THE RESTORER'S CORNER

By J. R. Nielander, Jr. EAA ANTIQUE/CLASSIC

To all of you who volunteered your time to the Di­ and all of those volunteers who helped them in the DIVISION vision and who put forth the great efforts requ ired to exhibit booth and in the headquarters barn. make your Division's part of the 1978 EAA Convention The Division membership drive is in the home MEMBERSHIP DRIVE such a great success, we dedicate this second con­ stretch. It will cross the finish line on December 31. vention coverage issue of The Vintage Airplane. Your If you have not as yet signed up your EAA chapter WIN Division convention chairmen and co-chairmen have members and your airport friends, now is the time to asked me to express their sincere appreciation for your do so while you still have the opportunity of winning A pai r of Antique Goggles help. Your officers, directors and advisors are also a pair of antique goggles for signing up five new mem­ most appreciative of your dedication. Without you bers and a leather flying he lmet for ten. Also, don't by persuading 5 people to none of it wou ld have been possible. Because of your forget that the one who brings in the most new mem­ JOin. efforts, your fellow members, their families and their bers receives a five year free membership in the Di­ * guests were able to enjoy your convention. It is our vision. All you have to do is print your name and Di­ er A Leather Flying Helmet sincere desire that each of you who volunteered re­ vision membership number on the back of the appli­ ceived a great amount of personal satisfaction from cation. Elsewhere in this issue you will find an ad giv­ when you get 10 people to being "on the team". We hope that you will again ing full details of the contest. volunteer your services next year, and bring a friend With the holiday season so close at hand many of sign up. along to help, too. us would like to show appreciation to that friend who just as was the situation last year, the 1978 conven­ helped us with our restoration, or that A & P mechanic - then start over and win again ­ tion had more antiques than warbirds and more clas­ who gave so freely of his knowlege or supervised our sics than homebuilts. There were 193 antiques on dis­ work, or that AI who signed off our periodic inspec­ ~ A free five year member­ play this year, a seven percent increase over 1977. tion. These good and valued friends wou ld really Also, there were 603 classics, a twelve percent in­ appreciate receiving a gift membership in the EAA ship in the Antique/Classic crease over last year. These two categories, combined Antique/Classic Division, and they will be reminded Division if you sponsor the with five replica aircraft, gave us a grand total of 801 of your gift each month of the year when their copy display aircraft for the Division, fifty-five percent of of The Vintage Airplane arrives. To give a gift subscrip­ most new members in the total display aircraft at the convention. It is no tion just attach a note to the membership application wonder that the Division parking committee chairmen, stating that the membership is a gift from you. Please 1978. Art Morgan and Bob Kesel, along with their many be sure to print your name clearly on the note. Head­ ded icated volunteers, were kept so busy. quarters will send the recipient of your generosity To Qualify: Write your name and member­ The statistics were up in other areas, too. Through a letter stating that you have given him a gift subscrip­ ship number on the back of the member­ the efforts of exhibit booth chairman jackie House tion. Send the application in today as it takes several THE and headquarters chairman Kate Morgan and their weeks to process new members, and you certain ly ship blanks we've been providing in volunteers, 189 new members were enrolled in the want him to receive his membership in time for the VINTAGE AIRPLANE. Headquarters will Division. We extend a special welcome to all of our holidays. keep score. new members and a big " thank you" to jackie, Kate The VINTAGEAI!1PLANE Editorial OFFICIAL MAGAZINE Staff EAA ANTIQUE/CLASSIC DIVISION INC. Publisher of THE EXPERIMENTAL AIRCRAFT ASSOCIATION Paul H. Poberezny P.O. Box 229, Hales Corners, WI 53130 CopyrightO 1976 EAA Antique/Classic Division, Inc., All Rights Reserved . (David Gustafson Photo) ·Another aircraft that never registered touches down at Editor NOVEMBER 1978 VOLUME 6 NUMBER 11 Oshkosh. David Gustafson (On The Cover . .. Ron Wojnar's Grand Champion Cla ss ic 1946 Aeronca Champion. Photo by Ted Koston) Associate Editors: H. Glenn Buffington, Robert G. Elliott, AI Kelch, Edward D. Williams, Byron (Fred) Fredericksen

Readers are encouraged to submit stories and photographs. Associate Editorships are assigned to those writers who submit five or more articles .which are published in THE VINTAGE AIR­ TABLE OF CONTENTS PLANE during the current year. Associates receive a bound volume of THE VINTAGE AIR­ PLANE and a free one-year memj:>ership in the Division for their efforts. POLICY-Opinions expressed in articles are solely thbse of the authors. Responsibility for accuracy in reporting Classic Aircraft In Attendance...... 4 rests entirely with the contributor. . Ron Wojnar's Grand Champion Champ by Jack Cox ...... 8 Directors Reserve Grand Champion Classic ... Jack Chastain's Rawdon T-1 ...... 16 ANTIQUE/CLASSIC WiJliam J. Ehlen AI Kelch Boeing by Edward D. Williams ...... 18 DIVISION Route 8 Box 506 7018 W. Bonniwell Road Rebuilding A Vagabond by Larry Railing ...... 23 OFFICERS Tampa, Florida 33618 M equon, Wisconsin 53092 Calendar of Events ...... 26 Claude L. Gray, Jr . Morton W . Le ster PRESIDENT 9635 Sylvia Avenue Box 3747 J. R. NIELANDER, JR. Northridge, California 91324 M artinsv ille, Virginia 241 12 P.O. BOX 2464 Dale A. Gustafson Arthur R. Morgan FT. LAUDERDALE, FL 33303 7724 Shady Hill Drive 3744 N. 51st Bourevard Indianapolis, Indiana 46274 Milwaukee, Wisconsin 53216 EAA ANTIQUE/CLASSIC DIVISION MEMBERSHIP VICE·PRESIDENT Richard Wagner M. C. " Kelly" Vi ets JACK WINTHROP P.O. Box 181 RR 1 Box 151 o NON-EAA MEMBER - $20.00. Includes one year membership in the EAA Antique/ RT. 1, BOX 111 Lyons , Wisconsin 53148 Stillwell, Kansas 66085 Classic Division, 12 monthly iss ues of THE VINTAGE AIRPLANE; one year mem­ ALLEN, TX 75002 bership in the Experimental Aircraft Association and se parate membership ca rds. Advisors SPORT AVIATION magazine not included. SECRETARY Ronald Fritz W. BRAD THOMAS, JR. 1989 Wilson, NW o EAA MEMBER - $14.00. Includes one year membership in the EAA.Antique/Classic 301 DODSON MILL ROAD Grand Rapids, Michigan 49504 Division, 12 monthly iss ues of THE VINTAGE AIRPLANE AND MEMBERSH IP CARD. PILOT MOUNTAIN, NC 27041 John R. Turgyan Robert E. Kesse l (Applicant must be current EM member and must give EAA membership number.) 1530 Ku ser Road 445 Oakridge Drive TREASURER Trenton, New Jersey 08619 Rochester, New York 1461 7 E. E. " BUCK" HILBERT Stan Gomoll Robert A. White 8102 LEECH RD. 1042 90th Lane, NE Box 704 UNION, IL 60180 Minneapolis, Minnesota 55434 Zellwood, Florida 32798

THE VINTAGE AIRPLANE is owned exclusively by EAA Antique/Classic Division. In c .. and is published ....,1-­ monthly at Hales Corners. Wisconsin 53130. Second class Postage paid at Hales Corners Post Office, Hales Corners. Wi sconsin 53130. and additional mailing offices. Membership rates for EAA Antique! Classic Division. Inc .. are $14.00 per 12 month period of which $10.00 is for the publication of THE VINTAGE AIR PLANE . Membership is open to all who are interested in aviation. Page 4 Page 14 Page 23 3 78

