GREATER THAN EXPECTED
By E. E. "Buck" Hilbert, President EAA Antique-Classic Division
Oshkosh '73 is now history. Total show aircraft attendance was 1120, Antiques 173, Classics 406, Warbirds 100, Custom Builts 391, Rotary Wing 29 and Special 21. Considering the fact that 1973 was just the second year that the Antique/ClassicDivision has han dled the program and parking for the old airplanes, things went well. Everyone seemed to be having a good time. But the fun is over and its time to start looking ahead to next year - and how we can make our part of the 1974 Oshkosh Fly-In even better. Looks like we in the Antique-Classic Division have some work cut out for us. There is need to re fine all the areas such as parking, awards, forums and activities. If the figures tell even part of the truth, then escalating attendance will necessitate King Size plans for next year. The Classic Airplane awards categories must be expanded. There were many deserving airplanes and we were too limited in the number of awards. Classic Airplane parking was too far from the center of things. The Forums were well accepted, attendance was excellent, but there is need for expansion. Perhaps the Type Clubs could expand and improve upon this area. Fly-bys could have been better. Daily times must be allocated and coordination between the type clubs to organize and regulate the traffic. Ollie's Woods should have been utilized, also. Next year we'll have us a Corn and Burger bust down there, if we can get help cleaning up afterwards. And speaking of cleaning up, you guys did a won derful job. Oh, there were a few oily rags and cans, plus some cigarette packages, but overall it was real good housekeeping. O.K.! You've heard my feeling on where we came up short, now its your turn. Drop us a letter and let us know how you felt about the Convention and your ideas for improvement. A few comments on our publications' new look might be applicable, too.
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VOLUME 1 - NUMBER 9 AUGUST 1973
TABLE OF CONTENTS Antiques And Classics At Oshkosh .. . Jack Cox ...... 4 Grand Champion Eaglerock .. . Bill Hodges ...... 10 A Family Of Dope (Butyrate) Add icts ... Dr. Chester Martin ...... 12 The Death Of A Tri-Motor . .. Paul Poberezny ...... 14 Thaden T-2 .. . Jack Cox ...... 16 Whatever Happened To The Invincible Center Wing? ...... 17 Around The Antique/Classic World ...... 18
HOW TO JOIN THE ANTIQUE-CLASSIC DIVISION Membership in the EAA Antique-Classic Division is open to all EAA members who have a special interest in the older aircraft that are a proud part of our aviation heritage. Membership in the Antique Classic Division is $10.00 per year which entitles one to 12 issues of The Vintage Airplane published monthly at EAA Headquarters. Each member will also receive a special Antique-Classic membership card plus one additional card for one's spouse or other designated family member. Membership in EAA is $15.00 per year which includes 12 issues of SPORT AVIATION. All mem ~er s hip correspondence should be addressed to: EAA, Box 229, Hales Corners, Wisconsin 53130.
EDITORIAL STAFF Publisher Paul H. Poberezny Ed itor Jack Cox Assistant Editor Gene Chase Assistant Ed itor - Golda Cox
ON THE COVER . .. 1973 EAA Grand Champi· BACK COVER . . . Dick Bower's Meyers MAC on Antique, a 1929 Al exander Eaglerock. 145. Pho to by Ted Koston Photo by Ted Koston ANTIQUE AND CLASSIC DIVISION OFFICERS
PRESIDENT VICE PRESIDENT E. E. HILBERT J. R. NIELANDER. JR. 8102 LEECH RD . P. O. BOX 2464 UNION, ILLINOIS 60180 FT. LAUDERDALE, FLA. 33303
SECRETARY TREASURER RICHARD WAGNER NICK REZICH BOX 181 4213 CENTERVILLE RD . LYONS, WIS. 53148 ROCKFORD, ILL. 61 102
DIVISION EXECUTIVE SECRETARY DOROTHY CHASE , EAA HEADQUARTERS THE VINTAGE AIRPLANE is owned exclUSively by Antique Classic Aircraft. Inc. and is publ ished monthly at Hales Corners. Wisconsin 53130. Second Class Perm it pending at Hales Corners Post Office, Hales Corners. Wisconsin 53130. Membership rates for Antique ClaSSic Aircraft, Inc. are $10.00 per 12 month period of which $7.00 is for the subscription to THE VINTAGE AIRPLANE. All Antique Classic Aircraft, Inc. members are required to be members of t he parent organization. the Experimental Aircraft Association. Membership is open to all who are interested in avi.ation. Postmaster: Send Form 3579 to Antique Classic Aircraft, Inc., Box 229, Hales Corners, Wisconsin 53130 Copyright '" 1973 Antique Classic Aircraft. In c. All Rights Reservp.d . 3 ANTIQUES AND CLASSICS AT OSHKOSH
By Jack Cox
1973 was a vintage year at Oshkosh ... pun in tended. The 406 Classics and 173 Antiques registered and eligible for judging represented the greatest number of vintage aircraft ever assembled on one airport of which we are aware. That's all I intend to say about the im pressive NUMBERS, because it was the quality of the aircraft and the variety that "blew the mind" of this ob server.
(Photo by Dick Stouffer) President Buck Hilbert, right, and Roger Dav enport at the awards presentation program.
