRPLANE during the current year. Associates receive a bound volume of THE VINTAGE AIRPLANE and a free one-year membership in the Division for their effort. THE VINTAGE AIRPLANE (ISSN 0091-6943) is owned exclusively by EAA Antique/ Classic Division, Inc., and is published monthly at 11311 W. Forest Home Ave .. Franklin, Wisconsin 53132 , P.O. Box 229, Hales Corners, Wisconsin 53130. Second Class Postage paid at Hales Corners Post Office, Hales Corners, Wisconsin 53130, and additional mailing offices. Membership rates for EAA Antique/ Classic Division, Inc., are $18.00 for current EAA members per 12 month period of which $12.00 is for the publication of THE VINTAGE AIRPLANE. Membership is open to all who are interested in aviation. ADVERTISING - Antiquel Classic Division does not guarantee or endorse any product offered through our advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken.

VINTAGE AIRPLANE 3 OSHKOSH '82 AWARDS

The highlights of the Antique/Classic Division's Each of the following awards was sponsored by EAA. involvement at Oshkosh '82 are nicely described in Brad Thomas' "Straight and Level" column in the September ANTIQUE AIRCRAFT AWARDS issue, however, some additional details are worthy ofnote. GRAND CHAMPION - Roy and Judie Redman, Kilkenny, The total count of registered show planes was 1,818', MN - 1936 Stinson SR-8C Reliant, NC17116 up 250 from last year's total. Of this number, 176 were RESERVE GRAND CHAMPION - Chuck Andreas, Bill antiques, 585 were classics, and five were replicas. The Brennand and Byron Fredericksen, Neenah, WI ­ remainder consisted of custom built, warbirds, rotorcraft, 1931 Stinson Trimotor SM-6000-B. NC11170 special, static and ultralights. Each year a sizeable number of show planes are flown CONTEMPORARY AGE (1933-1945) to the Convention and not registered by their owners. The reasoning behind this is difficult to comprehend because CHAMPION - Phil and Donna Michmerhuizen, Holland, there is no charge for registering an aircraft at Oshkosh. MI - 1936 Taylor J-2 Cub, NC16957 In fact, the owner or pilot is depriving himlherself of a RUNNER-UP - L. E. Wade, Spring, TX - 1941 Piper J-3 packet containing souvenirs of the Convention including Cub, NC38302 a dated porcelain coffee cup. Over the years these cups OUTSTANDING OPEN COCKPIT BIPLANE - Larry have become popular collectibles. Sheehan, Springfield, MO - 1942 Stearman PT-17, The lead story in this issue of The VINTAGE AIR­ N4593N PLANE is Norm Petersen's account of the restoration OUTSTANDING CLOSED COCKPIT BIPLANE - Russell of the Grand Champion Classic A ward winning Luscombe Latta, Atwater, GA - 1944 Beechcraft D17S, N1185V 8-A. Future issues will contain articles about Roy and OUTSTANDING OPEN COCKPIT MONOPLANE - Ron Judie Redman's 1936 Stinson SR-8C Reliant which re­ Johnson, Rockford, IL - 1941 Ryan PT-22, NC49674 ceived the Grand Champion Antique Award, Jim and Bob OUTSTANDING CLOSED COCKPIT MONOPLANE - Younkin's replica Howard DGA-6 "Mr. Mulligan," and Dwain E. Duis, ' Pleasant Hill, CA - 1943 Fairchild other award-winning aircraft at Oshkosh '82. PT-26A, NC63568 Tragedy struck at the Convention on Tuesday, August 3 when three people lost their lives in the mid-air colli­ TRANSPORT AIRCRAFT sion of a 1932 Corben Baby Ace piloted by Rick Demond, CHAMPION - George W. LeMay, Calgary, Alberta, Whitmore Lake, MI and a Starduster Too flown by J oe Canada - 1944 DeHavilland Rapide, C-F A YE Rudy, Schaumburg. IL with passenger Elizabeth Drumm RUNNER-UP - Eugene and Roberta Coppock, Algonquin, of Decatur. IL. IL - 1936 Stinson A, NC15165 Two days later, a pilotless Comanche pulled up its tie-downs and collided with a tent in which Sandra Gross REPLICA AIRCRAFT of Franklin, WI was camping. Sandra was struck by the propeller and received serious injury to both legs: CHAMPION - Jim ,and Bob Younkin, Springdale, AR ­ Everyone was saddened by the unfortunate accidents 1935 Howard DGA-6 "Mister Mulligan," NR273Y but the Convention went on, setting new records in RUNNER-UP - Dale Crites, Waukesha, WI - 1911 Glenn every area of activity from the number of campers to the Curtiss Pusher, ~1911D number of planes which inundated Wittman Field. On Sunday, August 1, incoming transient aircraft were CUSTOMIZED AIRCRAFT diverted to surrounding airports as every available CHAMPION - Rob,ert H. Fergus, Dublin, OH - 1931 parking space was filled. Bubl Pup, N230Y RUNNER-UP - Daniel F. Kumler, Ocala, FL - 1943 Howard DGA-15, N68119 OUTSTANDING - Pat Hartness, Greenville, SC - 1937 YEAR OF THE STINSON Spartan Executive, NC13PH

Each year during its Fall Fly-In, EAA Chapter 701 CLASSIC AIRCRAFT AWARDS will feature a particular make of airplane - and 1982 GRAND CHAMPION - Jim Stoia, Manning, SC - 1946 is The Year of the Stinson. Luscombe 8A, NC71454 The date for the fly-in is October 10. For further in­ RESERVE GRAND CHAMPION - Elymus 1. Nase, formation, contact Bill Tredo, 25 Maple Ave., Foxboro, Rehoboth Beach, DE - 1946 Aeronca Chief 11AC, MA 02035. Phone 6171769-4115 or 617 /543-4909. NC85829 CLASS I (O-80hp) - Thomas J. Palmer, Cabboll, OH ­ 1946 Piper J-3C-65, N6170H

4 OCTOBER 1982 CLASS II (81-1S0hp) - Rick and Kathie Page, San ERCOUPE - Vern Brown, St. Paul, MN - 1946 Ercoupe Mateo, CA - 1947 Cessna 140, NC4135N 415G, N3675H CLASS III (151 and up) - Myra and John Dunn, Craw­ LUSCOMBE - Gary Rudolph, Vincennes, IN - 1946 fordsville, IN - 1949 Ryan Navion Model A, N4825K Luscombe 8A, N45849 CUSTOM CLASS A (0-80hp) - Anthony A. T(lrrigno, NAVION - Mike Turner, Franke nmuth, MI - 1947 Bueno Park, CA - 1950 Mooney M18L Mite, N120C Navion, N4043K CUSTOM CLASS B (81 -150hp) - Tom Weaver, Kalispell , PIPER J-3 - Stan Gomoll , Blaine, MN - 1946 Piper Cub MT - 1948 Cessna 140, NC2436V J-3, NC70528 CUSTOM CLASS C (151hp and up) - Rick and Janice PIPER OTHERS - Phil Steiner, Santa Rosa, CA - 1954 Loomis, Riverside, CA - 1952 Cessna 195, N3032B Piper PA22, N1643P OUTSTANDING IN TYPE STINSON - Stephen E. Dyer, Brighton, CO - 1947 Stinson 108-3, NC638C AERONCA CHAMP - David M. Forbes, Atherton, CA ­ SWIFT - Mark Holliday. Lakeland. MN - 1946 Globe 1946 Aeronca 7AC , NC84198 Swift. N80760 BEECHCRAFT - Barry Sanders, Knoxville, TN - 1954 TAYLORCRAFT - Ronald Dupre, Chisago City, MN ­ Bonanza, N3259C 1946 Taylorcraft BCS-12D, N95523 BELLANCA - John T. Morgan, Nashville, TN - 1950 LIMITED PRODUCTION - Robert E. Thomas, Weaver­ Bellanca 14-19, N510A ville, CA - 1946 Funk B85C, N77720 CESSNA 120/ 140 - Dutch Brafford, Lima, OH - 1946 MOST UNUSUAL - Raymond J. Vosika, Chipley, FL ­ Cessna 140, N89728 1948 Emigh Trojan A-2 , N8314H CESSNA 170/ 180 - Gary W. Rice, Portland, TX - 1952 BEST CONTINUALLY MAINTAINED - Frank D. Evans Cessna 170B, N2469D and T. Dietrich, Kitchener, Ontario, Canada - 1948 CESSNA 190/ 195 - Kent Blankenburg, Arroyo Grande, Auster A.O.P. VI, C-FLWK . CA - Cessna 195, N195KB