CLASSIC AIRCRAFT IN ATTENDANCE

REGISTRATION & AIRCRAFT TYPE PILOT AND/OR OWNER

AERONCA N46AC Champ Philip Beaulieu, South Burlington, VT Nl03RJ Champ Roy Jackson/Darrell M. Todd, (Lee Fray PhOlO) Columbus, OH Classic judges - Front Row, L-R: Paul Stephensen, George LeMay, Pat Padgett, George York, Brad Thomas, Keith N555Y Champ - 7DC Dan McCormick, Rockville, MD N1346E John Gronager, Urbana, IL Locke. Rear Row, L-R : Paul justus, Gene Padgett, john Womack, jim Mankins, Stan York, Art Nunes, and Dale N1390E 7BCM William Pancake, Keyser, WV Wolford. N1617E 7AC Lon Dienst, DeKalb, IL N1648E 7AC Wayne E. Reicher, Dubuque, IA N2372E 7AC Henry Hulboy, Zanesville, OH N2619E Champ James Swope, Vicksburg, MI N2757E 7DC Lee Lund, Cheboygan, MI CF-PRI 7AC c. E. Rankine, Scarborough, Ont. , BEECHCRAFT N2932E Champ Mike Ritter, Hilliard, OH Canada NIDS Bonanza David F. Shaw, Penn Yan , NY N3019E 7AC Jeff Van Doren/Karen Walker, N3186E Chief Bill Husted, St. Charles, IA N35LT Bonanza 35C Jerry D. Turner, Marion, IL Millstone, NJ N3490E Chief Larry Lymburner, New Albany, IN N239V Bonanza Michael Sentell, Maryville, TN N4134E Ivan R. Nagel, Canton, IL N3677E Chief Mike Messer, Hilliard, OH N693B Bonanza E. W. Fischer, Mashpee, MA N4574E 7AC Robert L. Hughes, Indian River, MI N3710E Chief Bud Ledgerwood, La Porte, IN N718F Bonanza Brad J. Larson, Minneapolis, MN N4867E Champ Terry A. Brox, Atchison, KS N3805E Chief Donald Fairbetter, Edmond, OK N764B Bonanza Edward Wilson, Corryton, TN N8936R Champ Ron Koscal, Madison, WI N3814E Chief Fred Koetz, Tampa, FL N1847D Bonanza Richard Hare, Northville, MI N81428 7AC Randell R. Morris, Elizabethtown, KY N3826E llAC Mark Hawkinson, Minneapolis, MN N1932D Bonar"lza Dale Turner, Buckley, WA N81482 Champ Max Marion, Asheville, OH NC4031E llBC Max D. Mayfield, Timewell, IL N2775V Bonanza John P. Turgyan, Trenton, NJ NC81583 7AC Theodore Travis, Flushing, MI NC4189E 11CC Phil Lange, Topeka, KS N2946V Bonanza Ralph Haroldson, Dallas, TX N81841 7AC Victor R. Hayes, Richmond, MI N46~8E Super Chief 11 CC David E. Long, Keyser, WV N3150V Bonanza 35 John Sanders, Knoxville, TN N81910 7EC Keith Wernsman, Metamora, IL N4658E 11CC Clayton Lund, Cheboygan, MI N3244C Bonanza 35E Dan Towery/Logan V. Miller, Dover, DE N82007 William L. Sharp III, Clinton, NJ N9031E llAC Robert Nelson/Brian Nelson, Euless, TX N3755N Bonanza 35 A. C. Freel, Warren, MI N82098 7AC J. E. Littell/John Schneider/Lloyd C. N9318E llAC J. Kirby Lidman, Ames, IA N3863N Bonanza Walter W. Stroemer, Brookfield, IL Harvey, Ann Arbor, MI NC9726E llAC David A. Clark, Plainfield, IN N3981N Bonanza 35 John S. Baldridge, Sioux Falls, SO N82934 7AC David St. Arnold/Glen Frankie, N9820E llAC Cliff Wadsworth, Lapel, IN N4326Y Bonanza David Michaels, Southfield, MI Dunedin, FL N85917 llAC Stephen M. Hay, Wheeling, IL N4493V Bonanza 35 Terrence/Barbara Sullivan, N83008 7AC17DC Jerry McNeil, Dallas, TX N85976 Chief Jim Zimmerman, So. St. Paul , MN Natchitoches, LA N83338 7AC Myron Seitz, Lee's Summit, MO N86079 llAC Tim Buttles, Manawa, WI N4637D Bonanza Lawrence Sciortino, Ft. Walton Beach, N83589 7AC Kathy Jenkins, East Dubuque, IL C-FTDL llAC Len Taylor, Nobleton, Ont., Canada FL N83633 7DC Melvin Hill, Danville, IL C-GQGT 11CC T. Richmond, Kettleby, Ont., Canada N4011B Bonanza 35F Cletus Haley, Charleston, WV N83686 Champ AI Hatfield, So. Bend, IN N1134H 15AC Ed Arbo, Charlotte, ME N5077C Bonanza 35B D. M. Solomon, Amarillo, TX N83955 7AC Art/Leora Royon, Columbia Station, OH N1159H Sedan Don Idzik, Fond du Lac, WI N5155C B-35 M. Ciarlariello, Elk Grove, IL N84121 Champ Albert Bendure, Prairie Village, KS N1267H 15AC John E. Castor/John A. Reiser, N8639A A-35 Gene Morris, H~mpshire , IL N84171 7AC Melvin Buchholz, Greenleaf, WI Minneapolis, MN Nl04SV Bonanza Super V Clifford Ricker, Tracy, CA N84554 7AC Robert Ziehwein, Hamel, MN N1391H 15AC James F. Thompson, Roberts, IL N4477 D-18S John Parish, Tullahoma, TN N84999 7AC Willi W. Reif, Honesdale, PA N1413H 15AC J. C. HanifanlWiliiam P. Hanifan, N205A E-18S Deanie Montgomery, CorSicans, TX N85448 7AC Ronald Wojnar, Milwaukee, WI Shullsburg, WI N85544 7AC Eugene M. Strine/Russ Strine, NI480H 15AC Dick Welsh, Issaquah, WA Harrisburg, PA N6286C L-16 Dale Sees, Jr., Kirksville, MO 4 BELLANCA N9632A 140A Lawrence R. Cole/Nila Cole, Redding, CA N2209D 170B John W. Reeves, Libertyville, IL N46LW 14-13-2 Robert Knauff, Langley AFB, VA N72150 140 Dale Sizer, Osseo, MN N2213D 170B William E. Flynn, Wakefield, MA N6522N Cruisair Joseph Ru ssell, Kankakee, IL N72208 140 Bill Killie, Tullahoma, TN N2369D 170B John H. Krauer, East Detroit, MI N74392 14- 13-2 Marvi n Hayes, Minneapolis, MN NC72284 140 Douglas H, Williams/Carol Simpson, N2372D 170B Bill Rigsby, Ponca City, OK N86733 14-13 Steichen, Downers Grove, IL Menlo Park, CA N2482D 170B James Swinker, Midland, PA N86748 Cruisair Tom Leahy/Fred Leidy, Medina, OH N72728 140 Jerry L. Hicks, Charlotte, NC N2509C 170B Hank Asciutto , Perris, CA N86771 Cruisair Bud Cates, Evansville, IN N72734 140 Arlo Gosser, Franklin, IN N2535C 170B Michael R. Baas, Irving, TX N86919 14-13-2 S. C. Zandell, Auburn, WA N728 15 140 Richard Daly, Spencerport, NY N2565C 170B D. W. Graham , Crystal Lake, IL N86931 14-13 Robin Hermanson, Garretson, SO N76128 140 Howard Graf, Mexico, MO N2598C 170B Thomas B. Morris, Imlay City, MI C-FKFK 14-13 R. V. Bays, Dartmouth, NS, Canada N76146 140 George A. Winnie , Definance. OH N2606D 170B Jack W. Brooke, Jr./Jack Brooke, Sr., N6RJ Cruisemaster 14-19 Roland M, Joslyn, Malibu, CA N76344 140 Don Murphy, Peru , IN La Mesa, TX N6553N Cru isemaster Jan Gerstner, Delafield , WI N76429 140 Kenneth E. Jacobs, New Baltimore, MI N2724C 170B Robert E. Peer, Opa Locka, FL N7679B 14-19-2 Kerr and Watts, Stockton , CA N76509 140 James Schock, Farmington Hills, MI N2735C 170B Douglas A. Nealey, Wood Dale, IL N76603 140 Carl Carlson, Junction City, KS N2908D 170B Robert Decker, East Peoria, IL CESSNA N76624 140 Homer J. Hawks/Robert Hawks, N2947D 170B Walter Groskulth, Mankato, MN N6RP 120 Richard L. Porter, Franklin, WI Dundee, IL N3064A 170B Gary L. Loos, Columbia, IL N16DF 120 Duncan Fitzgerald, Selma, NC N76688 140 Ronald G. Degnan , Canfield, OH N3066A 170B Rick Hannen, Center Point, LA NI672V 120 Dwain Hunter, Manawa. WI N76951 140 Charles E. Easterday, Knoxville, TN N3160B 170B Arnold Hohl, Langhorne, PA N1 766N 120 Max Henderson/Floyd Henderson, N77051 140 Bernard Nitz, Rock Island, IL N3225A 170B E. D. Booth, Naperville, IL LaPorter, IN N89191 140 Noel B. Morgan, Opelika, AL N3230A 170B Glenn Loy, Flint. MI N1797V 120 Steve Gillon, Los Altos, CA N89205 140 Michael E. Young, Cuyahoga Falls, OH N3410C 170B Dale G. Faux, Daleville, IN NC1805N 120 Lou S. Bitton, Redwood City, CA N89258 140 James Clift, Knoxville, TN N3500C 170B Quinton L. Daniel, Vicksburg, MI N2036V 120 Norris E. Mealy, Niles, OH N89343 140 Tom Jackson, Dallas, TX N3516D 170B Ted R. Dobrick, Elkhorn, WI N2123V 120 John H. Hupe, Wamego, KS N89416 140 D. Coates, Oxon Hill, MD N3543C 170B George M. Mock, Anderson, IN N2550N 120 Glenn Trommater, Eagle, MI N89616 140 Wm . J. Kinsman, Manawa. WI N3550D 170B John Gileno, Sherman , CT N4252N 120 William R. Schaben, SI. Charles, IL N89687 140 David H. Currie, Knoxville , TN N4381B 170B Jaime Alexander, Crystal Lake, IL N72273 120 Richard G. Pettyjohn, Charlotte, NC N89999 140 Dick Milner, Plymouth, MN N4541C 170B Everett N. Harris, Obetz, OH N72839 120 Frank S. Pavliga, Canfield, OH Noo067 140 J. R. Barker, Hayward , CA N4546C 170B Malcolm Re id/Craig M. Lieberg , NC73066 120 Frank Hancock, Anderson, IN N90111 140 Norman Neher, Hudson, WI Clear Lake, MN N761 37 120 Dale Spence, Pickerington, OH CF-DMS 140 J. Cascone, Toronto, Onl. , Canada N4922 170B Ernest L. Hand , Maryville, TN N1 2BY 140 AI Blind/Yally Yasko, New Buffalo, MI N172J 170 Johnny Williams, San Angelo, TX N8187A 170B Victor Varnum , Tama, IA N119D 140A Tom Norton, Cottage Grove, MN N1198M 170 L. Neal, Grand Rapids, MI C-FTUZ 170B H. Fowler, Barri~ , Onl., Canada N161 2V 140 W. A. Cordoza, Woodland, CA N2608V 170 Dave Broadfoot, Wauwatosa, WI N1663C 180 Gary Volkmon, Waunakee, WI N1744V 140 Martin Arndt, Sturgeon Bay, WI N26 17V 170 Roland Dilley, Warren, OH N1681C 180 Robert Seigelkoff, San Lorenzo, CA N1752V 140 Marcus Brewer, FI. Wayne, IN N2636V 170 Leroy Shultz, Harahan, LA N1697C 180 Gordon H. Hale, Flint, MI N2106N 140 John von Linsowe, Jr., Linden, MI N2661V 170 Wm. P. Newkirk, Knoxville, TN N31 86D 180 Gary Lust, Iowa City, IA N2123N 140 Allen C. Smith , New Berlin, IL N2671D 170 Anton N, Lafata , Lancaster, CA N4786 B 180 Earl Long, Wichita, KS N2145V 140 Thomas C. Cahoon, SI. Paul , MN N3004A 170 Frederick W. Kelch, Columbia, IL N9254C 180 G. M. Zimmerman/James Zimmerman, N2151V 140 Larry Schuessler, Milwaukee, WI N34 15D 170 Jack, Randy/Pam Reynolds, Marion, IA Arvada, CO N2165V 140 Ted Steffens, Buffalo Grove, IL N3531C 170 Peter Holman, Tarrytown, NY N9455C 180 Jerome Bousselot, Sandwich, IL N2274N 140 Dick Meyers, Madison, IN N3833V 170 John A. Van Sanl/Richard Holmlund, N9916 180 Arthur W. Anderson, Madison, WI N2284N 140 L. Boykin, San Angelo, TX Erwinna, PA CF-RYV 180 Stan Fowke, Portage La Prairie, Man., N2302N 140 Larry Diedrich, Lodi , WI N3958V 170 Dale Dickinson, Rock Island, IL Canada N2308V 140 Ronald W. Kind, Detroit, MI N401 3V 170 Mike Shores, Kent, WA Nl055D 190 Terry D. Wendell/Robert A. Karcher, N2327N 140 Story Flying Club/Russell Hendricks, N4238V 170 Donald R. Eversman, Naperville, IL Mobile, AL Seattle, WA N4262V 170 Albert Graham , Carthage, IL NllDK Ya &% Dan Kindel, Cincinnati, OH N2328V 140 Larry Baron , International Falls, MN N4294V 170 William B. Jennings, Fenton, MI N88DL 195 John Ankers, Boca Raton, FL N2436V 140 M. Thomas Weaver, Kalispell, MT N4656C 170 Guy E. Blake, Helfin, AL N195U 195 Bill Terrell, Hillsboro, OH NC2483V 140 Roger Piera II, So. SI. Paul, MN N5556C 170 Bob Baker, San Angelo, TX Nl008D 195A Roy G. McLain, Colton, CA N2486V 140 Lester L. Zehr, FI. Wayne, IN N5788C 170 Tony Otto, Lakeland, MN Nl022D 195 William C. Myers, SI. Charles, MO N2491V 140 Richard Schaper, Blue Earth, MN N8099A 170 Wm. Rasor, Dayton, OH N3020B 195 Adrian R. Smith, Smithtown, NY N2662N 140 Bernie/Bryan Godlove, Aurora, CO N9693A 170 Dean F. Ostler, Kent, WA N3045B 195 Mark SmokovitziStan Smokovitz, N2733N 140 Robert D. Busch, LeClaire, IA N711DR 170A William 0 , Lower, Citrus Heights, CA Detroit, MI N2775N 140 Bobby B. Brashear, Waco, TX N1492D 170A Roger L. Th istle, Sauk City, WI N3048B 195B Michael J. Speshock, Chandler, AZ N2809N 140 James Baldwin, Columbus, OH N1604D 170A William B. Titlow/R. Farnam, Sunnyvale, N3066B 195 John A. Krueger, Redlands, CA N2887N 140 Kennedy B. Dweight, Houston, TX CA N3085B 195 Lawrence O. Cox, Longmont, CO N3506V 140 Larry Cole, Redding, CA N1746D 170A James Douglass, Cheyenne, WY N3482V 195 Thomas Epperson, Germantown, OH N3516V 140 Richard Harden, Minneapolis, MN N1781D 170A Harry May, Highland, CA N3893V 195 Maureen McMaster, Wichita, KS N3555V 140 Conrad R. Case, Minneapolis, MN N1793D 170A Tom Kuffel, Anchorage, AK N3897V 195 W. C. Schwarz, Green Bay, WI N3633V 140 Jay Canvender, Jackson, MI N5466C 170A William Decker, Norwalk, OH N4327V 195 Raymond W. Franke, Walnutport, PA N3704V 140 E, McKee/Milt Peters, Sioux City, NE N5507C 170A Charles L. Henkenius, Moorehead, IA N4363V 195 Wayne Corn, Elgin, IL N3732V 140 Monte Peecher, Littleton, CO N5795C 170A James Hancock, Inver Grove Heights, N4403C 195 Robert M. Young, McLoud, OK N4000N 140 William R. McFall, Waukesha, WI MN N4408C 195 Robert Jessup, Lantana, FL N4048N 140 Brenton/Mary Ann Bowen, Ft. Wayne, IN N5799C 170A Larry Roberts, Hanna City, IL N4445C 195 Rex W. Bechdolt, Hurst, TX N5302C 140A John E. Vonlinsowe, Linden, MI N9210A 170A Robert West, Oreana, I L N4477C 195 Raybourne Thompson, Jr., Houston, TX N5323C 140A Dennis Griffey, Muncie, IN N9926A 170A Harold N. Watson, Sioux Falls, SO N6681H 195 Donald Fairbetter, Edmond, OK N5364C 140A H. Danck, Madison, WI N9935A 170A Tim Lucero/Jim Thompson, N9326A 195 C. C. Crabs, N. Olmsted , OH N5389C 140A Douglas/Jean Weiler, Bellbrook, OH Denver, CO N9331 A 195 Ronald G. Adams, Miamisburg, OH N5398C 140A Red Rose Flying Club/Edgar Hess, Jr., N9971 A 170A Mark Zilinsky, Bolingbrook, IL N9849A 195 James A. Watters, Dwight, IL Lancaster, PA N170N 170B Tom Guyton, Lexington, TN N32190 195 Francis Longuski, Inkster, MI N5630C 140A William