ANTIQUES First, let's consider the antiques and the incredible (Photo by Dick Stouffer) variety on hand. How does a dyed-in-the-wool vintage 1973 Antique Judges. Back row, left to right: Doug airplane nut restrain himself when on the same field he Rounds of Zebulon, Georgia, Ed Sanders of Ft. Worth, can inspect, photograph and generally drool all over an Texas, Evander Britt, Chairman, of Lumberton, N. C. Alexander Eaglerock; no less than 12 Staggerwings and Kelly Viets of Stilwell, Kansas. Kneeling at the D's, F's and G's; a Buecker Jungmann; a C-165 Air left, Pete Covington of Spencer, Virginia and at the right, master and three Bamboo Bombers; a real live Curtiss Dusty Rhodes of Denver, Colorado. Fledgling; a very rare Davis V-3; a Dart GC; three Tiger Moths; a KR-21 and a raft of later Fairchilds; a Fleet II; Ford Tri-Motor; Franklin Sport; the first Henderson powered Heath to fly at Oshkosh; two Great Lakes; two Howard DGA's (II and 15P); Interstate L-4; Lockheed Vega 5C; two Meyers OTWs; a Miles Hawk; three Mono coupes; a Porterfield CP-65; two Rearwins (C loudster and Sportster); Ryans - STA, SCW, STM-PT-22, ST3; Spartans - a C-3 and two Executives; Stearmans and Stinsons; the sole Vultee VI-A; a rare Welch and, of course, a dozen Wacos. This year an unusual number of little pre-War light planes were registered in the Antique lists. There were 12 Aeroncas, including two K's; three Culver Cadets; a genuine antique Ercoupe; an updraft cooled Funk; 9 pre War Luscombes; and would you believe 28 pre-1945 Pipers? These included a J-2, 3 J-4 Coupes and a nice little J-5-A (which the writer had the immense pleasure of flying) - the rest were J-3s. This was completely separate from the 62 Pipers in the Classic area. Last but only in alphabetical order - were the Taylorcrafts. (Photo by Ted Koston) Best Class III Classic - Cessna 195 owned by When have you seen L-2s, BL-12s, BC-12s, BC-65s, Raybourne Thompson, Jr. of Houston, Texas. BL-65s and DC-65s on the same field? Along with the BC-12Ds and Model 19s in the Classic area, you could practically experience the entire history of the prolific Taylorcraft company without leaving the field. 4 The quality of the restorations was such that this - Another antique owner having an "interesting" writer was moved to mutter several prayers of solemn flight to Oshkosh was Dick Austin of Greensboro, N. C. gratitude that he was not an Antique or Classic judge. He and sons David, Andy and Jeff punched through the The Awards List at the end of this article will show the stationary front that seems to inevitably hang over the choices of the judges and Bill Hodges has a story on the Appalachins every year at fly-in time . . . and came out Grand Champion Eaglerock elsewhere in this issue, how with the scars to prove it really doesn't pay to fool with ever, there are a few capsule comments I would like to Mother Nature. The leading edges of his Waco ARE were bring to your attention. peeled down to silver by a rainstorm encountered in - The 5-AT-C Ford Tri-Motor at the fly-in this year eastern Kentucky. Knowing he was out of contention for was 01' 414H - back on the barnstorming circuit once major awards, Dick forged on anyway, thus giving fly-in again. In the early 60's the old Corrugated Cloud la bored from sunup to nearly midnight carrying passen gers at the EAA Fly-Ins, then held at Rockford. It was owned by Johri Louck who now mans the Information Booth at Oshkosh each year. John later sold the Ford to American Airlines who displayed it at the New York World's Fair (causing an erroneous report of vandalism to the plane) before taking it home to Tulsa. It and a second Ford, N-9683, languished there at American's overhaul facility for several years, but both are now gone. N-9683 was delivered to the Smithsonian during Transpo '72 and 414H was sold to Chuck LeMasters. 414H is also responsible for the EAA Air Museum having a BT-13. One summer at Rockford the Ford blew an engine and John Louck bought a BT-13 to get the R-985 Pratt & Whitney. After installing the engine and returning the Ford to service, John donated the BT-13 air frame to the Air Museum. It was later restored by the Air Guard unit in Milwaukee and is airworthy today. - Al Kelch of Mequon, Wisconsin, a north-side sub urb of Milwaukee, figured to have one of the shortest and most routine flights to Oshkosh in his rare 1932 Franklin (Photo by Lee Fray) Sport 90. It was not to be. After watching his private " Best Class II Classic" - ,'Cessna 140 strip disappear over the horizon behind him, it was just owned by Dutch Brafford of Lima, Ohio. a matter of listening to the little Lambert droning away up front and an occasional squint ahead for a glimpse of big Lake Winnebago. Suddenly, the fuel tank split wide open dumping the entire fuel load. Al masterfully dead sticked into a farmer's small field, called ahead for help, got the tank repaired and was soon on his way to the fly in without further incident. This was an everyday af fair in the early 30's flying, these forced -landings for a little unscheduled maintenance. Our modern aircraft have more reliable engines and are generally less trouble some ... it's a good thing, too, given our higher landing speeds, small tires and scant few inches of prop clearance. We've improved all right, but when you hear of an ex perience like AI's, you wonder if we have given up too much that was good in the old airplanes.
(Photos-by Lee Fray) Cliff Anderson of Bloomington, Minnesota and his " Pre World War II Era" Category Champion, a 1941 Stinson 10A. Notice the N number.
5 goers a chance to see the only ARE. This 330 hp Jacobs powered beauty has been out of circulation for many years, most recently as a part of the Wings and Wheels Museum collection in South Carolina. N-20953 was built on special order for the N ew York Times as a photo ship. It still has the large plate glass windows on the right side of the cabin. Interestingly, several former owners (subsequent to the Times) and pilots came by and introduced themselves to Dick, helping to unravel the rich fabric of this magnificent cabin Waco's existence. - Since there was a fly-in at Wittman Field the first week in August, John Turgyan was there in his big beau tiful Howard DGA-15P. And being there, all the way from the wilds of"Nu Joisey", it was only natural that he flew at every opportunity. John loves to show off the per formance of his Howard, especially its little known slow flight capabilities. One of the most incredible sights of the 1973 Oshkosh Fly-In was John, flaps down, nose high and lots of power, flying down the entire display (Photo by Dick Stouffer) area right off the wing of a Breezy!! " Best Open Cockpit. Silver Age" - a KR-21 owned by Ron Nash of South Bend . Indiana.
(Ph oto by Lee Fray) " Best Biplane. World War II Era" - a PT-27 owned by Richard Hanson of Batavia. Illinois.
(Photo by Lee Fray) " Best Mooney Mite" - owned by Frank Poplawski of Ennis. Texas.