MYSTERY PLANE

Reid Patterson, P.O. Box 163, Whitewater, WI 53190 provided the photo for this month's Mystery Plane. A clue to the location is the "PA" painted on the roof of the building in the background. The answer will appear in the December 1982 issue of The VINTAGE AIRPLANE.

resemble a ham. The builder was Wing; and Reid Patterson who trying to sell it to one of the Chicago supplied this month's Mystery meat packers as 'The Flying Ham' Plan photo thought it was a Johnson and fly it over the World's Fair at Uni-Plane. Chicago in 1933 and 1934, but it Further on the June Mystery Plane, never did pan out. Clark Wilson writes: "On ,the trial flights he staggered "The engine on the June Mystery around the Harlem airport at no Plane is a 9-cylinder Packard diesel. more than 100 feet altitude, very I believe this airplane has been unstable for directional control. It referred to as the Bird Mailplane. had a rudder from an Eaglerock bi­ Only one was built. plane. On its last flight he lost it on "Although having the classic Bird landing. It got up on the edge of the look, there were major differences. The August Mystery Plane was a wing and started to roll like a pie The upper wing was designed with a rare bird indeed! No one correctly plate until it fell on top of him. We center section instead of attaching at identified it. Mike Rezich, who dashed out and rescued him from the the center. The landing gear looks supplied the photo, writes: wreck. That was the end of the 'Uni­ different and was an unusual ball­ "This one was a darb! It was built plane' and the 'Flying Ham.' Both and-socket arrangement where it by a Syl Johnson of Chicago. I wit­ pilot and plane were true to the attached to the fuselage. I'm sure nessed all three flights, including name 'Flying Ham'! there are others. the last one. Three responses were received: 'Td like very much to hear from "It was built out of a Church Chuck Faber of Waukesha, WI anyone with information, past Midwing fuselage with a 4-cylinder thought it was an early version of history or photos of this Bird. Write Henderson engine. It had a full round the Paraplane; Leroy Brown, Zell­ to Clark Wilson, 3205'h Belvedere wing. The idea was to have it wood, FL called it an Arup Flying Road, West Palm Beach, FL 33406 . • ..... ~------VINTAGE AIRPLANE--~ 5 Pictured in front of their 1946 Luscombe SA are Jim Stoia, work. Exceptional metal working ability is a " must" for such a Jim's wife, Mary and Tom Stoia. The brilliant shine on the Grand project. Champion Classic is the result of over two years of dedicated (Photo by Norm Petersen) LUSCOMBE8A 1982 GRAND CHAMPION CLASSIC

By Norm Petersen into business with him while Tom was finishing high EAA Staff Editorial Assistant school so he too, could join the business. Under the watch­ ful eye of father Bill, the business of aircraft repair has So often the common interpretation of a trophy winner shown a steady growth, with the primary emphasis on in the Classic division of EAA is that of a busybody first class metalwork. removing accumulated oil, grease and dirt from a tired About six years ago, an insurance company asked the old airplane, spraying on a shiny new coat of paint Stoia firm to bid on a Luscombe 8A that had blown away and voila, we have a winner! Such is not the case with in a tornado. The tail wheel had remained tied down while our 1982 Grand Champion Classic Luscombe - a 1946 the aircraft blew 300 feet away! Needless to say, the 8A, registered NC71454, SIN 2881, manufactured on resulting pile of metal was a genuine basket case. Further 5-13-46 by the Luscombe Airplane Corporation, Dallas, damage was incurred when another salvage crew cut Texas, U.S.A. every cable in the airplane! Precision Air was the lucky To fully appreciate how anyone would have the (?) new owner at $1200. tenacity and patience to completely replace 75% of The heap of twisted metal laid in the back of the the metal in a 36-year-old airplane, we have to go into hangar for nearly three years before Jim and Tom decided the background of the restorers, Jim and Tom Stoia, the time had arrived to begin the rebuild. Beginning brothers extraodinaire of Manning, South Carolina. The with the two wing panels which had been metalized boys were raised in an aviation atmosphere by their years previously, the brothers drilled all the covering father, William "Bill" Stoia, who at one time worked for metal off and were delighted to find all internal drag Dolph Overton at the Wings and Wheels Museum in wires, compression struts and fittings in place. This Santee, South Carolina. EAA's team of Jack and Golda allowed them to rebuild the wings as per original with Cox worked at Wings and Wheels at the same time and fabric covering. Jim remembers trimming the metalized remember Jim and Tom Stoia as very young, busy and trailing edge to a smaller size and using the same metal highly portable children! for the fabric covered wings, a slow and tedious process When Bill Stoia opened a fixed base operation at - but' effective! the Clarendon County Airport, Manning, South Carolina New ailerons were built from scratch using only the under the name Precision Air Co., he asked Jim to come old fittings. The fluted covering metal was obtained from 6 OCTOBER 1982 (Photo by Ted Koston) Grand Champion Classic Luscombe SA photographed over Wisconsin farmland at Oshkosh 'S2. Shape of wingtip and wing root are most easily recognized Luscombe features.

Univair. All tail surfaces were completely rebuilt except the ribs, which were deemed usable. The expertise of Bill Stoia came heavily into play in remaking these parts of the Luscombe. Three of the four lift struts were suitable for use and a fourth one was obtained from Univair. The wheel pants that came with the plane were from a Cessna 140 and were totally useless. A pair of genuine Luscombe wheel pants were located in California; however, when they arrived, it was obvious they had been in their own tornado! Again father Bill put his metalworking ability to the job at hand and before long, a near·perfect set of bright and shiny Luscombe wheel pants were ready for final as­ sembly. Without a doubt, the most difficult part of the rebuild with new side glass. New stainless control cables with was the fuselage, which required replacement of 75% swedged end fittings were installed to match the original. of the metal! Jim says the biggest problem was finding Up front was another story of determined work. The "perfect" sheet aluminum for re-skinning the fuselage. Continental A65-8 engine was major overhauled with He would sift through many sheets before a perfect pattern all necessary new parts. New Eiseman magnetos were could be cut from a particular sheet. Jim maintains the installed along with a new unshielded wiring harness. Reynolds' "Alclad" of years ago was far superior to the To complete the "new look" to the engine compartment, present Alclad. Apparently the outside coating of pure new baffles, intake tubes and exhaust stacks were aluminum is not as thick as it used to be and easily installed. To complete the nose installation, a new suffers from "polish through." Sensenich wood propeller was capped with an original As Jim slowly brought the fuselage back to new condi­ "skull cap" spinner - all highly polished! tion, Tom was busy with a new interior installation After covering the rebuilt wings with Ceconite, no tastefully done in blue with a darker blue stripe and a less than 25 coats of butyrate dope were hand rubbed to a soft gray headliner. Coupled with a new set of instruments super smooth finish. A final finish of silver polyurethane behind a shiny new instrument panel and chrome plated was sprayed on the wings to match the silver struts. Even control sticks, the interior began to take on the look of a the aluminum pitot tube was polished to look almost like winner. A new windshield was carefully installed along chrome. (Photo by Ted Koston) (Photo by Ted Koston) Luscombe landing gear with original aluminum wheel pants. The tail surfaces were completely rebuilt using only the old Small venturi runs turn & bank indicator. One streamline ribs. Jim Stoia says a recent switch to Blue Magic polish has wire attaches to each axle; reflection mjlkes it look like two made upkeep much easier. (He buys it by the case!) The results are to see.