E. Winter/Dee Ann Winter, N600JM 170B Arthur T. Morrison, Burnsville, NC Tulsa, OK N1692D 170B John p , Mertesdorf, Nicollet, MN COMMONWEALTH N5676C 140A Rick Neuer, Louisburg, KS N1846C 170B Donale E. Jensen, Albert Lea, MN N33300 Skyranger Ross Gresley/Paul Schermerhorn, N89902 140 S, K, Murdock, Dubuque, IA N1885C 170B Champe Pool, Wormleysburg, PA Anderson, IN N9405A 140A Jack Cronin/Cristin Cronin, Denver, CO NI981C 170B Wm. A. Schwinn, Cincinnati, OH N93258 Sky ranger L. O. Rupe, Elkhart, IN 5 DeHAVILLAND N1829K 8E Eldon E. Beresford, Dundee, IL N92615 J-3 Fred Brown, Pampa, TX N48110 Chipmunk Richard C. Bidlack, Fremont, OH N1B40K BE John Slack, Frankfort, IL N98391 J-3 Kenneth DeCorte, Gaithersburg, MD N48260 Chipmunk Walter M. Rozelle, Coeur d'Alene, 10 N2197B 8E Jim Cardis, Chicago, IL N9B450 J-3 Loren Larson , Fairmont, MN N65153 Chipmunk Dale Bronson, Greenwood, IN N2229K BE Donald Adams, Newton, KS N98734 J-3 George Roth, Ru ston, LA CF-URN Chipmunk Lionel Hamilton, Guelph, Ont., Canada N2231K BE Ray Miller, Turner, MI C-FAOB PA-11 R. E. Clipsham, Erin , Ont.. Canada N613WB Besver Willard Walpole, Wichita, KS N2290K BE F. N. Mair, San Angelo, TX N747UA PA-12 M. V. Johnson, Waters, MI N4040W Beaver E. T. Kirkpatrick, Boston, MA N2351K BE Ronald/Noel Easton/Dennis Kelsey, N290BM PA-12 Bob Byers, Saukville, WI Beloit, WI N3802M PA-12 Gary Robinson, Rochester, NY ERCOUPE N2368K BE Karyl B. Herman, San Bruno, CA N3860M PA- 12 L. Duffield, Youngstown, OH NI5JL Jeffry K. Lehner, LaPorte, IN N2493K 8E Leo Bachman, Decatur, IL N3B67M PA-12 Robert Kratz, Robertsville, OH N71H William Jordan, Geneva, OH NC2747K 8E James R. Harrison, West Carrollton, OH N3890M PA-12 David Kratz, Massillon, OH N355E Herman J. Koplin, Lombard, IL C-FYEC BE Robert E. Fleming , Caledonia, Ont. , N4169M PA-12 Thomas S. Hiemnz, Aurora, IL N20B1H Raymond W. Ganzer, EI Cajon, CA Canada N7753H PA-12 Donald A. Hass, Seattle, WA N2279H John A. Wright, Sr., Springfield, IL N1674K BF Jack J. Borden, Franklin , WI N7B459 PA-12 Richland Aviators, Inc./Jim Hudson, N2434H Charles Darne" , Lafayette, IN N2210B BF Jack B. Mclnally, Grayline, MI Ri ch land Center, WI N2701H Scott Olson, St. Paul, MN N1616Z 8F Larry Traskos, Belleville, MI C-FKOH PA-12 Ron E. Baines, Waterloo, Ont .. Canada N2929H Art Leblanc, Potterville, MI N1865B BF Paul Prentice, Chelsea, MI CF-ZJI PA-12 J. M. Thede, Elmvale, Ont., Canada N3232H Charles Shaffer, Cary, IL N1892B BF John LaRoche, Bloomfield, CT C-GNYW PA-12 David S. Bell, Markham, Ont.. Canada N3992H Paul Furney, Columbus, OH N1947B 8F F. D. Barnard , Ann Arbor, MI N5243H PA-16 Gilbert Easton, Rockford, IL N87308 A. L. Kimball, Catlin, IL N6895C llA George T. Ramin, Houston, TX N5253H PA-16 Dee L. Davidson, Bedford , IA N8731 2 Donald R. Bonem, Essexville, MI N5382H PA-16 Ronald W. Donner, Gleason, WI N93358 Fred F. Sampson , New Hartford, NY MOONEY MITE N5716H PA-16 John Wood , Anoka, MN N93823 Robert D. England, Tullahoma, TN N489M Wilbur Draves, Hometown, IL N5843H PA-16 Bill Schmidt, Wi chita, KS N93935 Wayne Lawrence, Wichita, KS N4149F Dave Jameson/Henry Raettig, N5921 H PA-16 Charles Lancaster, Whiteland, IN N93946 Gregory Krush, Oak Lawn, IL Oshkosh, WI N5967H PA- 16 Daniel Callahan , St. Louis, MO N94160 Jesse Austin, Muskegon, MI N6835K PA-16 Rob Will, Seattle, WA N94407 Dennis Swan, Paxton, IL NAVION N6841 K PA-16 Martin A. Robb, Riverside, CA N94844 Erie Berens, Stevens Point, WI NB8T Twin Navion Robert Roglen, Eau Claire, MI N6854K PA-16 Robert Cutler, Dallas, TX N99026 Lucy H. Morgan, Old Hickory, TN N350FU Harvey L. Brown, Delray Beach, FL H5945H PA-16 Ronald Szymanski, New Berlin, WI N99044 Hugh McKenna/Russell Burtsch, N437M R. J. Matt, McHenry, IL N4133H PA-15 Clark L. Anderson, Neenah, WI Oswego, NY N999RM Donald L. Thomann/Don Johnson, N4406H PA-15 Sarah L. Kaeiser, Lake City, FL N99244 Lowell D. Satterlee, Lincoln, NE Plano, IL N442-H PA-15 Terry L. Railing , Lake Mills, WI N99274 Charles C. Ray, Dubuque, IA N2199W Ted Smith, Washington, IL N4469H PA-15 Douglas Pfundheller/John Matson, N99335 Donald Wolfe, Niles, MI N4020K George Barr, Worthington, OH Stoughton, WI N9981 7 Dennis Sparr, McNabb, IL N4537K Mike Nallick, Minneapolis, MN N4600H PA-17 Harvey P. Buller, Mt. Lake, MN N99955 Richard L. Schorey, Bishop Hill, IL N4549K Brian J. Ryan, St. Paul , MN N461 3H PA-17 Michael A. Fish, Lemont, IL N4609K Richard Beedy, Springfield, OH N4839H Vagabond Russell Kellog, Ri o, WI FUNK N4802K Carl Koenig, Flint, MI N4B70H Vagabond Darryl M. LeMire, White Bear Lake, MN N81176 G. Dale Beach, Sacramento, CA N4882K Louis C. Hook, Flint, MI N1591A Pacer David Vanciere, Mitchell, SO N811 86 Dean/Pat Krueger, Omaha, NE N5117K L. A. Carlsmith, Amhurst, NH N1643P PA-20/PA-22 P. W. Steiner, Rockville, MD N7803B Paul E. Efield , Orchard Park, NY N1830A Pa cer Wendell Smith, Battle Creek, MI N8662H William L. Marcy, Denver, CO N2103A PA-20 Gerald Shultz, North Branch, MN LUSCOMBE N8684H Howard G. Shoemaker, Wilmington, DE N2165A PA-20 T. J. Champagne, Houma, LA Nll07B 8A James Bacon, Linden, MI N8821H J. C. Langran, Jr., Colorado Springs, CO N2934Z Pacer Allen Simons, Bristol, CT N1159B 8A Les Nelson, Minneapolis, MN NB830H Ed Hedlund, So. Haven, MI N49AK PA-20 Ed Cahill , Juneau , AK N1204K 8A Wayne Drewry, Greencastle, PA N8997H Ben Gentile, Huntington, L.I. , NY N5179A PA-20 Brian Bristol, Cottage Grove, MN N1361K 8A Mike Thern, Winona, MN N9600C Twin Navion Fred Garcia, Remsenburg , NY N5538A PA-20 Robert Rado/Ledray Victorian, N1364K 8A Jack D. Lane, Indianapolis, IN N9141 6 Jim D. Stewart, Dunedin , FL Toledo, OH N1365K 8A Robert Westerberg , St. Paul , MN N91608 G. L. Valbert, Camby, IN N7161K PA-20 Walter Fritz/Brian Crull, Indianapolis, IN N2079K 8A Ben Bricker, Kalamazoo, MI N91738 W. T. Christian, Knoxville, TN N7324K Pacer Charles C. Myers, Manchester, TN N2110K 8A Greg Carroll, Buffalo Grove, IL N7326K Pacer Robert Manier/Bernard Menier. N2158K 8A Gregory Hendricks, Peculiar, MO PIPER St. Paul, MN N2177B 8A William Bumgardner, Bloomfield Hills, N1455N J-3 Donald Ri chards, Bellaire, MI N7629K PA-20 Robert Andrews, Libertyville, IL MI NC1502N J-3 Roger Montambo, Red Wing, MN N7672K PA-20 Robert Vasey, Stafford, KS N2315K 8A Robert Bohrman, West Allis, WI N18241 J-3 Mont Mendenhall, Tho masville, NC N9132R PA-20 James H. Bristol, Cottage Grove, MN N2424K 8E Gregg Beitel, Charlotte, NC N32845 J-3 Lynn Chamber lain, Mt. Pleasant, MI C-FGCM PA-20 George McMillan, North Bay, Ont., N2685K 8A Monte Jestes, Pawnee, OK N3373N J-3 J. L. Burns, Mt. Morris, IL Canada N2764K 8A John Barowski, Downers Grove, IL N3572N J-3 Roger Turner, Bingham Lake, MN G-FLOK PA-20 C. Burbank, Shelburne, Ont., Canada N2887K 8A Jim Bastien, Madison, WI N3638K J-3 Anne Collins, Joliet, IL CF-RRU PA-20 Gary M. Ferguson, Oshawa, Ont., N2938K 8A Pete Fleis, Imperial, MO N3650K J-3 John Spiegel, Port Byron, IL Canada N21996 8A Craig Sheets, Sturgeon Bay, WI N42478 J-3 John Lamascus, Pacific Grove, CA N1214 PA-18 Michael McKay, Martins Ferry, OH N28564 8A Malcolm Green, Columbus, OH N42724 J-3 Bruce H. Nagorske, Bingham Lake, MN N1947A PA-18 P. W. McKamy, Billings, MT N45680 8A Kent Johnson, Faribault, MN N42733 J-3 Jerry Kennedy, Murphysboro, IL N5466H PA-18 Terry Henry, Neenah, WI N45719 BA David E. Hennington, Livermore, CA N6153H J-3 Ralph Korff, Lockport, NY N99302 PA-18 Sherman B. Elder, Muskogee, OK N45767 8A Ronald H. Dixon, Hoquiam, WA N6669H J-3 Laran Larson, Fairmont. MN CF-HCY PA-18 Karl H. Bunder, Aurora, Ont. , Canada N71293 8A John D. Richey, Batesville, AR N7258H J-3 Donald V. Lacouture, Jr., Marlboro, MA C-FMDP PA-18 James Bilstad , Thu nder Bay, Ont., N71315 8A Nick Showalter, Corunna, MI N78527 J-3 Max Faulkner, Bourbon, IN Canada N71348 8A Terry Volante, Euclid, OH N87771 J-3 Norman J. Shuff, Watertown, WI N72CJ PA-22 Bruce Lund/C. J. Lund, Mobile, AL N71465 8A Steve Lester, Morrow, GA NC88461 J-3 Reid P. Joyce/G. R. Purifoy, Valencia, PA Nll06C PA-22 V. L. Dant, Rome, GA N71533 SA Larry Hall, Oklahoma City, OK NC88575 J-3 John V. Rawson, Jr.. Belle Meade, NJ N1262C PA-22 G. Woerner, Geneva, OH N71922 8A Maynard Wolkman, Hinckley, MN N88684 J-3 Dan Pell/Kevin J. Engel , Sheldon, IA N1319C PA-22 Lowell Roberts, Midwest City, OK CF-CHM 8A T. A. C. Kennedy, Mississauga, Ont., N88698 J-3 David A. Watson, Framingham, MA N1487A PA-22 S. D. Stevens, Arden Hills, MN Canada N92084 J-3 Winton D. Glaser, Appleton, WI N1512P PA-22 Jay Carter, East Liverpool, OH N45WB 8E William F. Bokodi, Griffith, IN N92090 J-3 John GelasifTheodore Sanders, N1529P PA-22 Wm. T. White, Dallas, TX N1671K 8E Donald Sweatman, Venango, PA Highland Park, IL NI545P PA-22 James E. Donaldson. Eden Prairie. MN 6 N2276A PA-22 Richard C. Hill, Harvard, IL N78321 Michael P. Kennedy, Homestead AFB, FL N43871 Marshall Kennard, Enfield, CT N3212Z PA-22 Wm. W. Ricketts, Finksburg, MD N80589 James Byland, Moberly, MO N43898 Temple & Woodward, Granger, IN N3360B PA-22 Lloyd Mook/Eddie Veach, Harrisonville, N80613 G. W. Goodland, SI. Paul, MN N44204 Eugene M. Townsend, Decatur, IL MO N80665 Pete King, Rockville, MD NC44493 John W. McDonald, New Orleans, LA N3377A PA-22 William Sherhan , Lincoln, NE N80689 Dave Ebersole/Scott Christiansen, N94941 Jon Ch almers Thompson, Johnson N6125D PA- 22 Wayne Minnis, W. Palm Beach, FL Colorado Springs, CO City, TN N81 21C PA-22 Matthew Grainda, Easton, PA N80706 Mark Holliday, Hastings, MN N95109 Wm . E. Boggs, Grove City, OH N8588C PA-22 William A. Rudolph, Traverse City, MI N80776 Joey N. Kemp, Tullahoma, TN N95926 Dick AmRhein, Troy, OH Nl0306 PA-22 AI Morris, Warminster, PA N80905 Charles Hoover, Jr., SI. Paul, MN NC95957 Douglas Anderson, Jackson, MI CF-KKX PA-22 Alvin C. Pomery, Janetville, Ont.. Canada N80949 Lowell Sterchi, Coral Gables, FL N96026 R. R. Reece, San Angelo, TX N80969 Harry Lyon, Jr., North SI. Paul, MN N96275 Jim Hall, Rockford, IL REPUBLIC SEABEE N90383 Guy Eby, Madison, CT N96386 Robert W. West, Oreana, IL N1CD Curtis Dax, Chicago, IL N96387 Everett Downey, Albion, NY N6570K Grant Leonard , Prior Lake, MN TAYLORCRAFT N96417 John Friling, Lombard, IL NC922WT Paul Edward Nuss, Juniata Altoona, PA N96544 Steven N. Landis, FI. Wayne, IN ·ST#lSON NC5020M Ralph Lauritsen/Cliff Henry, Boone, IA N96818 Wm. Knight, Brodhead, WI N389C Boyd Walsh, Marion, IN N5045M Robert Reedy/Covert Holley, Troy, OH N96842 Tim Mickel, Scioto Mills, IL N584LW 108 Larry Wheelock, Bloomfield, IN N5109M Herbert Browning, London, OH N96979 Lester L. Walls, Shrewsbury, PA Nl081S Voyager Richard Bourque, Simsbury, CT N5218M Richard Weimberger, Fond du Lac, WI CF-KFG James Takacs, Port Colborne, Ont.. N6323M 108 Paul Varner, Rockford , IL N5265M EM Air Museum, Franklin, WI Canada N6555M Nicholas C. Selig, Naperville, IL N29753 James Foos, Granger, IN CF-PUW Ken Bimm, Rexdale, Onl., Canada N8212K 108-1 Robert Reintgen, Latrobe, PA N34093 Paul Cusumano, Mayfield Village, OH N8509K 108-1 Daniel Bauman, Oorr. MI N39168 Thornton Cressy, Westland, MI ADDITIONAL CLASSICS N8747K Charles Brokaw, Parker, CA NC39222 SArt Bujnowski, Huntington, LI , NY N242B Helio Cou'ier Robert T. Griffin, Waxhaw, NC N9088K 108-1 C. O. Depuy, Ponca City, OK N39974 William Fitch, Epworth , IA N424 L Meyers 145 L. A. Waite, Durand, MI N9117K Voyager James Strock, Austintown, OH N43163 Jerry Kramer, FI. Re covery, OH C-FLWG Moran&-Saulnier 502 Frank Masak, Scarboro, Onl., Canada N97367 108 Bruce Jacobs, Albion, MI N43344 Mark Yelich, Franklin, WI N5160 Rawdon T-l Jack Chastain, Creve Coeur, MO N97607 108 Rich Klepperich, Webster, MN N43556 Ray L. Sherwood, Fairfield, IA N711SV Stampe John Hanson , Manistee. MI N297K 108-2 Stinson IV/Bob LaBonte, Hudson, NH N43680 Parker Buckley, Waynesville, OH N25MB Stampe SV4 Don Good , SI. Joseph, MO N971J 108-2 J. Mankins, Corona, CA N43845 J. C. Latronigo, Girard, OH N8000K 108-2 Michael Hudgins, Portage, WI N9306K 108-2 Frank Sperry, SI. Ignace, MI N9582K 108-2 David Peterson, Inver Grove Heights. MN N9836K 108-2 G. M. Huffman, Tulsa, OK CF-HZM 108-2 Fred Green, Mississauga, Ont.. Canada CF-SID 108-2 Augus Cameron, London, Ont .. Canada N675C 108-3 Curt Lindauer, Belleville, IL N762C 108-3 Harvey T. Engen/David Engen , Excelsior, MN NC6018M 108-3 Carl Pflanzer, Rome, NY N6649M 108-3 Ru ssel Arndt, Big Falls, WI N6698M 108-3 Joe D. Wh ite, Calumet City, IL C-FKQC 108-3 Richard R. Schaub, Fenwick, Ont .. Canada CF-LLW 108-3 Kenneth Gamble, Hamilton, Ont .. Canada