6 (Photo by Lee Fray) CLASSICS The "Best Monocoupe" award went to Willard Benedict of Wayland, Michigan for his 90 AF(L). "Oshkosh Tower, Cessna 170, ten southwest, land ing. This is a flight offive-oh Cessna 170s." "Cessna 170 . .. uh, was that five-ok Cessna 170s?" with one hand in the cockpit while he props with the other "Affirmative, five-oh, a flight offifty Cessna 170s." from behind - a heck of a lot safer than trying to prop During fly-in week, the Oshkosh tower is the world's from out front. This feature will be of especially great busiest, but you can bet that the above exchange brought interest to T-Craft owners who fly their birds on floats about a couple of seconds of stunned silence . . . because - and on skis. The door also affords more than ample it was just what the man said, a flight of 50 Cessna 170s ventilation while taxiing on hot days and seals more up from their annual convention being held at Wagon tightly for cold weather flying. John's airplane had a Wheel airport resort near Janesville, Wisconsin. The ef beautiful interior and top notch workmanship through ficient FAA crews did manage to get the 170s down and out. His custom paint job was slick, but brings up an in our EAA parking crews corralled the 50 170s together, ter~sting question ... you see acres of yellow Cubs with making a very impressive sight. black lightning strokes down the side, robin red breasted Actually, the entire Classic line-up this year was quite Champs, silver Swifts, etc. but when have you seen an impressive: This is the third year of Classic participation original style factory T-Craft paint job circa 1946-47? at Oshkosh and each year the quality of the restorations Remember the metallic blue and silver BC-12Ds of that climbs a few notches. period? John Peck of Lexington, Kentucky had his customized Taylorcraft BD-12D there and spent a lot of time showing (Photo by Lee Fray) his new doors which are hinged at the top and swing out George Stubbs' Stinson SR-10 was declared the " Re ward. This is one of those "why-didn't-someone-think-of serve Grand Champion" and Choice of the Northern that-before" sort of things. The door allows Peck to stand California Chapter of AAA. (Ph oto by Lee Fray) (Photo by Lee Fray) John Turgyan of Trenton, New Jersey and his big AI Kelch's Franklin Sport 90 , winner of the " Best Bi bad Howard. The undisputed King of the fly-in goers! plane, Silver Age" award. AI is from Mequon, Wisconsin.
(Photo by Dick Stouffer) (Photo by Lee Fray) " Judges Choice" -Cessna C-165 owned Category Champion for the " Silver Age", by Ga r Williams of Naperville, Illinois. Brad Larson's Ryan SCW, from Minneapol is.
(Ph oto by Lee Fray) " Best Class I Classic" - a Taylorcraft BD-12D owned by John Peck, Jr. of Lexington, Kentucky.
8 (See Awards List on Page 17) The post-War Luscombes were well represented SA's, E's and F's, an Observer and a couple of Sedans. One of the latter was Joe Johnson's really super Sedan restoration. Next year he should have the rarest of the rare Luscombes at Oshkosh - the Colt we pictured last month. We've already mentioned that the Classic Pipers were out in force - J-3s, PA-lls, PA-12s, Vagabonds, Clip pers and Pacers ... and yes, men, twenty years ago was 1953 and that was the year the Tri-Pacer was introduced. We had a couple registered - kinda makes a guy realize the sand in the 01' hourglass is getting a little deep in the bottom end. Cessnas? What can you say? There were so many real superb 120s, 140s, 170s and 190/195s that, again, I'm really glad I wasn't having to judge them. Aeroncas were there in great numbers - mostly Champs but a few Chiefs and a four-placer. Besides hav ing the Grand Champion Classic from their ranks, Aeron cas added to their luster by having the 1000th registered show plane, Roger James' Aeronca L-3 Defender (an an tique Aeronca). Roger restored the plane, then learned to fly in it. Some rare Classics were a Johnson Rocket and Mis sissippi State's Anderson Greenwood. This year a full slate of antique and classic forums were held and were very well attended. The Cessna 1201 140 group started a national type club with J . R. Nieland er at the helm. Antique and Classic judging teams deserve an award (Photo by Ted Koston) for service to the cause and a second one for physical 1973 Classic Judges. Back row, left to right: George York fitness for simply surviving the week! And, finally, An of Mansfield , Ohio, Co-Chairman Jim Gorman of Mans tique-Classic President Buck Hilbert rated a commenda field, Ohio, Antique/Classic PreSident Buck Hilbert, Co tion"":" and a rest - for holding It all together. He bounced Chairman Morton Lester of Martinsville, Virginia, John back so quickly that he already is making plans for next Engles of Lakeland , Florida, John Shearer of Raleigh, . year! . N. C. Kneeling, at left, John Parish of Tullahoma, Ten In the next couple of issues of The Vintage Airplane nessee and Dub Yarbrough, right, of Tullahoma, Ten we will be attempting to cover all the antique and classic nessee. happenings at Oshkosh '73.
9 D CHAMPION EAGLEROCK
By Bill Hodges rock" parts were wanted. After calling and discovering that a complete aircraft was for sale, Ormand headed "Alexander Eaglerock!" "With an OX-5!" for New York, arriving at Mr. Amedeo's complete with "All the way from Texas?" "How long did it take?" a van. This was in the fall of 1972. After seeing what was Such were the exclamations and questions that bom in the barn, Ormand started moving pieces outside to barded Reagan Ormand and Jack Brouse, owners of the see them better, and since his van was right there, the A-2 Eaglerock declared 1973 Grand Champion Antique pieces were placed on it after inspection. Since Ormand at this year's EAA Fly-In ConventiQn at Oshkosh, Wis already had his van loaded he made Mr. Amedeo an at consin. tractive offer for the Eaglerock, which was accepted. The magnificent old biplane, decked out in factory The long trip was made back to Texas and restora original blue and silver, was built at Colorado Springs in tion work began. Restoration? To hear them tell it, it 1929. It is an A-2 or "Center Section Eaglerock" and left was more a straight recover job. The only items not used the factory as NC-250V, but was later issued its present were the tires, propeller and fabric. The restoration took NC-6601. The Serial Number is 928. 8 months! Unlike some other rare antiques now flying that were One problem encountered in flying the plane was rescued from complete obscurity, this ship has been known that the FAA would only license it in the experimental for some time, with many individuals trying to purchase category until it could be demonstrated airworthy, due it. Previously owned by Michele Amedeo of Gasport, to its being the only one flying. However, the standard New York (an old time A&E) the Eaglerock was "un airworthiness was issued one week later. touchable" until Reagan and Jack showed up at the right A word or two is in order concerning Reagan Or place at the right time. The "Eaglerock" had been dis mand's background. He taught himselfto fly back in 1929, mantled very carefully in 1940, so carefully that Mr. by building a "simulator" on a fence post out on the windy Amedeo kept the tacks that had held the fabric! Even west Texas plains. He then graduated to building and stored in his barn Mr. Amedeo kept the fuselage tubing learning to fly primary gliders. When the war in Europe oiled and in good shape. When bought by Ormond, Brouse broke out in 1939, Reagan went to Canada and enlisted and Douglas Boren, only the front control stick was miss in the RCAF where he went on to fly Fairey "Battles" ing. among others. Later after transferring to the U . S. Army Last year an ad was placed in Trade-A-Plane which Air Force, he retired from the U. S. Air Force as a "Bird" was somewhat misleading as it sounded as if only "Eagle Colonel. 