VINTAGE AIRPLANE 7 two years of restoration came to fruition when Jim made the first 20 minute flight. One wing was a bit heavy so after adjusting the struts, Tom made the second flight late in the evening before the big fly-in. Everything seemed to be in perfect shape. The br.others decided to polish the entire plane one more time by hand and stayed up until 3 a.m. to accomplish the task! They were rather surprised to have a plane land on the fieJd at that hour of the morning. The pilot got out and ra::h through the underbush towards the road into town. Before long, a sheriffs car sped up with lights flashing and siren wailing! One deputy posted guard on the plane :-vhile the other drove into town and promptly arrested the pilot as he sat eating an "Egg McMuffin." The weed seeds and burrs on his pants were a dead give­ away! The plane contained over 1200 pounds of mari­ juana. Jim and Tom quietly finished the polish job and retired for a little rest. After taking honors at the Camden Fly-In, the Luscombe ·was flown to the Statesville, North Carolina A IC Chapter 3 fly-in in May, 1982 where again the shiny bird won the big award. By this time, the Stoia family was thinking about Oshkosh - the big one! Again, the preparatiqns were many such as Jim's wife, Mary, sewing a complete cover for the plane from new bed sheet material. It was found that the cover over the Luscombe would keep the dirt and tarnish from the finish. Just remove the cover, polish a little and it's ready to go! In addition, a new set of Cleveland brakes were installed before the.{rip to Oshkosh. Tom even redid portions of the interior where people had tarnished the cloth. The brIght and shiny Luscombe arrived at Oshkosh '82 with only 22 hours on the tach and immediately drew the glances of the crowd and the close scrutiny of the Classic ju,dges. On Friday evening, the awards ceremony (Photo by Ted Koston) brought a fitting conclusion to the many months of Interior is tastefully done in shades of blue with black crinkle­ diligent work and sore muscles - the 1982 Grand Champion finish around instruments. This was the standard panel in Award! ' 1946! Note chromed control sticks. The smile on Bill Stoia's face has a certain reassurance to it. His faith in his two sons has proven itself. The nearly Gradually each part of the restoration project was lost art of true metalworking is reappearing with sons Jim finished and the Luscombe began to emerge as a bright and and Tom. We are all benefactors. shiny new airplane. Each piece of aluminum was brought So often we look at the beauty of a trophy winner and up to a bright shine with a power buffer and then hand wonder if. it's really worth the effort. As Jim explains, polished with Met-All. The cowlings were installed along "We retrieve damaged airplanes from all over the East with new tires on the wheels and the beautiful wheel Coast, bring them into our home base on the shores of pants made the "look" complete. With the Camden, South Lake Marion, and when the owners show up to learn ofour Carolina fly-in fast approaching in October, 1981 the bid, they ask of the quality of our work. We open the finishing and detail work reached a fever pitch and over hangar and let them gaze on the Luscombe. They turn to us with a twinkle in their eyes and say - go ahead!" •

(Photo by Norm Petersen) Younger brother, Tom Stoia, explains engine compartment. The Continental A65-8 was majored from the crankshaft on up. Note new unshielded wiring harness and wooden propeller, exactly as new. CALENDAR OF EVENTS OCTOBER 1-3 - NEWNAN-COWETA COUNTY AIRPORT, GEORGIA­ International Cessna 120/140 Association, Inc. Annual conven­ tion and fly-in. For info contact Charlie Wilson, 567 Forrest Ave­ nue, Fayetteville, GA 30214.414/461-6279. OCTOBER 10 - BOLIVAR, TENNESSEE - EM Chapter 763 Fly-In and Air Show. Contact Billy Whitehurst. P.O. Box 376, Bolivar, TN 38008. 901/658-6282. OCTOBER 15-17 - CAMDEN, SOUTH CAROLINA - Annual Fall Fly-In sponsored by EM Antique/Classic Chapter 3. Anliques, Classics, Homebuilts, Ultralights, and Warbirds welcome. Awards and banquet Saturday night. For further information contact Geneva McKiernan, 5301 Finsbury Place, Charlotte, NC 28211 . NOVEMBER 11 - FAIRVIEW, OKLAHOMA - Thirty-first Annual Break­ fast Fly-In. Free breakfast to those who fly in. Trophies for best experimental and antique aircraft. Field closes 12:30 p.m. For information contact Doug Wiens at Fair View Airport, Fairview, OK 73737.

8 OCTOBER 1982 BOOK REVIEW

AIR MAIL: An Illustrated History 1793 - 1981 by Donald B. Holmes. Clarkson N. Potter, Publishers ($27.95) This is a fine detailed bo'ok on the history of the air mail service over a period of almost 200 years. Possibly it will appeal mostly to those senior citizens who had some personal contact with the pioneering pilots in the 1920s and 1930s. In the case of this reviewer his interest in aviation was born in the 1920s when as a young lad he (Photo by Norman Petersen) often wheedled transportation from his home to Hadley Cessna 305A (L-19) wearing the colors of the Wisconsin Civil Field in New Brunswick, New Jersey just seven miles Air Patrol rides at anchor during the Seaplane Fly-In at Oshkosh away. In those days Hadley Field was the eastern ter~inus '82. Note auxiliary fins on both ends of stab,ilizer for seaplane of the air mail service. The sight of those magnIficent use. Maindoor is split in half - the top hinges upward and the DH-4s was an experience ~hat generated a love for aviation bottom swings outward. Aircraft has stick controls instead of that remains to this day. control wheels. Large flaps have up to 60 degree travel but This book is profusely illustrated with historic manual states that seaplane version is restr~cted to a maximum deflection of 45 degrees. photographs of the pilots and aircraft .that were ~sed i~ the United States and in foreign countnes for the aIr mall service. A large portion of the illustrations are reproduc­ tions of air mail stamps and commemorative envelopes BIRD DOG ON FLOATS that were flown on these pioneering flights. The author, Donald B. Holmes, is an ardent aero-philatelic and he has By Norm Petersen assembled a magnificent collection of these stamps and EAA Staff Editorial Assistt;Lnt commemorative envelopes. Did you know that the first air mail flight ever, took A relative newcomer arrived at the Oshkosh '82 sea­ place in 1793 when President George Washington handed plane fly-in this year when Henry I. Sedin (EAA 172131), a letter to balloonist, Jean-Pierre Blanchard, who took Box 595, Poplar, WI 54864 flew in with a Cessna L-19, off from a Philadelphia prison yard and landed 45 minutes N5166G, SIN 22285 mounted on Edo 2440 floats. later in Woodbury, New Jersey? Or that the first autho­ This 1951 classic airplane was obtained by Henry and rized air mail flight in U.S. history occurred on September his partner, Ralph Binger, Superior, Wisconsin on a Civil 23 1911 when Earle L. Ovington flew his Dragonfly air­ Air Patrol auction some five years ago. Their successful from Garden City to Mineola, Long Island, a dis­ bid yielded a Cessna L-19 "Bird Dog" complete with bomb pl~e tance of three miles? It wasn't until May 15, 1918 that racks on the wings and gun controls on the stick. the first regular air mail service was started in this After removal of all such extra hardware, the plane was country with scheduled flights between New York and relicensed as a civilian mode1305A. The engine is a 213hp Washington using World War I Curtiss Jennies. Continental 0-470 driving a fixed pitch McCauley prop Air Mail continues with its account of the development of 90 inches length and 47 inches pitch. With an empty of the air mail service under the Post Office Department, weight of 1502 pounds, the performance is quite then the transfer to private contractors in the mid 1920s, spectacular. and the cancellation of the contracts in 1934 with the Harry and Ralph mounted Fluidyne hydraulic wheel abortive effort by the U.S. Army to fly the mails and skis on the Cessna and have made several moose hunting finally the return to private contractors who still fly the trips into Canada. On occasion, the plane has hauled routes today. both pilot and moose from the frozen surface of a lake, In creating'the air mail service the government laid some as short as one half mile! In 1979, the partners decided to add floats to the the groundwork for the commercial ai.r t~anspo~a.ti.on system we now enjoy. Air fields, naVIgatIOn facIlItIes Cessna so they flew it up to Ely, Minnesota where and the establishment of routes all had to be developed Wiley Hautala installed a set of Edo 2440 floats. (All before air commerce could take the next big step of carry­ L-19s were built with rear float fittings installed.) ing passengers. The cost was great in human lives The floats weigh 342 pounds but still allow a respectable during the pioneering years but like all human endeavors useful load of nearly 1200 pounds. (Seaplane gross weight there were always those dedicated men who took the is 2800 pounds.) With a fuel capacity of 42 gallons, the risks because of the ideals they cherished. range is approximately four hours of normal cruise at For those who have an aviation library this book 100 mph. will be an invaluable addition with its historic photo­ Henry reports they have a folding boat and small graphs and a fine text that contains many i~teresting outboard that can be packed in the airplane for wilderness anecdotes that dramatically show what an Important fishing trips. Several trips are made each summer into the role the air mail played in the development of all phases north country, often with the children, Shane and of aviation. Heather along. David H. Scott The spectacular performance of this plane is probably best illustrated by the take off distances listed in the Army manual. On wheels - 355 feet! On floats - 590 feet! We look forward to seeing this Cessna next year at the seaplane fly-in. It may be sporting a new paint job by then according to Henry. He and Ralph feel they have a real winner in this combination . • • VINTAGE AIRPLANE 9 Myra & John Dunn.