SWIFT N1BJ Raymond Neuse, Groesbeck, TX N1ZF Ronald Thompson, Jenks, OK Nl0SS William Shepard , River Ridge, LA N1 3SW Steve Wilson, St. Charles, IL N50BS Roland J. Zavada, Pittsford, NY N77PB Pat Knight, Waynesboro, VA N853C Charles R. Cannan, San Juan Capistrano, CA N853P John R. Dixon, Mission Viejo, CA N2115 Bonham E. Cross, Hopkins, MN N2334B James J. Montague, Lake Elmo, MN N2424B Carl Weddle, Hendersonville, TN N2429B William Goldman/Jack Morgan, Chandler, AZ N2442B John Cranfill, Frankfort, IL N2457B Dick McNeil, North Wilkesboro, NC N3248K Howard H. Hanson, Webster, MN N3263K Howard Thalacker, Chetek, WI N3740K Ronald W. Williamson, San Diego, CA N3816K Buz Johnson, Mobile, AL N3898K Tracy Rhodes, Dayton, OH N77756 George O'Neal , SI. Petersburg , FL N78083 Paul L. Chesley, Albuquerque, NM N78247 Clyde B. Ericson, Barrington, I L N78261 James Pope, Washington, DC (Lee Fra y Ph oto) (Lee Fray Photo) N78306 Gary Scott, Schoolcraft, MI N78309 Bernard F. Arnold , Cuyahoga Falls, OH Bill Ehlen and AI H enninger, Forums Antique/Class ic Headquarters staffers N78311 Richard A. Chisholm, Oak Lawn, IL Chairman and Co-Chairman. J. Kesel, }. M arkl, and K. Morgan. 7 RON WOJNAR'S GRAND CHAMPION CHAMP