10 Jack was also in World War II as a U. S. Marine avi ation ordinance man. Jack was assigned to VMF-422 which flew Vought F4U-1 "Corsairs". Beginning his fly ing career in 1940, the war caused a postponement until 1960. Since that time Jack has rebuilt several planes in cluding a Taylorcraft BD-12D and has gone on to get his instructor rating. . Now, back to the big trip - Grand Prairie, Texas to Oshkosh, Wisconsin which took 20 flying hours. It also took 3 days, 16 st ps and 2 forced landings. The first in volved a blown exhaust gasket which tempered a valve (Photo by Le~ Fray) Reagan Ormand, left, shows famous news com spring and required a landing at Junction City, Kansas. mentator Paul Harvey the Eaglerock's OX-5. Unable to locate an OX-5 valve spring (wonder why?), a Continental spring was modified and used to continue the journey (modified Ford V-8 exhaust gaskets were also used). Everything went along O.K. until arriving in Iowa; then the OX-5 began backfiring, but the Albia Airport was in sight and a landing was made there. The Airpower Museum at nearby Blakesburg kindly traded springs with Reagan from the OX-5 engine on static display there and soon the "Eaglerock" was winging its way on to Oshkosh once again. Reagan and Jack were prepared for the trip, however, having both a Cherokee 180 chase plane and a pickup following. Congratulations to Reagan Ormand, Jack Brouse and (Photo by Dick Stouffer) Douglas Boren for their truly outstanding antique, the Evander Britt, Chairman of the Antique Judging Com Alexander " Ea~lerock". mittee, center, congratulates the winners of the 1973 Grand Champion Antique award. Left, Reagan Ormand SPECIFICATIONS and, right, Jack Brouse, both of Arlington, Texas. Their Wing Span ...... 36' 8" OX-5 Alexander Eaglerock is in the background . Length ...... 24' II" Height ...... , ...... 9' 8" Empty Weight ...... 1,459 lbs. Useful Load ...... 786 lbs. Payload ...... 340 lbs. Gross Weight ...... 2,245 lbs. Maximum Speed ...... 99 mph Cruise Speed ...... 85 mph Landing Speed ...... 34 mph Rate of Climb...... 514 ft. per min. Ceiling ...... 10,200 ft. Gas Capacity ...... 46 gals. Oil Capacity ...... 4 gals. Range...... 450 miles 1929 Price F.A.F...... $2,475.00 (Photo by Ted Koston) - less engine ...... $2,250.00 The famous Alexander Eaglerock trade mark - an eagle and a rocky craig.
(Photo by Ted Koston) Eagle flies! This is an authentic antique if there ever was one - no brakes, a tail skid and a " straight" OX-So 11 A FAMILY· OF DOPE (BUTYRATE) ADDICTS
N4606H, Dr. Chester Martin's newly restored Piper Vaga We've just completed . our second restoration. I say bond. This aircraft and the Cub referred to in the article "we" because an airplane restored in your home has to were both at Oshkosh and were much admired byevery be a family project. Without the help and cooperation of one. my wife and seven children, Piper J-3 Cub NC35085 (our first) and Piper Vagabond N4606H (our latest) could have been lost forever. Instead, we have two beautiful birds that are indeed "labors of love". . Our family was not always a bunch of dope addicts (butyrate, that is). It all started six years ago when I was diagnosed as having chronic myelogenous leukemia and. was told, "I'd advise you to discontinue your medical By Chas. Chester Martin, MD practice and enjoy the few remaining months you might 902 General Mouton St. have - go fishing!" Well, I "went flying! " Although I Lafayette, Louisiana 70501 continued my medicaI practice, now was the time to do all the things I had put off until later. I hadn't flown since entering medical ' school in 1949 (no time) so fly ing lessons were on the agenda - immediately, while I could still pass the physical exam. Thanks to prayers and advances in modern medicine, I still pass the physical, and several years have been added to my life expectancy. 12 The left wing was destroyed. Both spars were bent beyond repair which meant a new left wing would need to be purchased or rebuilt. An ad was placed in Trade-A Plane for a left wing. Weeks went by with no response. Finally one wintery Sunday afternoon a call came from Great Bend, Kansas, from Bill Koelling who had been reading an old issue of Trade-A-Plane. His Vagabond had crashed and burned two weeks before so he most generously offered parts for my plane. He shipped a burned wing which was used to help rebuild another left wing. This rebuilding job took approximately one month of spare time work. Mr. L. C. Bordelon, an aviation inspector, supplied the technical know how and all supervision and inspection during the repair. He began the complete overhaul of the little Continental 65 hp engine and converted it to 75 hp. In March, 1972, all repair work was done, and the re covering job was begun with Grade A cotton. Nitrate dope was used for the first coats, and butyrate dope was used on the last few coats. A total of 35-40 coats was applied with a Styrofoam brush, sanded, and compounded. Key West Blue was the main color with Ensignia Blue and white used as trim. Orig inall y the Vagabond had no rear windows. Monocoupe rear windows were added, which aid in both Dr. Martin and his wife, Marilyn. looks a nd vi sibility. A bubble-type windshield was also added. Windshield a nd wi ndows are green tinted. A wal nut formica instrument panel was installed, and walnut Flying one of the newest planes with the latest equip panels were placed over the wing roots in the cabin. In ment wasn't like flying in the 1940's. I wanted a tail sulation was placed around the cabin and firewall, which dragger, and that's how it all began - first a Cub, then a aid in heat and noise reduction. Vagabond. However, bad times were ahead for me. June, 1972, A basket case, Piper Cub J -3 was purchased in found me in ill health. The immunization treatment March, 1970. Most of the original pieces could be which I had been receiving reacted adversely, and I be used but much rust had to be removed and some of the came gravely ill. This setback lasted for approximately stru~ture needed rebuilding. The Cub was covered with two months, and it took some time before I could ' re- ' Grade A cotton fabric, 25 or more coats of butyrate dope start the project because of extreme weakness. were brushed on with a Styrofoam brush and then hand By Christmas of 1972 I was in good health, practicing rubbed. At this time Red Lerille (of Monocoupe fame) medicine and working on the plane. Once. again, this lent his know how and encouragement during the re Christmas, as the ones before, the living room was filled construction period. with wings, elevators, rudder, wheels, and other airplane Our J-3 Cub was reborn in January, 1971, exactly parts along with Christmas tree and presents for seven 10 months after purchase. We made her as original as children. This little plane was being rebuilt at home, possible, including the use of white cub instruments and sometimes in the house, so it definitely was a family pro numbers on the wings and rudder. But no yellow Cub ject. Everyone cut fabric, doped, rib stitched (or rib su ever came out of Lock Haven, Pennsylvania with a finish ture as we call it), or sanded. Envelopes were made by like this one. my wife. Surely, some could have been purchased at a My wife and I then planned a cross country trip from cheaper price, but ours were made so no seams were visi Lafayette, Louisiana, to Blakesburg, Iowa, in September ble. In May of 1973 she was reborn, finally completed of 1971. It was a wonderful two day cross country trip all