OSHKOSH NEVER LETS US DOWN

(Photos by the author) for donating $438.00 to our Antique /Classic Division. The money was raised by selling chances on two queen By Lois K elch size blankets using material with antique airplanes on it, (EAA 3567A, Ale 700A) made by Irene Gomoll. and chances sold to one and all 7018 W. Bonniwell R oad by Stan Gomoll. Irene must have spent many. many Mequon, WI 53092 hours quilting and sewing the beautiful blankets. and the Division thanks them for their contribution. Oshkosh '82 is over now, but for the hundreds of I had the pleasure of helping in the EAA Aviation thousands of people attending, it will never be forgotten. Foundation Capital Campaign pavilion where the John When describing the Convention to some of those who Denver movie "Wings on Dreams" was shown many times weren't there, the words can't come out fast enough to daily. After each movie presentation, the audience, explain the vastness of it, the excitement, the history, possible donors, were advised by volunteers of different the friendships, the safety, etc. How can you expect levels of donation over a period of five years, or a pledge someone to visually imagine approximately 14,000 air­ for an amount of their choice. I would like to mention planes in one place at one time? The Convention covers these levels here for those of you who are not familiar ALL aviation, from the earliest pusher-type planes with them. through the Classics, Homebuilts, Warbirds and the Key Level - $125. Pledging $25 per year for five years newest Ultralights, not to mention a wonderful salute to and receiving a bronze key holder with your EAA number NASA. engraved on it. Of course, the Division dearest to our hearts is the Medal Level - $250. Pledging $50 per year for five Antique /Classic Division. That's where we see all those years and receiving a unique bronze desk sculpture with beautiful planes arriving, one after another, seemingly your EAA number engraved on it. so proud, waiting to be viewed and admired by the Wall Level - $500. Pledging $100 per year for five tremendous number of interested people. years and receiving hislher (or both) name and EAA As usual the Red Barn Headquarters was a busy and number permanently affixed to one of the bricks that popular place, where people congregated, visited, comprise the Members' Wall at the new Aviation Center. volunteered, and rested their weary feet before setting A numbered key tag will also be given with your EAA out again to "walk the aisles." Now and again the heat number, as a memento. would get to you, but what's a little heat and humidity While on duty as a volunteer, I had the great pleasure when you're having such a good time? of explaining the levels to donors, or potential donors, One damper on the Convention was two nights of and the peoples' willingness to be a part of this wonderful drenching rain, but when the sun came out during the Tribute to Aviation was truly exciting. day, all the problems of the night before had been The Convention is made possible only by the en­ efficiently handled, some campers were relocated, and thusiasm of individuals with the same interest - SPORT everything went on as usual. FLYING - and following are interviews with some of them Two of our loyal members, once again, were responsible who were happy to share their hobby with us. 10 OCTOBER 1982 cowling look bad so they cleaned, stripped and painted it. Myra and John Dunn Ready to fly for fun now? Not quite. They decided to (EAA 124589, AlC 3905) go through the accessories since they didn't complement P.O. Box 93 the new engine. Then they added a rebuilt generator, Crawfordsville, IN 47933 a NYAB hydraulic pump, new starter, new T-drive, prop governor, vacuum pump, fuel pump and fuel injection. 1949 Ryan Navion, N4825K, E225-9 Engine While everything was loose in the engine area, it proved Myra owns and does most of the flying of the beautiful an ideal time to replace the old original oil soaked firewall Navion and proud husband John is the first one to let liner with a new insulated custom cover. Everyone knows you know it. They met at an airport where she was fun a new liner needs a new interior, so they re-upholstered flying and he was waiting for a commercial flight. He everything - seats, side panels, baggage compartment, was impressed with her enough to return to the airport and the headliner. Now the panel looked so bad they de­ and look her up and she started giving him rides. He cided to modernize it for IFR. At this point, they had a found himself being her pupil and soon got his licenses really decent, serviceable airplane and everything looked (pilot and marriage). nice EXCEPT THE exterior. So they continued on and They love the old airplanes and especially the Navions. on until this beautiful, proud Navion emerged. They bought 4825K four years ago, barely flyable, but Their hard work paid off and 4825K has won many intended to fly it "as is," since they were already restoring trophies, including "Most Outstanding Navion of the a Navion and wanted one to fly while the other one was Year in the U.s. and Canada," "National All-Out Speed being completed. Admittedly, 25K was a greasy, oily Contest," "Grand Champion Total Point Accumulation" of airplane with paint ranking somewhere below poor. the American Navion Society, and last but not least, a It had a 225 with constant speed prop and tip tanks but trophy at Oshkosh '82, Class III 151hp and up. practically no radio equipment. One thing led to another, Myra and John will return home now and go back to the first being the installation of a zero time E225 engine, work to their respective jobs so they can continue to and while the engine was pulled, they decided to strip and support their hobby of flying and restoring the beautiful polish the firewall. This made the inside of the tub and old Navions.

George LeMay The normal airspeed is approximately 100 mph. The trip (EAA 11255, AlC 3399) took 16 days. 5003 Bulyea Road Once they arrived in Calgary they looked the plane Calgary, Alberta over and started analyzing the extent of their restoration Canada T2L 2H7 job. They decided to go down to bare bones and the job 1944 De Havilland Rapide DH89A, C-FAYE took three years of intense concentration to get it done. George purchased this plane in Coventry, England in They installed all new plywood and covering. 1976 and ferried it 6,050 nautical miles to Canada in 61 V2 They did a thorough research job and had Hawker hours. For refueling he had four 55 gallon drums of gas Siddeley in England send them all the manuals showing in the cabin hooked up to the standard tanks (38 gallons rigging, parts book, etc. The plane has a Certificate in each standard tank) and he could fly for 14 hours. He of Airworthiness in a private category. It cannot be also rigged a way to supply oil to the engines. commercial because of having only one pilot seat. On the trip with him were George and Alf Bicknell. This restoration involved the whole family, plus They ran into bad weather in Greenland and had to go friends. His wife, Bonnie and daughter Debbie did all the around the top. Needing extra fuel they added another ribstitching on the wings and his friend Ralph Fyten 55 gallons to their supply. The engines are Gipsy Queen did all the plywood and wood repairs. Sons Norman and Ills, 210hp, inverted 6s. They experienced 35 knot head­ Leslie also helped with the project. When it came to winds, at which time their ground speed was only 65 mph. sanding, everyone was drafted as it had 10 coats of dope and four of color. The results speak for their hard work and elbow grease. They used "Miami" blue on top and Bellanca white on the bottom. The trim is a maroon band along the center line. George did the interior himself. It has a white top headliner and ruby red sides. The very comfortable seats are fabric which are white and maroon. The plane seats eight plus one pilot. The registration number is C-FA YE which led them to name her "Lady Faye." It was a close call to get everything finished in time for Oshkosh. However, at the last minute, everything got done. To show how close it was, as George was putting on the wing-walk tape, they were loading their luggage aboard for the trip to Oshkosh. The trip was smooth and exciting and very rewarding. The plane always had a crowd of admiring people around it. It won Grand Champion, Transport Aircraft at Oshkosh '82, which thrilled the whole family. Lady Faye was also singled out for an award that Mrs. John Schildberg awarded in memory of her late husband. The award read "Best Antique Restored by a Family." The family was there to accept the beautiful plaque and if you look closely at the picture to the left, you'll see George Bicknell and George LeMay. it proudly displayed in the window of the cockpit. VINTAGE AIRPLANE 11 The Wrong Bros. Airforct' sta rted in 1977 in Co lumbus. Ohio as the members of EAA Chapter 443 \\'e re sitting a round onl' night laml'nting the fact that they co uldn't afford the "big iron" of the Confederate Air Force or the Warbirds, etc. They knew the Wright Bros. started the whole thing, so they decided to start their own club and call it "The Wrong Bros.," and that they would have "fly­ outs" instead of "fly-ins." Everyone is a Colonel. They now have 130 members, all kinds of planes, all types of people who just have a lot of fun. Twice a year they award their official hat called "Stupid Hat," and also offer the "Purple Hat Award" which passes around to the person who made the biggest goof of the year. AI Cornelius owns one of the Taylorcrafts that were at Oshko&h '82 which he bought two years ago at Oshkosh on a handshake deal. Itconsisted ofparts ofthree airplanes and was a real basket case. He gathered up the pieces, hauled them home and got started almost immediately, setting up a workshop in his garage. Need I mention that Wrong Bros. Airforce. the family cars stood outside in all the elements during this time? All social activitiy stopped and he forgot all about television. He devoted two years to this project. "Wrong Bros. Airforce" Evidently he has a very understanding wife because he's That name "Wrong Bros. Airforce" and the neat row still married. of five airplanes with forest green military paint schemes The big day finally arrived when everything was ready caught my eye. I sought out the owner of one of the planes to test and he watched a friend test fly the plane on June to clue me in on this club. 6, 1982. Mter a slight mag adjustment, everything was I found Al Cornelius (EAA 100753, A IC 7366), 63 E. perfect. His trip to Oshkosh in his own plane was smooth, Main St., Ashville, OH 43103 who was happy to oblige. leaving home at 6:15 a.m. and arriving at 5:00 p.m. AI (I hated to disturb him as he was stretched out under the has been coming to Oshkosh for nine years. wing in the shade and looked very comfortable.) Wonder what he'll do in his spare time now?