By Jack Cox rarely see today. On the nose was a brand new Sen­ senich wood propeller - a 72-42 climb prop just like the FBOs used to order for flight training. The nose bowl and wrap-around cowl were as pristine as a pies were tumbling all over the Antique/Classic park­ newly minted dime - even the exhaust pipe stubs ing area and judge-laden golf carts were rushing from sticking out the bottom were barely smudged. The all quadrants toward the scene of the calamity. One tires were new, the oleo struts at full normal exten­ quick walk around, one sniff of the cabin aroma, one sion and the brake covers without a chip in the paint peek under the cowling and it was all over. The only from prop blasted stones and gravel. Inside the ca­ sounds were a few anguished groans and the tearing bin, the brown crinkle-finish instrument panel held of paper ... yesterday's judging sheets. an array of dials, the correct ones sporting the Unless you were well into your 50s or an winged Aeronca emblem. Black enameled floor­ aficionado of Classic airplanes, this Through the boards, brown flocked side panels and door and brown leatherette seat covers each emitted its own peculiar smell to combine with that of fresh dope and 80 octane to produce that aeromatic Evening in Middletown essence that few of us have experienced, but none have forgotten. Outside again, a glance across the top surface of the wings revealed chordwise rows of little bumps in Going down: this photo and the next give an indication of what Ron had to tear down prior to his very extens ive re­ build. Naturally, all wood was replaced. Here the old is used as a pattern for a new window frame.