reassembled. which was terminated with the plane awarded "best in June 9,1973, Denton, Texas, was the site of the Texas class plaque" and "best restored Piper Trophy". Need Chapter Fly-In. I flew there in the little Vagabond, and less to say, this made the entire family happy. my wife and children drove in the car. The children were After a year of fun flying in the Cub, another basket excited to see how their plane would compare. It looked case made its appearance. Late in 1971 a hurricane struck so tiny alongside of the big Waco Cabins, Howards, Stin South Louisiana causing considerable property damage. sons, etc. Saturday night at the banquet, Piper Vagabond One of its victims was a little Piper Vagabond (N4606H). was awarded a trophy for judges' choice under 85 hp. The While it was tied down at Bordelon Airpark, a hanger entire family was overjoyed. Two weeks later my oldest roof was blown off and fell squarely on the little plane. son and I flew to Pauls Valley, Oklahoma. The Oklahoma There she lay, collecting water, fabric torn in a number of City Fly-In was ·held, and to my surprise the little Vaga places from fractures of the underlying structu:e, a.nd ~e bond was selected Grand Champion of the show. terioratingrapidly. Periodically I would walk by Itand wlsh It is said "Life begins at 40". Six years ago I was forty I could restore it, but its owner wanted to do the same. years old. I have lived the last six years; not just existed After careful inspection, the owner decided too much in spite of the dark cloud overhead. My hours spent re work was involved, and since he owed money on the re building and flying have been: very gratifying. Meeting mains he decided to sell. On New Year's Day of 1972, I people connected with all phases of aviation has been a became the proud owner of a Vagabond with dreams of a rich and rewarding experience. beautiful restoration. By the way, we're looking again. The fuselage has Immediately, my sons and I began the job of disas to be small enough to fit on the screen porch and the wing sembly; then came the bad news. There was more damage must fit behind the sofa in the living room. We're not only than originally suspected. dope addicts (butyrate) -we're optimistic! 13 THE DEATH OF A TRI-MOTOR
By Paul H. Poberezny
The Burlington Air Show on June 16 was a real blast ... if you want to look at it that way! But any way one views it, it really was. The morning of the show dawned with poor visibility, hightemperatures and scattered, imbedded thunderstorms - making it tough going for the early arrivals. I made a weather check flight in a P-51 and as I cleared the end of the runway, encountered moderate turbulence and a wind shift. A check of the area revealed scattered thunder storms, but the weather appeared to be improving. Upon returning to the field at Burlington, I found that I would have to land on the short grass north/south strip as the east/west paved runway had a 30-35 mph cross wind .. . in fact, a couple of concessionaires already had tents down. Gear down . . . full flaps ... a power-on ap proach ... down in just 1600 feet of the available 2500. Then it came back to me - this was how we did it during the Big War and Korea! Shortly, the sun came out and it looked like a great (Dick Stouffer Photo) The death of a Tri-Motor? EAA Presi day ahead. The show would go on. dent Paul Poberezny thinks not. Nick Rezich and Bill Bordeleau were at the air show mike. The parachute routine went off as planned with Charlie Hillard and Gene Soucy tracing circles of smoke around the jumper as he floated down with his American flag fluttering -in the breeze. Charlie and Gene were flying the identically painted EAA Acro Sport and Super Acro - the first air show appearance of the two beauti ful little biplanes together. After a couple of acts everyone began to notice a sud den darkening of the sky to the west. Milwaukee Radar reported a severe thunderstorm 20 miles to the west. Air craft owners bE)gan to be uneasy, so we stopped the show. EAA aircraft and some ofthe air show planes were moved into the EAA hangar and those with tie-downs and ropes began securing their birds. Those without were left to luck and strong arms. The Glenn Ford Tri-Motor, so familiar to Oshkosh Fly-In goers, was at Burlington and was quickly tied down and chocked. As I came back on the line to get the P-64 lightning was flashing from a now black sky and a gray wall of rain was racing across the fields toward us from the west. I climbed into the cockpit of the -64, hit the switches (Dick Stouffer Photo) and the 1250 hp Wright barked into life. As I taxied to Despite the "smashed-to-smithereens" appearance ward the hangar a half mile away, the rain and wind hit here, the wing was found to be in fairly good shape just as I was alohg side the Ford Tri-Motor. I immediately when turned over. Bob Smith of the EAA Air Museum turned her nose into the wind . . . and there I sat for the stands guard over the gasoline-soaked wreckage. next half hour, some 50 feet from the Tri-Motor - and where it had once been. The driving rain, the blackness and the force of the vehicles were in for a scare - for shortly the Ford rose wind during that 30 minute nightmare are visual images majestically into the air - some 50 feet it appeared. It I'll never forget. The P-64 rose to the full length of her seemed to hang there for five or six seconds . . . an eerie landing gear shock struts and the air speed peaked several sightwith the lightning flashes illuminating itfor instants times at 75 mph - holding a steady 60-65 mph the rest oftime in the otherwise perfectly black sky. Then ever so of the time. This was with the P-64 in a 3-point attitude. slowly her nose dropped and she plunged headlong for The Ford was broadside to the initial blast of wind, the ground. The center engine and cockpit crumpled and and for the next 10 minutes I watched the big Tin Goose the fuselage aft of the trailing edge of the wing broke work at jumping her chocks. Finally, she lurched over the away. Pitching to the side and catching on the right wing blocks and swung around as far as the tie down ropes tip - smashing it in the process - she finally came to would allow. This put the full load on the upwind tie reston her back, gasoline gushing from her wing tanks. down stake .. . and the outcome was inevitable. The storm blew over about as quickly as it had come Suddenly, the up-wind stake let go and the others leaving 12 airplanes either totally destroyed or severely quickly followed in unison. The old girl rolled backwards damaged. With gasoline still pouring from the Ford and for a 100 or more feet before lodging against the EAA standing in pools of rain water as a rainbow colored Communications Trailer and EAA bus. Those in the two film, our friend, The Careless Smoker, caused no end 14 of concern. Big Nick, armed with a bullhorn, worked frantically to clear the area and get the wreckage roped off. The Ford is now the property of the EAA Air Museum. Her engines have been removed, her broken-off tail and aft fuselage have been moved to the EAA Museum shop in Hales Corners and the crushed cockpit has been re moved. The remaining wing and partial fuselage have been turned over and now sits on the somewhat bent main gear. At first the Ford appeared to be a total loss, but after a close examination - through the eyes of a homebuilder - maybe, just maybe 01' NC8407 didn't die after all. Some parts, several sections of corrugated aluminum and fi nancial help to hire one or two good sheet metal men could snatch the old girl from the hands of the junk man and get her airborne again. I've already put some money where my thoughts are ... what about you?