Tom Rench Currently this is the oldest flying Beechcraft. He (EAA 27294, AlC 3006) knows of three others with lower serial numbers that are 1601 Circlewood Drive now under restoration. This airplane is quite a bit Racine, WI 53402 different in many respects than most of the Staggerwings 1935 Staggerwing Beach, Model B17L, N14417, SIN 30 flying today. It is difficult to make a good three point landing because it sits up higher on the landing gear ­ This airplane last flew in 1953, before it was sub­ it can be done but not consistently. It is 'really difficult stantially damaged in a fire in Kansas City. It was a sad in a crosswind; it doesn't respond as it runs out of rudder looking basket case for quite a few years, and Tom bought control. This was corrected in later models with a larger it, as is - where is, in St. Louis in September 1969. The fin and longer fuselage. Cruising speed is an economical heat from the fire didn't affect the wings or engine as the 140 mph. Even though it has one-half the horsepower firewall kept the fire away from the engine. However, the than later models, the take-off and climb performance is windshield, instrument panel, upholstery all burned, but the fuselage was in fairly good condition. A check on the hardness of the steel found the fire did not affect it. Mter carefully surveying the situation, Tom started his long and arduous job of putting everything back together again. He made all of the sheet metal parts, new cowlings, all new fairings around the wing struts, fairings around the tail, and new control cables. The fabric is all new with a paint scheme of black fuselage and galatea orange; the wings are galatea orange, and the tail pieces are orange and black with a scallop. The trim design is five parallel stripes on the fuselage with orange trim on the front of the cowling. this is the standard trim design used by Beech during that era. Tom used these particular colors because they were used by the Bureau of Air Commerce (predecessor of the FAA). He always liked those government planes. The interior headliner and seats are upholstered with tan leather per old factory photos. The landing gear cranks up and down by hand. The first electrical landing gears didn't come until about six months later. It takes 30 turns of the crank to get the wheels up or down. Evidently Tom has mastered the system because he frequently lands on our 1100 foot strip. Tom Rench. 12 OCTOBER 1982 very satisfactory. The pilot workload is quite high because job is finished, they immediately start another one. Tom you're busy flying all the time. It evidently doesn't is currently restoring a 1934 SR-5 Stinson Reliant bother Tom though because he flies regularly and enjoys straight-wing. He also previously restored a Luscombe every minute of it. and a Stinson Gullwing. Like so many other restores, once one restoration Keep 'em flying, Tom. We need fellows like you.

Thomas J. Palmer (EAA 122795, 2900 Pickerington Rd., NW Carroll, OH 43112 1946 J-3 Cub, N6170H, Continental 65 This beautiful Cub has been in Tom's family since 1962. It was first owned by his brother and he bought in in 1969. In 1976 he stripped it down to bare bones and started a complete restoration job which ended up taking three years. This was all new to him and he worked painstakingly every step of the way. He also drafted the services of his wife and son, and fellow members ofEAA Chapter 443 helped him with last minute rigging and assembly. The plane was first test flown on July 22, 1982 with Oshkosh as his goal. He made it! He flew to Oshkosh with a group of 12 from Ohio. He was always the first to take off and the last to land, cruising along at a walloping 70 mph. He is also one of the Colonels in the Wrong Bros. Air­ force. Tom's painstaking work paid off at Oshkosh '82 as he was awarded the trophy for Best Class I (0-80hp). Congratulations! Thomas Palmer's J-3 CUb.

Norman E. Cotton of cross country flying alone. Once he accomplishes (EAA 188915) that, I'm sure he'll be a seasoned and confident pilot. Coast Route 1, Palo Colorado Canyon Carmel, CA 93921 1946 Cessna 140, N72803 The West Coast Cessna 120 /140 Club was well represented at Oshkosh this year as a group of them flew in all the way from California. They had two groups ­ one leaving at 8 a.m. and the others at 10:00 a.m. They made the trip in three days, experiencing many adverse weather conditions, including thunderstorms, strong crosswinds, etc. They lined up together in the Classic Camping IParking area and had a fun time all week. I came upon Norman Cotton writing a letter at his plane one day and asked him about his Cessna 140. He had always wanted to learn to fly, but earning a living kept getting in his way. He bought the plane four years ago, before he had his pilot license and then learned to fly in it. He soloed after only 6\-2 hours. He flew the plane for two years and then had the engine rebuilt, the fabric wings re-covered and the metal fuselage restored. He greatly enjoys flying by the "seat of his pants." The West Coast 120 /140 Club is very active and all their fly-ins are well attended. Since he is a rather recent pilot, he was glad to be able to join the group coming to Oshkosh. However, they were going their separate ways on the way home and he would be put to the test Norman E. CoHon. VINTAGE AIRPLANE 13 Koewler "Dutch" Brafford (EAA 70116, AlC 241) 735 Weadock Street Lima, OH 45804

1946 Cessna 140, N89728 Dutch has owned this beautiful airplane for 33 years and has kept it "factory perfect" ever since. As a young boy, he would sit by the hour at Lunken Airport and watch the planes fly and his dream was to become a pilot. He soloed shortly after WWII and bought this plane in 1949 for $1,350.00. It has been a part of his life ever since. He owns his own auto mechanic business so has no problem keeping his own engine going. Dutch never mentioned this to me during our inter­ view but I found out later that he is one of the "unsung heroes" of Oshkosh who volunteers most of his time and helps out from early morning until late at night, helping to park airplanes as they arrive. It takes a lot of people like Dutch to make Oshkosh the great event it is. This was his 12th year attending and he'll be back next year - you can bet on it. "Dutch" Brafford.

Glenn Pray (EAA 79029) 22806 E. 78th Street Broken Arrow, OK 74012 1935 Kinner B·2 Sportwing NC14927, SIN 148 There is only one B-2 Sportwing flying and Oshkosh had it! There were only eight built and Glenn states it still looks and flies just as it did when it came out of the factory. It truly is a sport plane - a low wing with side by side seating for two and looks like all it wants to do is fly. Back in the '30s when this plane was new, it caught the attention of all the celebrities and dashing sportsmen of the day - I can just picture them wearing plus fours, argyle socks and a cap - a perfect outfit for this Sportwing plane. Glenn learned to fly in a J-3 Cub in 1947 after serving in the Marine Corps, but then he didn't fly again for 25 years. He saw some "older" people enjoying flying, so at age 45 he took it up again. It all came back to him ­ just like riding a bicycle. He soloed in a Luscombe, then had fun in an EAA biplane, and has been flying ever since, strictly for fun. Before he began flying again, he was in the business of manufacturing replicas of the beautiful luxury cars such as Duesenbergs, Auburns and Cords. He was quite a collector of these classic automobiles and now he is a collector of airplanes! Welcome to the club, Glenn! Glenn Pray.

SEE YOU AT OSHKOSH '83

14 OCTOBER 1982 • Totally rebuilt Pacer poses for a picture on a cool December morning. Note booster wing tips and very delicate paint job. This picture makes the eight year project worthwhile.

THE EIGHT YEAH STORY OF A PACER'S RESTORATION

By Vernon H. Sudbeck (EAA 58247) Rt. 2, Box 132 Hartington, NE 68739

On a cold December morning in 1972, I flew my BC-12 Taylorcraft up to Timber Lake, South Dakota at the Author, Vernon Sudbeck, poses beside his BC-12 Taylorcraft. request of my son-in-law's father, George Vander Mark. It is easy to see that he is an EAAer all the way! He had tipped me off on a 1950 Piper Pacer that had been blown over on its back by strong winds in October and was still laying on its back when I arrived. Trying to estimate a fuel truck, a lot of rope and four men. Once on the wheels, the damage revealed the wing ribs were extensively we took off the wings and prop and loaded the whole bent - they later told me why. It seems the school kids works on George's grain truck for delivery to my place in had been out walking on the wings! The tail section Nebraska. suffered considerable damage as the ropes had remained I remember it was another one of those sub-zero tied to the tail as the wind flipped the airplane. The left days in January when I pulled the fabric from the wings upper tube going down below the left front wing spar and tail feathers to see the extent of the internal fitting was broken in two, cracking the windshield and damage, and believe me, it didn't look good. Three of denting the nose bowl and top cowling. Surprisingly, the four spars had a slight twist in them and many ribs the 74x54 prop was undamaged. were bent. I decided to buy the Pacer if the price was right, In the months ahead, I bought various items such as especially after George volunteered to haul it down to my rib splicing kits, good used ribs and a J-3 Cub fin and place, 350 miles away. I then talked to the owner, James horizontal stabilizer and elevator. I straightened and cut Keseling (later to become a Senator from South Dakota) off the counterbalance from the Pacer elevator with a hack and offered him $100 more than his last bid. I got the saw and welded it on the J-3 elevator. It was now identical Pacer. a pair of A2000 skis and a repa irable bent prop. to the other good elevator. The next day we succeeded in getting the plane off its For the next five years I worked on the Pacer in a back without additional damage using a tractor loader. barn with a dirt floor, which meant ifyou dropped a screw, VINTAGE AI RPLANE 15 wife, Bonnie, Gene Townsend and Gene Parker, I would have given up, but now I was filled with determination. I don't mean to get off the story of the Pacer, but I feel an important factor in the decision to continue the rebuild was my EAA membership and the unique friend­ ship of two fellows living over 2000 miles apart. It was the March 1971 issue of SPORT AVIATION which contained an article entitled "The Classic Airplane" by Gene Parker of Medford, Oregon. The story dealt with Gene's restoration of his Taylorcraft BC-12 and I had just completed restoring the wings and tail section of my Taylorcraft after suffering windstorm damage. I was looking for a good T-Craft paint scheme and I really liked Gene Parker's color picture in SPORT AVIATION. After contacting him and receiving his okay, I used his color scheme on my T-Craft. In 1973, Gene stopped in at my place enroute to Oshkosh so the two of us flew our planes with identical paint schemes to Oshkosh. At the EAA Convention, Gene Townsend of Decatur, Illinois recognized the paint scheme as the same one in SPORT A VIATION and our meeting was the beginning Piper Pacer N7660K after retrieval from South Dakota. Note broken down tube in left corner with dented cowl. Grandson Jeff is my big helper.