On day six ... Thursday ... of Oshkosh '78 ac­ tivities were already beginning to wind down. The aircraft judges had pared their long, long lists down to the top one or two in each category, or in many cases had pretty well decided the final rankings. The right wing before stripping About all that remained was to wait out the day to in­ inspection holes. sure that no one flew in anything that would upset the apple cart at the last moment. Unbeknownst to the Classic judges, the upsetter was already on the field, having slipped in the previ­ Looking Glass scenario made little sense ... for in ous evening right after the History of Flight pageant. the middle of it all was just a little 01' Aeronca No one paid any particular attention when a mild and Champion. well mannered young man walked into the Classic But what a Champion! trailer on Thursday morning and asked if he could get First, it was yellow with the orange lower fuselage his airplane judged. Half an hour later, however, ap- - the familiar Aeronca factory paint scheme that we 8 the glistening fabric, tell-tale mini-molehills marking And not one of us who knew Ron personally was years as a trainer - climbing out and gliding in over the the characteristically Aeronca PK screws taking the surprised, either. Wojnar household when the wind was right. By early place of rib stitching. 24 inch orange letters and ***** ***** ***** December of 1949 when the Wojnar's were blessed with numerals swam in the shimmering light reflected off Have you ever been to EAA Headquarters? If you a healthy son, the Champ had already accumulated al­ the top of the right wing. have, you may recall that in the main lobby two most exactly 3000 hours of flying time. Letting one's gaze swoop down the familiar, mul­ pedestals flank the entrance doors. Atop these are A typical loving father, Tony wanted his son to tifaceted sway back of the fuselage, it was easy to see glass cases containing two exquisite cut-away type share his interest in aviation. He built models for him every stringer arced straight and true to the tail - no airplane models, one of an EAA Biplane and the other until he was old enough to be taught to start building warps, no valleys between formers. of a Tailwind. They were meticulously crafted a them himself. He would often take little Ron along in Emblazoned on the fin and rudder - in orange ­ number of years ago by a young college student who the evening when he had to put in overtime and let were the stenciled winged Aeronca emblem and the worked as a summer employee at the EAA Museum. him sit in the cockpits of the T-6s and P-51s on which \ rather odd sized and spaced N numbers. That young man, already exhibiting his concern Stepping back for perspective, one's mind reeled. for accuracy and authenticity, his talent for minute This wasn't a latter day restoration, it was a new detail and superb workmanship, was ... Ron Wojnar. airplane ... only hours ago a ferry pilot had signed Born in Milwaukee on December 3, 1949; Ron's out the airplane from the factory ramp there in lifelong fascination with aviation came naturally. His Middletown, Ohio ... dated his voucher August 5, father, Tony, was a pilot who, significantly, often flew 1946 and took off for Milwaukee to deliver the spank­ a Champ in those days before his family started com­ ing new airplane to Anderson Air Activities ... but ing along and he was forced to give it up. Earlier, he on the way, perhaps in the clouds of industrial smoke had become an aircraft mechanic courtesy the Marine around Gary and South Chicago, a time warp was en­ Corps and spent World War II keeping the heavy iron countered, misdirecting the little bird through 3 de­ flying. After V-J Day Tony returned to Milwaukee and cades to Wittman Field ... on the evening of August signed on as a mechanic with the Wisconsin Air Na­ 2, 1978. tional Guard. His Maintenance Officer - and pilot It looked that new ... it felt that new ... it even smelled that new. The next evening Ron Wojnar (EAA 31222) of Mil­ waukee was called to the stage to receive the 1978 EAA Grand Champion Classic trophy for his 1946 Aeronca 7AC Champion .. . and not a soul who had seen the airplane was surprised.

The new frame 's been installed along with a lot of other new wood.