(Dick Stouffer Photo) Righting the aft fuselage. Notice the relatively simple structure . .. this is what has led EAA Headquarters to the conclusion that the plane can be rebuilt.
(Dick Stouffer Photo) " What! You mean I don't get zee ATR just because of one leetle bouncy-bounce?" That's our boisterous Bel gian Philippe Van Pelt of the EAA Air Museum.
(Ford Tri-Motor NC-8407 [Serial 4-AT-69], a 4-AT-E, was delivered to Pitcairn Aviation, Philadelphia in 1930. It became the property of Eastern Air Transport when that company was formed, absorbing the assets ofPitcairn. Eastern owned the airplane from 1930 to 1931. Little is known of the plane's whereabouts until it was purchased by Pan American in 1934. The license was revoked in January of that year by C.A.A., presumably because it had been learned that the plane had been used by Cia Nacional Cubana - in Cuban markings. The period 1935 1951 is a complete blank, records-wise, but the story is that the Ford was operated in the Dominican Republic during this time. Rex Williams ofTollison, Arizona brought the plane back to the States in 1951 and sold it in 1956 in Caldwell, Idaho - to Eugene O. Frank, we assume. It eventually was purchased by Dale Glenn [Ford Tri-Motor, Inc.] and has been Ubed as a barnstormer for the last decade. It was a regular at Rockford and then Oshkosh and was a familiar sight at many mid-western fly-ins each summer. The EAA Air Museum Foundation, Inc. is now the registered owner. As mentioned last month, a "Save (Dick Stouffer Photo) The Ford Fund" has been started. If you care to con Carrot-Top: " Psst! Hey, Bill - Keep looking straight tribute, you will be helping to restore and preserve a very ahead and pretend you don't notice anything . .. but I famous part of aviation history. A number of parts and don't think that landing came out just right! " material have already been located and are awaiting pick Bill Chomo: " Yeah, Dorothy, just keep smiling ... keep up by our Museum staff. Please address your letters to: smiling!" Save The Ford Fund, EAA Air Museum Foundation, Box (look closely, folks!) 229, Hales Corners, Wisconsin 53130.) 15 The Thaden T-2, a 1928 design fea turing a full cantilever wing and flaps. The T-2's fl aps caused somewhat of a stir in 1928 By Jack Cox they were the first '·modern" fl aps on a n American pl ane that had the effect of changing the camber of the wing to In the 1920s and 1930s new aircraft were introduced produce additional lift. This allowed shorter take offs to the public at lavish aviation shows held in places like and landings with no penalty at cruise. The flaps were New York, Chicago, Los Angeles and San Francisco. actuated by a worm gear which allowed the pilot to choose One of the sensations of the 1928 Los Angeles Aero any setting up to the full travel position. The flaps oc nautical Exposition was an all metal three or four place cupied the entire trailing edge of the wings with the ex high wing monoplane designed by Herb Thaden and built ception of the ailerons and constituted 9% of the total by his Thaden Metal Aircraft Company of San Fran lifting surface. cisco. Two twenty gallon fuel tanks were located in the wings. Designated the T-2, Herb's machine incorporated Metal cover plates allowed for inspection and removal of quite a few features which made it unique for that day. the tanks, if needed. An "emergency" or reserve tank Constructed almost entirely of duralumin, with a full holding ten gallons fed directly to the carburetor. cantilever wing, fully enclosed cabin with auto-like fur The fuselage was a monocoque structure with only nishing, split landing gear and flaps, the T-2 was a two main bulkheads - at the front and rear of the cabin. harbinger of things to come in a time when open cockpit, Lighter aluminum tubes served as formers in the tailcone wood, tube and fabric biplanes dominated the American with close spacing near the tail skid attach point for added aviation market. strength. The T-2 was powered by a seven cylinder Comet radi The cabin was designed to approximate the interiors al that developed 150 hp at 1,800 rpm. A ground adjusta of contemporary automobiles. It was 8 feet long, 3 feet ble propeller with micarta blades was used, probably for 4 inches wide and 4 feet high. Large, easily opened plate the relative ease of trying various pitches to determine glass windows were provided for the rear seat and a big the best prop/engine/airframe combination. A rather windshield with triangular sections extending all the way large plane for the horsepower, the Thaden had a span of down the side of the fuselage to the landing gear fittings 39 feet, a length of 25 feet and a height of 7 feet 9 inches. were provided for the pilot. A conventional, auto-like Nevertheless, a top speed of 121 mph and a cruise of 90 door was located on the left side of the cabin, however, a mph was obtained, due largely to the lack of wing struts. sliding glass hatch was installed over the pilot's seat for Landing speed with flaps down was a very low 46 mph aviator's who didn't feel like aviators unless they climbed (55 mph without flaps), rate of climb was 800 feet per up, over and down into their seat! (Geez, who ever heard minute and a service ceiling of 16,000 feet was claimed. of merely opening a door and WALKING to your trusty 1928 was a time of few airports we would recognize as bucket seat???) The rear bench-type seat-for-two was such today, so a low landing speed was of paramount upholstered in the mohair material considered the "only importance - if you could get top end speeds of over thing" in the Roaring Twenties, however, the pilot's buck 100 miles per hour to go with the low end performance, et seat up front was appropriately spartan and the side you had accomplished something, particularly on only 150 panels were lined with terne plate. A folding seat was hp. mounted to the side for a second pilot or an additional While contemporary Curtiss Robins, Fairchild FC-2s, passenger. A large baggage compartment was located Ryan Broughams, Stinsons and