it was good-bye. Conditions were not good - poor light, no heat in the winter which was when I had the most time to work as my occupation is farming. The most dis­ couraging part of working in the old barn was the thought of cleaning all the dirt and dust off everything before I started. I'll never forget one morning in March, I went over to do my chores and found 26 head of cattle in my barn, walking on and around my Pacer! (The big rolling door had been blown off by high winds the night before.) I don't need to tell you the damage that 26 head of cattle can do to an airplane - especially if they spent most of the night with it! A very sad and depressing sight indeed, including the two aluminum gas tanks. I felt like sitting down and having a good cry. Filled with despair, I had to make a decision: either sell the Pacer or get with it! For two years I pondered. I realized I couldn't sell it as is because I would lose too much. So I moved-it from the barn to a 40' x 72' machine shed I had built in the intervening two years. Without moral support from my

My wife Bonnie and daughter Karen sanding tapes on the control surfaces. They became adept at such work!

of a new friendship. While at Oshkosh, I talked to a fellow selling used airplane parts who said he had a '57 Tri­ pacer he was salvaging out and he mentioned he had two gas tanks, wings, struts and instruments! That fall, my wife and I headed for a weekend in Chicago pulling a snowmobile trailer behind the car to pick up the Tripacer parts. When we arrived, the man explained he didn't have the gas tanks out of the damaged wings nor the instrument panel out of the fuselage. Rather than take the time to remove the tanks and panel, he just gave me the damaged wings and fuselage to go along with the things I bought! Along with three wing struts, I had quite a deal. Returning from the Chicago trip, I ordered a new Alpha 200B radio and a new wide landing gear from Univair. I then moved the Pacer from the barn to the new steel machine shed with a cement floor. With im­ proved working conditions, I repaired wing ribs and Pacer fuselage with new cover and wide gear installed. straightened spars. After assembling the wings, I Cowling has been stripped and ready for painting. Very finished installing McAllen Texas boostez: wing tips neat headliner installation is visible. and Grimes strobe lights. 16 OCTOBER 1982 Remembering that airplane gas tanks should be pressure tested, I took both tanks to a radiator shop in Hartington. In the testing process, they put too much pressure in one tank and it promptly bulged out! Believe me, I was having a time keeping two serviceable gas tanks. An order to Omak, Washington finally obtained another suitable tank. With the Pacer now in the new machine shed, Gene Townsend and I stripped down the fuselage to bare tubing and sandblasted it. I worked quite some time on cutting out the broken tube going down below the left front wing spar fitting, replacing it with new tubing and rosette welding a smaller tube inside, making it stronger than the original. The welding was all done by an A & P mechanic with an IA rating. After carefully checking for rust throughout the fuselage, we gave it two coats of white epoxy paint. Having had no previous experience in covering a fuselage, I was able to enlist the help of Gene Townsend who has done a great deal of restoration work. He also suggested several improvements which we incorporated Fuselage masked off from painting of the trim stripe. This . requires a great deal of work and very little paint!

After eight long years of ownership, I fired up the 125hp Lycoming engine and gave the new-looking Pacer a thorough ground testing, doing some high speed taxi work in a half-mile-long alfalfa field which joins my 1200 foot landing strip. I had never flown a Pacer before so I needed all the room I could get! I did several short lift offs and landings to get the feel of the plane. Finally, I applied full power - it was unbelievable how the Pacer would climb - reaching for the sky like it was making up for lost time. As I cruised over the local area checking instruments, I noticed how quiet the inside of the cabin was. All of the insulating we had done really paid off. After several landings over a 30 minute period, I discovered the 1380 shock cord on the landing gear was too weak. By adding another 1080 cord, the situation was corrected. One of the brake bladders was leaking so I installed another one . .. which also leaked . .. the third bladder appeared to be okay. I realized by then a new bladder might have been a better solution but they are so expensive. The original Goodrich bladder type brakes (Continued on Page 21) Nicely done instrument panel is faced with a pretty wood grain. Alpha 200 radio is in ·the center panel with fuse bar along lower left side. Note sound proofing around fuel valve on left side. into the rebuild. We replaced the big floppy door latches with a very compact sliding door latch and a key lock in the right hand door. Gene installed a removable aluminum door in the back of the baggage compartment giving access to the tail end of the fuselage. He also installed a breaker and fuse installation putting a 25 amp breaker on the master switch - something the original did not have. The entire next year was spent covering the various pieces with fabric and doping the cloth using a slightly altered process than Stits Poly Fiber. Following Gene Parker's advice, I used two coats of Poly Brush and no Poly Spray, opting instead to use butyrate dope all the way through to color. Another idea Gene introduced to me was to sew the 66" width Stits fabric in a panel across the wing. As we glued the fabric on with Poly-Tak, we pulled more tension on the length of the wing. This kept the fabric from shrinking lower between each rib, Bonnie Sudbeck, Vern's wife, is shown between their two giving the wing a more straight line appearance over rebuilt planes, the BC-12 Taylorcraft and the Piper Pacer. the top of the wing. Gene credits the idea to an old Notice how nice the Pacer looks without the big numbers on the side of the fuselage. friend, Jim Hamilton. VINTAGE AIRPLANE 17 BORDEN'S AEROPLANE POSTERS FROM THE 1930'S Article Number 26, Poster Number 17, Series Number 2

By Lionel Salisbury (EAA 114523) Seven Harper Road Brampton, Ontario Canada L6W 2W3

THE STINSON JUNIOR COUPE

This is the twenty-sixth in our series of posters those with a steady hand made it in the fIeld of endeavor. reproduced from originals issued in the early 1930s Printing arts were not near today's standards either. by the Borden Company and its predecessor, the Thompson I would expect that these pictures were reproduced on Malted Milk Company. As the series has progressed in a fIber-composition mat which was then fIlled with lead The VINTAGE AIRPLANE, I have examined each poster to make a metal negative plate, from which the poster with a careful eye and made comment about those facets was printed. The wording would have been done on a of each that drew my attention. It was only as I looked 'Linotype' which cast the letters in metal. Because we at this particular poster, that it occurred to me how much are reducing the picture photographically for use in The the photographic and printing arts have advanced in VINTAGE AIRPLANE, from the original size of 19" x 11" the interval of almost fIfty years. to approximately 7" x 4", and because the offset printing I would expect that many of the photos reproduced used in this magazine gives a better quality, the posters here were taken with box cameras that had a minimum reproduced here actually look better than the originals! of adjustment available, and that gave only adequate This poster is supplied from the collection of Mr. detail. What the photo did not provide was compensated Marion McClure of Bloomington, Illinois, who collected for by the photo editor who outlined the details in the them in 1933 and 1934. The line drawing this time is photo with either a black-liner or a white-liner. Take a not a three-view as was the case with most. The notes careful look at the wings of the Stinson Junior Coupe describing this month's poster aircraft are taken from and you will see the results of his handiwork. Only the back of the poster. 18 OCTOBER 1982 ~EL TANKS IN WING:! /PUAL CONTltOLS ° GAUONS TOTAL~ / rFllef e:XTINGU'5Hf~ NAVIGATION LIGHTS~ '" / /r~SHATTI!/t-PROOF rl~EWALL "'-.... ~ / / GLASS THfeUOUT ELECTRIC STAfeIfIti, ~ "'­ / II-CABIN LIGHTS OIL TANIC­ \\ "'-...."'­ // rlt'EMOVEAElLE II~""-R~T • GALLONS ~ "f~~/~~~~~t8C=S~E~A~T~D~'~V~ID:E:e~______-:~~:~__