he was working and when his son was 6 years old, Tony took him to nearby Waukesha Municipal Air­ port, bought a couple of $2.50 tickets and treated hi m to his first airplane ride - in a Cessna 170. The ba sic frame has been rebuilt by this point, but th ere's Those evenings in the cockpits of the Texans and so much to go! 51s were making a far deeper impression on his son than Tony probably realized at the time. Ron can viv­ idly recall the experiences to this day ... and he dates his determination to make aviation his life's for whom he served as a crew chief - was a Lt. Col­ work to those wonderous moments when he sat onel named Paul Poberezny. there in the bucket seats, pushing and pulling the Three years before Ron's birth , a new Aeronca sticks, intently studying the dials and levers and Champion was ferried into Mitchell Field, just a couple of wheels around him - and the rudder pedals down blocks from the Wojnar home, by its new owner, Ander­ there in the bowels of the fuselage his little legs son Air Activities. NC85448 labored for a number of would not be able to reach for years to come. 9 As the years went by, Ron's interest in airplanes A couple of weeks later at an EAA fly-in, he related the realization that despite his "book" knowledge, he and flying grew in sophistication in step with the his dilemma to Audrey Poberezny . .. and a few days was completely lacking in "hands on" experience in growth of his body and mind. He managed to get an later received a phone call from Bill Chomo offering working on airplanes. His dad, however, was just sit­ airplane ride once in a while - sometimes in a summer employment at the EAA Museum. Ron ting back with a sly grin on his face. "You've got to Stearman piloted by his father's boss, Paul jumped at the chance, and would spend each of his do things like that to learn," he said, "Get your feet Poberezny, and once, when he was 11, in a Champ college summer vacations mowing yards, painting, wet, then pay close attention to what you are doing, piloted by family friend Dick Mildebrandt. Ron dearly dusting airplanes - whatever was asked of him that work carefully and do everything correctly." Ron longed to learn to fly, but at the same time his wou Id support his flying "habit". would listen to this advice and stick it out to the end. academic success in high school was bending his in­ Ron had been a member of EAA Chapter 18 for a For the first year or so, however, Tony would serve as terests toward the scientific. So much, in fact, that number of years and the summer job at EAA Head­ his tutor and advisor - as well as fellow worker ­ after graduation in 1967 he was soon packing to head quarters (where 18 holds its meetings) intensified his on the Champ project. for Lafayette, Indiana to enroll as an aeronautical en­ relationship with various of the members. Eventually, In stripping the airframe down, the Wojnar's gineering student at Purdue University. he fell in with a bad crowd ... bounders like Bob found that while they had a complete airplane, they Not surprisingly, Purdue had been selected, in Ladd, Dick Mildebrandt and the notorious Ron Scott. had a lot of work ahead of them to come up with a part, for its reputation as an aviation oriented institu­ Soon they were putting terrible things in his head . .. job to their personal standards. Removing the paint tion. Aside from its academic excellence, Ron knew it worst of which was the insidious idea of actually own­ from the fuselage tube framework, for instance, re­ must have a flying club ... a fact he confirmed ing an airplane. Together, they schemed to chip in vealed grinder marks - which meant replacement of within hours of his arrival on campus. Excitedly relat­ and buy a Cub, Champ or some such fun airplane for some tubing. The wings bore evidence of past ing this discovery to his father (with obvious intent), giving rides to friends, taildragger checkouts, etc. groundloops - and atrocious repairs, which would Ron found himself being brought back down to earth (Bob, Dick and Ron Scott each had single place have to be completely redone. And the landing gear by the elder Wojnar's reminder that he was there to homebuilts in those days.) Ron was sorely tempted to oleos, horizontal tail surfaces and a couple more earn a degree first ... and a pilot's license, maybe. fall in with the plan, but, fortunately, he was spared smaller items were considered too bad for repair. However, he softened the admonition with the prom­ by the timely intervention of his father . . . although They would have to be replaced. A close study of the ise that after seeing Ron's grades at the end of the there would be moments in the years to come when logs revealed that such replacement of various com­ first semester, the situation would be open for he had good cause to question the hand fate had ponents had been a common occurance in the life of further evaluation. dealt him. NC85448. 24 years of abuse at the hands of ham-fisted No student was ever led down the path of It wasn't that Tony objected to the terrible trio (ac­ students had left only the wings intact from the air­ academic achievement by a more tempting carrot. tually, they were and are today close friends) - or frame that rolled out of the factory in 1946. Ron hit the books with a vengeance - sleep meant even the idea of owning an airplane; he simply By this point it was time for Ron to head back to nothing, social life was ignored and Big Ten football wanted to see his son apply his aviation skills and Purdue for his senior year. He had signed up for was just a Saturday afternoon recharging of Ron's bat­ knowledge to a purposeful end. He wanted the two some elective courses in the technical area, including teries for the REAL task at hand. of them to buy a basket case and restore it. engine overhaul and maintenance, so he took his en­ At the end of the semester, Tony had a wide and Taken somewhat by surprise by this proposal, Ron gine with him hoping to overhaul it as his class pro­ proud grin on his face ... and Ron was wasting little quickly recovered and began scouring Trade-A-Plane, ject. He tore the A-65 down, alright, but it would be 7 time getting enrolled in the school flying club. To his Chapter newsletters and the like. One day during the years before it went back together again. The cylin­ surprise and pleasure, he had found that in addition summer of 1970, he picked up a Chapter 260 (Dolton, ders were oversize and badly rusted, a dye check re­ to its modern trainers, Purdue still retained a Piper j-3 IL) newsletter and began scanning it for ads - and vealed a cracked crankcase, the camshaft was worn in its flight school fleet ... available for $5.50 per there it was ... Leo Faoro (EAA 28636) of Dolton out and the cam followers were eaten up with corro­ hour! ! (south Chicago) had a basket case 1946 Aeronca sion. In other words, Ron found he had a pile of junk For the next 31;'2 years, that Cub would virtually Champion he was willing to part with for a reasona­ for an engine. The 'only bright spot was the crank ­ become Ron's personal airplane. He loved it - and ble price. it was useable. The expense of the overhaul this hunk soloed it in about 8 hours - but most of his fellow I n rapid succession Ron talked the situation over of iron needed was out of the question while Ron students sneered down their noses at the lowly yel­ with his father (who would be the financial backer of was still in school ... so, sadly, the pieces were low "dog". A few learned to fly in it simply because any deal), called Leo on the 4th of july and arranged boxed up and sent back home. of the low rental rate, but couldn't wait to move up a meeting time, drove down with Tony the next day, After graduating from Purdue in 1971, Ron re­ to the REAL airplanes, the Colts, Cessnas, etc. Con­ inspected the airplane, liked what he saw and put a turned to his summer job at EAA while waiting to be sequently, Ron could count on getting the j-3 almost $100 deposit on it. The following weekend the Champ assigned to officer's training by the Air Guard. It was any time he wanted to fly it. He checked out in the was retrieved and was placed in his Aunt's garage ac­ an especially instructive summer. The Acro Sport pro­ other aircraft, also, but never tired of just going off ross townJn Milwaukee. totype was being built and with its construction (tube alone and shooting landings or watching a sunset in Immediately, Ron and his father began taking the and rag) essentially the same as the Champ, every day " his" Cub. fuselage apart . . . and the very first th ing, Ron was a learning experience for Ron. Not only could he Returning home that first summer, he found him­ twisted off a brass fitting on the carburetor. This re­ get his hand in to pick up new skills he could apply self without a job - which meant no funds for flying. ally upset him at the time because it pounded home to the restoration of his airplane, but he had a golden 10 opportunity to pick the brains of pros like Bill Chomo, Philippe Van Pelt, Gil Bodeen and others .. . including, of course, the Acro Sport designer, Paul As ide from the spa rs, there's not much Poberezny. of the original wings left in this pic­ As it turned out, Ron did not get his OTS assign­ ture. ment that summer, so on September 1 he accepted a full time position with the EAA Air Museum Founda­ tion as Assistant Museum Director. That fall (1971) the fuselage frame was sandblasted and some pitting was found in addition to the aforementioned grinder marks. Everything doubtful was cut out and replaced with new tubing. Ron tacked each piece and Bill Chomo finished them ... later Ron would gain the experience and confidence to do his own welding. By Christmas all the repair work had been done, all the woodwork had been re­ placed so that the next step was a cover job. That, as things turned out, would be a way down the road, however. In late December, Ron started on the left wing. He first tried to clean it up without disassembling it . .. bilt after several months of part time wasted effort, tore it down and did it right. Only one wing was done at a time so that the other could be used for reference. Some wingtip repair (and rework of old, bad repairs) was necessary, but essentially the wing work involved cleanup, replacement of leading edges Th e ingredients of a champion's Champ and refinishing of the spars (the only old wood re­ are beginning to show up. tained in the entire airplane) . With the coming of the summer of 1972, Ron found the direction of his life changing - and the Champ temporarily moving to the back burner. First, his OTS assignment came through and he was off for Lackland AFB for 3 months . . . then as a new 2nd Lieutenant one month of active duty with his local Guard unit. That fall Ron took a position with Hartzog Aviation in Rockford, Illinois and moved to that city. Living in an apartment, he had to leave the Champ at his pa­ rent's home in Milwaukee, driving back to work on weekends. Small parts were taken home to Rockford to be reworked during the week. Happily, Ron had again found himself in fortuitous circumstances - at Hartzog he not only had some real aviation pros' to call on for advice, but a lot of sophisticated equip­ ment that could be used after work. 1972 saw only modest progress on the Champ, what with adjustment to a new job, new home and weekend travel back and forth between Milwaukee and Rockford. The following year, however, things began to look up. Perhaps most significant was the fact that Ron and his father made the first of many weekend trips to Bellanca's Osceola, Wisconsin plant to forage for parts. Tom Brown and Bonnie Marlette their expertise, the work would take just a few hours of the Parts Sales ,Department took an immediate in­ and the rest of their time could be spent seeing the terest in the restoration project and spared no effort Sights. It was an offer Ron couldn't refuse ... and to unearth 7AC parts that had been moved from sometime later it all came about. He got a set of Middletown, Ohio to Wisconsin. Bellanca had suf­ wings ready for doping and the girls got an expense fered a disastrous fi re a few years before and much of paid fling in Wisconsin's biggest metropolitan area. the old stuff had been lost, but, fortunately, some With doping and finish coats to go, oridinarily it had been stored downtown in an old railroad depot. would have been decision time as far as the paint Ron and his father were permitted to sift through ev­ scheme was concerned. Not so in this case , however. erything and together they came up with a lot of Very early in the project, Ron had made the decision "impossible to obtain" goodies .. . like frames for to return the Champ to factory new condition and the sliding windows, universal joints for the fuel valve appearance. This, of course, involved considerable extension rod, etc. A surprising number of off the research. He had an original service manual given shelf Citabria components are the same as for its an­ him by Ron Scott and a copy of a 1946 Skyways article cestor, the 7AC. All the wooden fuselage formers and on the Champ given him by George Hardie ... but stringers, in fact, are identical, with the exception of most helpful was the complete certification record on the rear window area . When completed, Ron's the Aeronca 7AC on file right where hf' worked , Champ looked like a new one, because to a great ex­ EMDO 46 in Des Plaines. (Bellanca still holds the Pro­ There 's not much here that could look any newer if it were tent it is ... thanks to the folks at Bellanca. duction Limitation Record for the airplane and could coming right out of the factory. During 1974 things began to get into high gear. put it back in production tomorrow if they wanted The wings were finished and late that year the Conti­ to.) The file is COMPLETE ... colors, size and shape nental A-65 was given a complete major. Schneck Av­ of markings, everything. All the draWings are dated iation did the work needed and Ron did the final as­ 1945 and all the subsequent revisions are on file. The work was done over the following weekend and sembly - under the supervision of a licensed 1976 saw the covering completed and 1977 was turned out to be a beautiful job. (The flocking, inci­ mechanic. Thinking the end was in sight, Ron purch­ spent .. . "doing all those little detail items you think dentally, is an electro-static process with the com­ ased all his dope and fabric (dacron) from Bellanca are going to take about 2 weeks," according to Ron . mercial name of Velvetex.) and took two weeks vacation to cover the airplane. He endured all manr.er of frustration attempting to Another tough nut (pun intended) was the fuel He gets a big laugh today at his naivete in grossly un­ paint the fairings, cowl and various other small metal gage nut - Bellanca didn' t have one and all that derestimating the time element involved in covering. pieces. Ron was bugged .. . literally. He would spray turned up were worse than Ron's knarled, over­ Two weeks, in fact, stretched into 2 years before the on a beautiful coat of enamel - no runs, no orange torqued original. Finally, driving through a small cover job was completed! peel - only to have some hapless insect make a Minnesota town, Ron spotted a sign that read, "Sew­ In 1975 Ron's life took another sharp turn. He left Kamakazi dive right into the shiny surface. Striving for ing Machines, Guns, Trading Post and Airplane Hartzog and took a career position with the FAA. As­ nothing less than perfection, Ron stripped the parts Parts". Partly on a hunch and partly just out of curios­ signed to EMDO 46 in Des Plaines, IL (north side of completely after each bug attack and repainted them. ity, he stopped, entered the establishment and in­ Chicago) as an Aviation Safety Inspector (Manufactur­ He estimates he pai nted the equivalent of 4 or 5 quired of the owner if he had any Champ parts. ing), Ron was able to move back home in Milwaukee, airplanes before he was satisfied. Similarly, the " Got enough to make 5 of them ... whatta ya commute to work during the day and work on the crinkle-finish instrument panel was done 3 times be­ need?" was the reply. Champ evenings and weekends. From that point on, fore a perfect job could be obtained. Ron mentioned the fuel gage nut and was almost something, no matter how insignificant, was done Ron had some interesting experiences down the shocked to hear, "Sure, how many you need?" .. . every night. stretch drive to complete the airplane. A few items whereupon the proprietor reached into a drawer and One bit of help came from an unusual quarter. had seemed impossible to obtain in order to have a pulled out a loop of safety wire with a half dozen or Ironically, one of Ron's FAA assignments was the Bel­ near 100% authentic restoration - the flocking of the so Aeronca fuel gage nuts strung on it! lanca factory - so that his friends from the days of interior, for example. For 3 or 4 years inquiries had This sort of thing, Ron chuckles today, is why it scrounging for 7AC parts had now also become been made through aviation channels in a vain at­ took 7 years to restore the Champ. He could have clients of sorts. Every time Ron came in for an inspec­ tempt to locate a shop that could do the work. De­ built up an airworthy, even beautif ul job in perhaps 3 tion , he had to give everyone a progress report on spairing of ever achieving success, Ron picked up the years . .. but not an authentic one. That took a lot of his Champ. A couple of young girls in the covering Chicago Yellow Pages one day and looked up "Flock­ time and patience. department, Donna Viebrock and Sue Dollery, told ing" . Sure enough, there was such a classification. He Finally, however, the day came when the airplane Ron they would like to come to Milwaukee some made a phone call and a friendly voice assured him was taken to the Waukesha County Airport - on Oc­ weekend and install the wing envelopes. Despite liv­ the work would be no problem. Ron was told how to tober 23, 1977, to be precise. What should have been ing in Wisconsin all their lives, neither had been to prepare the panels (apply an epoxy base in the color a joyous occasion, however, began a two month the " big city" and this would be their chance. With desired for the flocking) and where to deliver them. ordeal that is a story in itself. Shortly after taking over 12 That first run-up, a moment of supreme exaltation. a hangar from a friend who had sold his airplane, Ron was informed by the FBO that he would have to give it up by January 1. This shocking news really put the pressure on. After 7 years of work Ron was deter­ mined not to dismantle the Champ and tow it back home ... and he was absolutely not going to leave it outside. Hangar space is extremely hard to come by in the Milwaukee area, just as is the case in all large metropolitan areas, so the only option left was to find a hangar in a nearby town. Space was ultimately lo­ cated some 20 miles west at Watertown, but having a January 1 deadline, Ron resolved to fly the Champ out of Waukesha. It wasn't easy. Bitter cold came to Wisconsin even earlier than usual, making final assembly of the Champ a numbing experience. Nevertheless, Ron and his father toughed it out, working every evening and weekends. By late November it was so cold that work had to go in spurts ~ interrupted by thaw-out breaks in Ron's or his dad's car. Several layers of insulated clothing didn't make working in tight spots easy and any job requiring a degree of digital finesse was frust­ ration personified. Trying to screw on a tiny nut he couldn't feel through numb fingers was not exactly Ron's idea of a fun way to complete his project. In temperature came up to 90°, then taxied out for had come in from EAAers wanting inspections so they December temperatures plunged below zero ... but take-off. Given the O.K. by the tower, Ron opened could get their homebuilts to Oshkosh he couldn't Ron and Tony worked on, getting the last of the fair­ the throttle and literally leaped into the frigid air. He get away until Wednesday. ings on, control cables adjusted, the King 360 radio climbed out to 5,000 feet, staying over the south end The rest you know. On Friday night Ron walked and battery pack installed, etc. of the airport - by prearrangement with the control­ out of the Meeting Pavillion with the Grand Champ­ Finally it was time for some engine run-in. John lers. All went well and after 36 minutes, the cold had ion Classic trophy ... and it was difficult to tell Curtice, Ron's fellow inspector with EMDO 46, had become so unbearable Ron had to land while he still whose smile was wider, his or his dads! previously been employed with Continental Motors in had some feeling in his hands and feet. The landing The outcome had not been unexpected in many Muskegon, Michigan and had gone through the pro­ was a real squeaker (as he later saw on movies). On quarters, despite the torrid competition every cedure literally thousands of times. He advised Ron the 30th - right on schedule - Ron flew the Champ Oshkosh gathering provides. Earlier, Ron had at­ on how to properly break in the newly majored A-65 . out of Waukesha and over to Watertown. The tended the Aeronca Forum, at the conclusion of .. and later issued a new Certificate of Airworthiness. airplane was there for about six weeks - and some 5 which moderator Charlie Lasher had asked if the AI Bruce Rintelmann of Milwaukee had supervised hours of further flying time - before it was transfer­ owner of NC85448 were present. Ron raised his hand the project from the beginning (since neither Ron nor red to a new home, Air Troy Estates where Ron had and Charlie said, "I want to come down and shake his father have civilian A and P licenses) and had al­ bought a lot. Hangar space . was available until sum­ your hand - that is the finest Champ I have ever ready signed off the restoration work. mer when he would have his own 45' x 72' hangar seen! " And then it was done. Ron could have test flown built. In the weeks preceding the Convention, Ron's fel­ the Champ a day or so before Christmas ... but he With the passing of a really miserable winter, Ron low FAA employees at EM DO 46 had speculated on decided against it. His family had put so much of was able to enjoy a spring and summer of pleasure his chances of winning an award ... perhaps even themselves in the project that Ron could not bring flying and fine tuning of the airplane for its debut at the Big One. Secretary Michele Facenda (who had himself to pOSSibly ruin their Christmas in case any­ Oshkosh '78. The airplane had been test flown with a helped with the Champ's paperwork) had promised thing went wrong. Bright and early on the 26th, how­ metal propeller, but as a final authentic touch, a to bake a cake for him if he were successful - so, on ever, he and his dad were heading for the airport. wooden Sensenich had been ordered through Wag the next Monday morning, Ron strode in with his The temperature was 3° F but the Continental Aero. There was some last minute anxiety over deliv­ trophy, put it down on Michele's desk and an­ started on the first pull. Ron taxied over to the FBO, ery of the prop, but a week before the fly-in, it ar­ nounced, "You're going to have to do some baking." shut down and squirmed into a Security parachute rived. "I already have," she replied. "I knew you were Mike Heuer had brought over for the occasion. Firing Ron had intended to take a week's vacation to going to win." up again, he warmed up the engine until the oil enjoy all of the Convention, but so many requests