the like were flying behind the rear seat. around with a layer of doped Irish linen between them Controls consisted of a stick and rudder pedals at and Mother Earth, Herb Thaden was developing his both the pilot's seat and the folding seat. The stick at the method of constructing aircraft using corrugated dura folding seat was removable in case the passenger was a lumin. This was not completely new, of course. Junkers land lubber. had been building aircraft with this material for over a The landing gear was a split type built up of heat decade, Bill Stout had been flying machines so constructed treated chrome molybdenum steel tubing with Gruss since the early 20's - most notably the Ford Tri-Motor, shock absorbers inserted in the compression members. Hamilton was building its Metalplanes in Milwaukee, etc., Bendix wheels and brakes were standard equipment. The but Herb was attempting to break into the small plane tail skid was a leaf spring with a shoe of hard wearing market.Here anall metal airplane was indeed a rarity. material. The thick cantilever wing of the T-2 was a multi-spar The T-2 was one of several models developed by affair - five spars of a plate girder type. The corrugated Herb Thaden. Like so many others, his dreams of air covering material ·riveted to these spars acted as drag craft production were shattered by the Stock Market bracing and formed a very rigid structure. Static load Crash of 1929 and the ensuing "Great Depression". The testing to 19,000 pounds produced a deflection of 7 inches T-2 was never certified and never reached production. It at the wing tips - but no structural deformation or was an advanced airplane for 1928 and deserved better popped rivets. The T-2 wing differed from Junkers and than fate had in store for it .. . think for a minute, how Ford practice in that the leading edge was of smooth long was it before a comparable high wing, all metal, metal with the corrugations fairing in smoothly several four place, full cantilever wing personal airplane was inches back along the wing chord. . finally certified and put into production in this count~y? 16 Does anything qualifY before the Cessna 190/ 195 se tic components. To the end Herb Thaden was on the lead ries? ... or, if you go to such an airplane with lift pro ing edge of new and advanced industrial concepts. ducing flaps (instead of the 195's "drag only" underwing spoilers), don't you have to come all the way down to the Along the way Herb Thaden had made still another smart move . .. he married a winsome lass named Louise late 1960's and Cessna's Cardinal? This "what if' game McPhetridge. Even the casual aviation enthusiast instant is one of the author's little fascinations ... how much ly recognizes Louise Thaden as the winner of the 1929 more advanced would 1973's lightplanes be if aircraft Transcontinental Derby and the 1936 Bendix Trophy such as the T-2 had made it to production and wide spread use? in a stock Staggerwing. Throughout the 1930s she was in the headlines, winning races, setting endurance records Herb Thaden went on to a distinguished career as a and generally helping make flying glamorous. Louise re consulting engineer in aviation and into other, more sides in High Point today and, as "Dub" Yarbrough, profitable ir:.dustrial fields. At the time of his death a few President of the Stagger wing Club, found out first hand years ago, he was living in High Point, North Carolina not too long ago, can still make a Beech "talk" to her . .. and was operating his own firm which supplied the fur about 5 mph faster than anyone else! niture industry with sophisticated injection molded plas 1973 OSHKOSH AWARDS ANllOUE Best Monocoupe Monocoupe 90 AF(l) Willard Benedict Grand Champion Alexander Eaglerock Reagan Ormand, Jack Brouse N-18195 Wayland, Mich. NC-6601 Arlington , Texa s Best Staggerwing Beech G-17 John Parish Reserve Grand Champion Stinson SR-10G George Stubbs N-44G Tullahoma, Tenn. NC -21135 Indianapoli s, Ind. Be st Rearwin 9000 Sportster Ken Williams Judges Choice Cessna C-165 Gar Williams N-25570 Portage , Wisc. NC-25485 Naperville, III. Best Fa irchild Fairchild F-24R Mory Johnson Award of Merit Fleet II Bu ck Hi Ibert N-18682 Barrington , III. NC-431K Un ion, III. Be st Waco Waco CUC-2 J. C. Weber Chapter Cho ice : N-14625 Barrington, III. Norcal Chapter AM Stinson SR-IOG George Stubbs Be st Dart Dart GC Art Bishop NC-21135 Indianapolis, Ind. N-31697 Norton , Ohio Golden Age: Bes t Antique Covering with Razorback - Best Biplane Curtiss Fledgling Hank Palmer Fleet II Bill Hazleton, Buck Hilbert NC-27lY St. Petersburg, Fla. (Sponsored by Razorback NC -431 K Union, III. Fabric s) Best Monoplane Davis V-3 Di ck Gei st NC -867 H Whitaker, Kansas Service to Antique-Classic Division Awards : Kelly and Edna Viets Stilwell, Kansas Category Champion Spartan C-3 Ed Wegner Dick Wagner Lyon s, Wisc. N-705N Plymouth , Wisc. Silver Age : CLASSIC Best Biplan e Franklin.Sport AI Kelch Grand Champion - Aeron ca 7AC Doug Moore N-13132 Mequon, Wisc. Classic CF-JUU Orangeville, Ont., Canada Best Monoplane Stinson Jr-S Ed Garber Be st Class I - 65 H.P. Taylorcraft BD-12D John Peck, Jr. N-10883 Fayetteville, N. C. N ~5113 M Lexington , Ky. Best Open Cockpit Fairchild KR -21 Ron Nash Best Class II - Cessna 140 Dutch Brafford N-235V South Bend, Ind. Under 150 H.P. N-89728 Lima, Ohio Best Cabin Aeronca K Tom Trainer Best Class III - Cessna 195 Raybourne Thompson, Jr. NC-22338 Royal Oak , Mich. Over 150 H.P. N-4477C Houston, Texas Category Champion Ryan SCW Brad Larsen NC-18912 Minneapolis, Minn. Pre-WW II Era : Best of Type Award s: Be st Open Cock~t Ryan ST-M Bob Friedman Best Aeronca Cham p N-83964 Kenneth Sherwin, West Lafayette, Ind. N-8146 Highland Park, III. Best Aeronca Chief N-9763 E Conrad Shields, Marion, Ind. Best Cabi n Hartman-Welch T. Johnson Best Beechcraft Twi n N-4477 Joseph Ciabattoni, Elmwood Park, III. NC -33500 Belview , Minn. Best Bellan ca N-86931 John White, Albert Lea, Minn. Category Champion Stinson lOA Cliff Anderson Best Cessna 120/140 N-2486V (140) Lester Zehr, Ft. Wayne, Ind. NC-4110A Bloomington , Minn. Best Cessna 170 N-3134B Avory Gauger, Phoenix, Ariz . WW II Era : Best Cessna 190/195 N-117W (195) Donald Heath , Grayslake, III. Best Commonwealth N-73801 Douglas Kenyon, Warren, Ohio Best Bi plane Stearman PT-27 Richard Hanson Best Ercoupe N-29 69H Kelly Viets, Stilwell, Ks. N-59448 Batavia, III. Best Funk N-1654N Orlo Maxfield, Dearborn, Mich. Best Monoplane Interstate L-6 Peter Doyle Best Johnson Rocket N-90204 O. R. Fairbain , Huntsville, Ala. N-60458 Syracuse, N. Y. Best Mooney Mite N-4160 Frank Poplawski , Ennis, Texas Best Open Cockpit Navy N3N Tom Ehlers Best Meyers N-34360 E. R. Broyles , Tullahoma , Tenn. N-12063 St. Charles , Mo. Best Navion N-437M Richard Matt, McHenry, III. Best Cabin Howard DGA-15P John Turgyan Best Piper Cub NC -42621 David Hamilton, Anderson, Ind. N-95462 Trenton, N. J. Best Piper (all other) N-5834H Bi II Schmidt, Wichita, Ks. Category Champion DeHavi lIand Ti ger Moth J. P. Jordan, K. G. Best Stinson N-9562K Ellis H. Clark, Caton Rapids, Mi ch. NC-39DH Hofschneider, Clark, N. J. Best Swift N-80905 Charlie Hoover, St. Paul, Minn. Best of Type Awa rd: Best Taylorcraft N-44204 Gene Townsend, Decatur, III. Best Antique Replica Great Lakes Bill Duncan Best Aeronca Sedan N-1482H Arthur Hill, Cincinnati , Ohio NC-6669 Spokane, Wash. Best Beech Bonanza N-3150V Barry Sanders, Knoxville, Tenn. Be st Canadian Antique Miles Hawk John MacGillivray Best Luscombe Series 8 N-1280B Harman Dickerson, St. Louis, Mo. CF-NXT C.F.B., Ontario, Canada Best Luscombe Series II N-1689B Joseph Johnson, Bedford, Texas Most Unusual Antique Heath Parasol Bob Burge Special Award: N-752Y Sylvania. Ohio Anderson Greenwood N3903K Best Transport Vultee V-1 A Harold Johnston Howard Ebersole , Mississi ppi State University N-16099 Pueblo , Colorado 17 WHATEVER HAPPENED TO THE INVINCIBLE CENTER-WING?
This month's "Whatever Happened To ... ?" is sent along by Dave Jameson of Oshkosh. The In vincible Center-Wing was built by the Invincible Metal Furniture Company of Manitowoc, Wisconsin, makers to this day of a fine line of file cabinets, desks, etc. Some years ago Dave contacted the company to see what had happened to X631 and was told that no records exist in Invincible's files today that give a clue as to the final disposition of the prototype. They did send the 1929 brochure we have re produced here. Can any of you shed any light on this mystery-of-the-month? All we know about this interesting airplane is printed in the brochure below. 1"'""",- "'.. '\ G1ft N\1\.s1" f-{L \ ~\L~f hair ~ 0 t e V,f.,.I''» '/ I
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( :en ' er -.r ill /!. AROUND THE ANTIQUE/CLASSIC WORLD "MYSTERY" PLANE ...(C\~ ~O\'" OS~ NO MYSTERY ~~~~ OS~~G~ Finally, one of our eagle-eyed members has solved one of our "Mystery" plane capers. Herb Harkcom's ~O~~N~~~ letter is self-explanatory .. . don't miss his reference CO AERONCA C-3 WANTS - James P. Wood , at the end of the letter on his latest project, a Curtiss 3415 W. 80th St., Inglewood , California Wright Speed wing. This one will have the tongues of 90305 is restoring an Aeronca C-3 Master and needs drawings for the wood ailerons you biplane fans hanging out a mile! used on the British version of the plane. Dear Jack: His metal ailerons are beat. Mr. Wood also Your "Mystery" aircraft in the June issue of The owns Aeronca K NC-19339 which has been down since November of 1972 for engine Vintage Airplane is no mystery to me. overhaul. A close examination with a magnifying glass will show that it is an Eaglerock which someone rebuilt with a canopy in an effort to make a closed cockpit job. The landing gear is definitely Eaglerock as to the best of my knowledge no other airplane had a gear like it. The fuselage and engine mount are also Eagle rock as well as the vertical fin. The wood engine bear ers have no doubt rotted away or were removed but the mountings are still plainly visible. From the picture it is hard to tell what engine it had but it must have been either an OX-5 or a Hisso judging from the mount. I am making slow progress on the C-W Speedwing as we were on vacation for a month and then when we returned I had two trips to Sydney plus four days in school which kept me busy for another month. However I have the wings and tail feathers ready for cover and am working on the fuselage now. I won't be able to make Oshkosh this year due to work schedule but I will be there in spirit. Yours, Herb Harkcom Buzzard's Roost Airport Rt.l (Photo Courtesy Mike Grissom) Inola, Okla. 74036 Mike Grissom, Rt. 3, Box 441 , Henderson, N. C. 27536 gets in a little stick time in his 1940 Porterfield LP-65 he is in the process of restoring. The Porterfi eld has been stored for 27 years and has only 420 hours total time.
CALENDAR OF EVENTS
SEPTEMBER 28-30 - GASTONIA, NORTH CAROLINA - Gastonia Municipal Airport. Carolinas-Virginia Chapter 395 Annual Fall Fly-In. Contact Morton Lester, P. O. Box 3745, Martinsville Va. 24112. '
SEPTEMBER 28-30 - GASTONIA, NORTH CAROLINA - National Waco Club Fly-In in conjuncti on to Carolinas-Virginia Fall Fly-In (SEE ABOVE). Contact National Waco Club.
SEPTEMBER 28-30 - GALESBURG, ILLINOIS - 2nd National Stear man Fly-In. Contact Jim Leahy, 445 N. Whitesboro Galesboro il_ linOis 61401 or Tom Lowe, 823 Kingston Lane, C;ystal Lake, 'illi nois 60014 ,
OCTOBER 13-14 - TAHLEQUAH , OKLAHOMA - 15th Annual TULSA Fly-In to be held this year at Tahlequah, Oklahoma (50 Miles ESE of Tulsa). Cookout on Friday ni ght for early arrivals. Sponsored by AAA Chapter 2, EAA Chapter 10 and EANIAC Chapter 10, all of Tulsa. Contact Doug Philpott (918-936-9418) or Ray Thompson The " Mystery Plane" in the June issue that Herb Har (918-622-3492). com has identified. Compare it with the pictures of the JULY 28 - AUGUST 3 - OSHKOSH, WISCONSIN - 22nd Annual EAA Alexander Eaglerock on the cover and in Bill Hodges International Fly-In Convention. Largest and best Antique and Clas article. SIC gathering anywhere. Make your plans and reservations early. 19