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Description of Stinson Junior Coupe

SPECIFICATIONS: Span, 42 feet, one inch. Length is of heat-treated chrome-molybdenum steel tubing overall, 28 feet., 11 inches. Height overall, 8 feet, 9 equipped with low pressure semi-balloon tires and inches. Wing area (including ailerons), 234 square feet. hydraulic shock absorbers. The gear is of the split type Motor, Lycoming R-680, 215hp at 2100 rpm. Power load­ eliminating any cross axle. Tail wheel is equipped with a ing, 15.2 lbs. per horspower. Wing loading, 13.9 lbs. low pressure tire and has full 360 degree caster. per square foot. Weight empty, 2,160 lbs. Gross weight, STANDARD EQUIPMENT: Hamilton Standard 3,265 lbs. Dihedral, 1~ degrees. adjustable metal propeller. Eclipse automobile type PERFORMANCE: High speed, 125 mph. Cruising electric starter. Self-energizing type brakes. Dual speed, 105 mph. Rate of climb at sea level, 625 feet per controls. Shatter-proof glass in all windows. 12-volt minute. Service ceiling, 13,500 feet. Radius, 400 miles. aircraft storage battery. Adjustable pilot seats. Dual Gasoline capacity, 50 gallons. Oil capacity, 5 gallons. magneto ignition. Standard pioneer flying instruments: STRUCTURE: The fuselage is chrome-molybdenum Compass, flush type (may be compensated while in and aircraft steel tubing acetylene welded, faired to form flight), tachometer, air speed. altimeter and oil pressure with spruce strips and fabric covered. This fabric is "doped" and oil temperature gauges. with a ten coat process to secure a lasting, high lustre SPECIAL EQUIPMENT: S-D speed ring, rate of climb finish. Tail surfaces are aircraft steel tube type externally and bank and turn indicators, wheel fenders or stream­ braced and fabric covered. The wings have solid spruce line pants with oleo faring. Special cabin fittings: side spars with nickel steel drag wires and aircraft steel drag lights, ash receivers, assist cords, heater and ventilator tubes and are fabric covered. The wing mounting is the of new approved type, arm rests, spring-type cushions, high wing monoplane type with external brace struts special automobile type window regulator handles and having an airfoil section to secure additional lift. Air­ door handles. foil section of the main wing is Clark "Y". Landing gear

NEXT MONTH - THE B/J ARMY PURSUIT PLANE • Carries Machine Gunner In Rear Cockpit••

VINTAGE AIRPlANE 19 This section of The VINTAGE AIRPLANE is dedicated to members and their aircraft projects. We welcome photos along with descriptions, and the projects can be either completed or underway. Send material to the editor at the address shown on page 3 of this issue.

flown since 1938. Art had a forced landing and Shelby Hagberg bought it from him on the spot for $300! Shelby sold it to John Simpson of Norfolk, Nebraska in 1966. John partially restored it and then shoved it back into his barn in 1970 and '71. I bought it from him in October of 1981. All the metal and all the wood was in excellent condition with just the usual bird and rat nests in the leading edges. It had a Wright J-6-9 330hp on it originally but we are restoring it with a Wright R-975 E-3 of 440hp. We have all the covering done except the fuselage. We re­ placed the old rigid motor mount with a "T-6" mount for a little vibration proofing. The aircraft is being restored at my airport called the Flying "M" in Corsicana, Texas. When we are a little further along, I'll send you some more photos. Vintage photo of Waco JWM with Wright J-6-9 of 330 hp being Antiques forever, restored by Dean Montgomery, Corsicana, Texas. Dean Montgomery EAA 104505 A IC 4133 Dear Gene, P. O. Box 1046 Here is a picture of my 1929 Waco JWM. This plane Corsicana, Texas 75710 was used by Art Davis from 1931 to 1938. It has not

Dear Gene, I recently completed a wing re-cover and general restoration of my Luscombe 8A. I've owned the airplane for 22 years, during which time my son, Dave, and I have worked the machine for a total of six pilot ratings. We both have a number of years of instructor and airline time in a wide variety of aircraft - still the Luscombe is special and unique in a way which is uncontested by items that were probable unnecessary -but where do you any other machines we've flown during these years of job­ draw the line? related or sport flying. Initially, I allowed three months for the entire project. We have provided her with better than average care, This was my first attempt at wing re-covering and my but gradually time took it's toll and she began to show first aluminum polishing project. (The aluminum was her age. I waited for a suitable time to begin the restora­ heavily oxidized when I purchased the plane 22 years ago tion but it never came. After three years of procrastina­ and had never been polished since new - 36 years!) tion, the need for an Annual Inspection. and a wing cover I missed my time estimate by approximately 350% , that wouldn't "punch-test", all converged to tell me that which I've since been told is about average for a first the time had come. timer. I won't even comment on my cost over-runs! I began the project in July of 1981. I completed it in My greatest satisfaction has come from knowing that June of 1982. My original intent was to re-cover the wings. the little bird is no longer the most neglected member of That modest goal was ultimately expanded into a total my family. It is very gratifying to have strangers admire restoration, including: new Ceconite cover on wings; new her and express an awareness of what a fine little machine paint (inside and out); new interior; new glass; new cables, she really is. electrical wiring, tailwheel spring, wheel covers (mains Enclosed are a few pictures of the finished project. and tailwheel), wheel bearings, throttle knob, pedal Jay Mundy (EAA 132015, A IC 4125) rubbers;· new floorboards, carpeting, baggage compart­ 6234 North 13th Place ment plus tires, battery and a multitude of miscellaneous Phoenix, AZ 85014 • 20 OCTOBER 1962 THE EIGHT YEAR RESTORATION . .. (Continued from Page 17) LETTERS TO THE EDITOR need improvement as they will not hold the plane for a static run-up even though my brake pucks are brand new. One thing I have found, even though I have spent many hours getting the Pacer to fly properly, is that is takes a certain time to get the bugs out. The nose bowl shifted to the right making it rub on the left oil radiator line. The fuel sediment bowl leaked past the gasket and also had a crack in a fitting (under the front seat!). I replaced the wiring harness from both mags and a bit later, one wire in the new harness was bad! The VOR on the new Alpha 200B radio refused to work. A rebuilt directional gyro replaced the old unserviceable one. The Pacer engine is a Lycoming 0-290 of 125hp. Numerous eyebrows went up when I said I was not going to touch the engine even though it had almost 500 hours since major and had been sitting for eight years with three gallons of oil in it. I carefully rinsed the engine on the inside and used a non-detergent 30 weight oil for the first five hours. After three hours of running, I added a pint of oil additive cleaner. This must have done the job because when I dropped the oil after several more hours, Dear Mr. Poberezny: both oil screens came out clean with no carbon pieces. I own a 1958 Super Aero 45 and am interested in selling I have listened to much talk about which is the best it. Here are details of this aircraft: performing propeller for a Pacer with 125hp. Here are SIN 05-006 the results with my Pacer using three different prop Engines - Walter Minor 4-111 series pitches: Propellers - Motorlet V 401-4E 74 x 52 Static RPM 2400 TAGS - 113 mph @ 2350 Total hours flown - 420.20 74 x 54 Static RPM 2400 TAGS - 120 mph @ 2350 Prop time - X 74 x 56 Static RPM 2310 TAGS - 127 mph @ 2350 The aircraft was corrosion-proofed in the factory but A fuel consumption check at low altitudes runs 5.5 to there is surface corrosion in small areas which will be 5.75 gallons per hour at 2300 rpm. easily removed when the aircraft is stripped. The only Even though the Pacer is short and stubby, it takes parts missing are the dash board, instrument panel and off quickly with minimum swerving back and forth. The rear seat. new eight-inch Maule tail wheel is very effective for This aircraft stood since 1969 in Pietersburg in the directional control, especially on grass. When heavily Transvaal, which has a dry climate. The last service loaded, it is wise to watch it closely, because anyone can (annual) was on 6 /2/69 in Pretoria. It was then flown to lose a tail dragger if you are not one step ahead of your Pietersburg where it stood until I discovered it late last plane's intentions at all times. year and trailered it to Port Elizabeth. I am unable to say for sure if the booster wing tips Although I am a fully qualified A&P mechanic I add to the cruise speed but I do feel I can land slower and do not have the time to bring it back to flying state and take off sooner than other Pacers. Alone, I take off at I am interested in selling it so as to buy a homebuilt 60 mph and hind at 55 with full flaps. The booster tips aircraft kit. make crosswind landings a breeze. The Pacer climbs very Your advice on the re-sale value would be greatly well and after leveling off, will cruise up to 130 mph, appreciated. even with a full load. The movable stabilizer trim is very Awaiting an answer in anticipation. effective and is easily adjusted for take-off, landing or Yours faithfully, cruise. S. D. Endemann (EAA 187271) Even though the Pacer is now my pride and joy, there 18 Nathan Road have been many people involved in its completion. As I Broadwood look at this beautiful bird, I can recall the bad and good 6065 memories connected with the eight year project. I am Republic of South Africa • especially grateful to my wife, Bonnie, for all her sacrifices including the many lonely winter nights she spent alone while I worked on the Pacer. ·I don't think our wives get enough recognition on projects such as these. Even though some wives don't help 100% of the time doesn't mean they are not enduring some kind of sacrifice . . . Bonnie surely did. I am also thankful to the two "Gene's" - Parker and Townsend - for their many ideas and contributions to the Pacer project. Without some of their ideas, the Pacer would not have the "look" it has today. I guess it all started at Oshkosh '73 with the EAA and SPORT AVIA­ THE JOURNAL OF TION magazine. Others involved were Roman Keeter, THE EARLY AEROPLANE Don Thies, Tom Russel, Harold Witherby and my daughter, Karen. I am truly grateful for their consistent SAMPLE ISSUE $4 help. They were there when I needed them! Now my future intentions are to take in as many fly-ins 15 CRESCENT RD. POUGHKEEPSIE, N.Y. 12601 as I can and spread her wings over as much country as possible . • VINTAGE AIRPLANE 21 Classic owners! WAR BIRDS IN WALNUT Int.rior looking ahabbyf Miniature Scale Rep li cas of Your Favorite Military Aircraft from ~ Yesteryear to Today, Meticulously Handcrafted in American Black Walnut. A Truly Unique Desk Set with Matching Pen and Goldtone I.D. Plate for Gift, Award or Flying Event Trophy. Planes Can be Pedestal Mounted Depicting " In-Flight," or Base Don't fly a dog Mounted to Depict a " Landed" Attitude. Finish it right with an oirtex interior

Complete interior assemblies for dO-it-yourself installation.

Custom Quality at economical prices. • Cushion upholstery sets • Wall panel sets • Headliners • Carpet sets • Baggage compartment sets • Firewall covers • Seat Slings • Recover envelopes and dopes

Free Catalog of complete product line. Fabric Selection Guide showing actual sample colors and styles of materials: $3.00.

For FREE Color PLANE PEOPLE I I Brochure with 20 17 Fieldcrest Court So. ­ .,?r • t products, inc. I VIS4 I Price List and Salem , Oregon 97306 Qlr ex Full Details: 259 Lower Morrisville Rd., Dept. VA WRITE or PHONE (503) 370-9806 Fallsington, PA 19054 (215) 295-4115 •

Jacket: Unlined Poplin jacket, features knit waist and cuffs. The gold and white braid trim on a Tan body emphasizes the colors proudly dis­ played in the Antique/Classic logo. Sizes : X-small thru X-large $28.95 ppd

Cap: Complete the look in this gold mesh hat with contrasting blue bill , trimmed with a gold braid . Your logo visibly displayed , makes this adjustable cap a must. Sizes : M & L (adjustable rear band) $6.25 ppd WEAR the IMAGE in an Antique/Classic jacket and cap Send Check To: EAA ANTIQUE/CLASSIC DIVISION, INC. P.o. Box 229 Hales Corners, WI 53130 Allow 4-6 Weeks For Delivery Wisconsin Residents Include 4% Sales Tax

22 OCTOBER 1982 AVAILABLE BACK ISSUES 1973 - March through December 1974 - All Are Available THE VINTAGE AIRPLANE 1975 - All Are Available ADVERTISING RATES 1976 - February through May, August through December 1 Issue 3 Issues 6 Issues 12 Issues 1977 - All Are Available 1 Page $175.00 $165.00 $150.00 $145.00 1978 - January through March, August, October 1/2 Page 105.00 100.00 95.00 90.00 through December 1/3 Page 95.00 85.00 80.00 75.00 1979 - February through December 1/4 Page 70.00 65.00 60.00 55.00 1/6 Page 60.00 55.00 50.00 45.00 1980 - January, March through July, September 1/8 Page 50.00 45.00 40.00 35.00 through December 1981 - All Are Available Rates are for black and white camera-ready ads. 1982 - January through March, May through September CLASSIFIED RATES: Regular type - 45c per word; Back issues are available from Headquarters for $1.25 Bold face type - 50c per word; ALL CAPS - 55c each, postpaid, except the July 1977 (Lindbergh Com­ per word. (Minimum charge - $7.00. Rate covers memorative) issue, which is $1.50 postpaid. one insertion, one issue.) CLASSIFIED ADS COMMISSIONS: Non-commissionable. Vintage Aircraft Restoration. Reasonable Rates. Quality work - Trophies to prove it. Certified A&P mechanic. For additional information, including color rates Peter Docken, Decorah Flying Service, Decorah, IA 52101. and required ad sizes, contact: 319 /382-8338. Advertising Department The VINTAGE AIRPLANE ACRO SPORT - Single place biplane capable of un­ P.O. Box 229 limited aerobatics. 23 sheets of clear, easy to follow plans, Hales Corners, WI 53130 includes nearly 100 isometrical drawings, photos and 414 /425-4860 exploded views. Complete parts and materials list. Full size wing drawings. Plans plus 88 page Builder's Manual - $60.00. Info Pack - $4.00. Super Acro Sport Wing Drawing - $15.00. Send check or money order to: ACRO SPORT, INC., Box 462, Hales Corners, WI 53130. 414/ 425-4860. FLYING AND ACRO II - The new 2-place aerobatic trainer and sport GLIDER MANUALS biplane. 20 pages of easy to follow, detailed plans. Com­ plete with isometric drawings, photos, exploded views. 1929, 1930, 1931 Plans - $85.00. Info Pack - $4.00. Send check or money 1932, 1933 order to: ACRO SPORT, INC., P.O. Box 462, Hales Cor­ 2.50 ea. ners, WI 53130.414/425-4860. SEND CHECK OR MONEY ORDER TO : POBER PIX IE - VW powered parasol - unlimited in low cost pleasure flying. Big, roomy cockpit for the over EAA Aviation Foundation, Inc. six foot pilot. VW power insures hard to beat 3V2 gph at Box 469 Hales Corners, WI 53130 cruise setting. 15 large instruction sheets. Plans - $45.00. Info Pack - $4.00. Send check or money order to: ACRO Allow 4·6 Weeks For Delivery SPORT, INC., Box 462, Hales Corners, WI 53130. 414/ Wisconsin Residents Include 4% Sales Tax 425-4860. MEMBERSHIP INFORMATION • Membership in the .Experimental Aircraft Association. Inc. is $25.00 for one year, $48.00 for 2 years and $69.00 for 3 years . All include 12 issues of Sport Aviation per year. Junior Membership (under 19 EAA years of age) is available at $15.00 annually. Family Membership is available for an additional $10.00 annually. • EAA Member - $18.00. Includes one year membership in EAA Antique-Classic Division, 12 monthly ANTIQUE· issues of The Vintage Airplane and membership card. Applicant must be a current EAA member and must give EAA membership number. • Non·EAA Member - $28.00. Includes one year membership in the EAA Antique-Classic Division, 12 CLASSIC monthly issues of The Vintage Airplane, one year membership in the EAA and separate membership cards. Sport Aviation not included. lAC • Membership in the International Aerobatic Club, Inc. is $20.00 annually which includes 12 issues of Sport Aerobatics. All lAC members are required to be members of EAA. • Membership in the Warbirds of America, Inc. is $20.00 per year, which includes a subscription to WARBIRDS Warbirds Newsletter. Warbird members are required to be members of EAA. • Membership in the EAA Ultralight Assn. is $25.00 per year which includes the Ultralight publication L TRALIGHT ($15.~ additionalfor Sport Aviation magazine). For current EAA members only, $15.00, which includes U UltralIght pubflcatlOn . • FOREIGN MEMBERSHIPS: Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars or an international postal money order similarly drawn.

MAKE CHECKS PAYABLE TO EAA OR THE DIVISION IN WHICH MEMBERSHIP IS DESIRED. ADDRESS ALL LETTERS TO EAA OR THE PARTICULAR DIVISION AT THE FOLLOWING ADDRESS: P.O. BOX 229 - HALES CORNERS, WI 53130 - PHONE (414) 425-4860 OFFICE HOURS: 8:30 - 5:00 MONDAY-FRIDAY

VINTAGE AI RPLANE 23