Interior of Greg's Luscombe.

!Dick Stouffer Photo) Class" Winner Luscombe BE, Gregg Biete/, Charlotte, !David Gustafson Photo) North Carolina. Class I Winner Taylorcraft BC-120, Ralph Lauritsen, Boone, Iowa.

!David Gustafson, Photo) Custom Class C Winner, Bellanca 14-19, Ronald Joslyn, Malibu, California. By Edward D. Williams Associate Editor The simplicity of the design is shown in this view of the Boeing 40A. 713 Eastman Dr. Mt. Prospect, IL 60056

An antique airplane which has been hanging in the plane is displayed in the colors and markings of a 40A. because it was one of a fleet of 24 BAT 40A aircraft that Museum of Science and Industry in Chicago since 1953 And so, the model, built by Carl Buttita, a commercial ar­ helped make transcontinental air travel possible for the has a unique, honored distinction. This came about when tist in Chicago, is an exact copy of a 40A. first time in 1927. (See: The Vintage Airplane, December, an expert model builder made a 33-inch wingspan model When the Boeing plane, NC288, factory serial 1977.) of it that is considered a work of art. So today, both the number 899; was bought by Boeing Air Transport (BAD Buttita's model, although it was not built to fly, looks full-size plane and the three-fourths scale model are on from its parent company, the Boeing Airplane Company, every·bit like it could. It is so realistic that it later won display in the same museum. in June, 1927, it cost $24,500. Buttita's model, which him an important award from the Hobby Industry of The plane is a Boeing 40B which was donated to the took him three years to complete, was appraised at America. museum after the close of the Century of Progress Exposi­ $7,000. The Museum of Science and Industry, which is lo­ tion in Chicago in 1933. It was originally manufactured The Boeing hanging in the east court of the Museum cated on Chicago's south side lakefront, draws about four as a 40A and later converted to a 40B, but the museum's of Science and Industry is considered of historic value million visitors a year to see hundreds of exhibits depict­ 18 ing the laws of science and applications of technology in industry and other fields. It is a non-profit, independent institution, and admission is free. The Museum was partially opened in 1933 with only a handful of exhibits. By that time, Boeing Air Transport and three other airline companies-- Pacific Air Transport, Varney Air Lines and National Air Transport- were joined together to form United Airlines, which on November 30, 1933, donated the Boeing to the Museum. It took seven more years for the museum to be com­ pleted, so the Boeing was stored in the institution's basement until it finally was hung from the ceiling in 1939: Although the plane has been cleaned regularly and today remains in sparkling condition, it has never been moved from its resting place and probably won't be for some time to come. The Boeing is part of a large aviation display, which includes a number of other antique aircraft, the Apollo 8 spacecraft and a full-sized model of the first class cabin of a Boeing 747. Other planes on exhibit with the Boeing 40B are a 1910 Curtiss, a 1913 Morane-Saulnier, a 1917 Curtiss JN-4 " Jenny", a Supermarine Spitfire, a Lockheed F-104 " Starfighter", and the Travel-Air S Mystery, NR1313, sponsored by Texaco and flown by Frank Hawks in set­ After its " Wasp" engine was replaced with the P&W ting a number of transcontinental records. " Hornet" engine, the 40A was designated the 408 and This picture of groundcrewmen unloading a 40A gives a The Museum also owns a Junkers Ju.87B " Stuka", but looked like the above. close-up view of the Pratt & Whitney " Wasp" engine and it is not on exhibit in Chicago because it rests temporarily the dural sheet construction used throughout. on loan in the Air Education Museum of the Experimental Aircraft Association in Franklin, Wisconsin. The German World War II dive bomber was restored after a cleaning accident at the Chicago Museum by the EAA Museum staff. The Model, which Buttita finished three years ago, is on exhibit in a special case. It draws considerable interest because of its highly detailed work- down to the tiniest hinges on the doors. Boeing Air Transport (BAn probably owed its corpo­ rate life to the Boeing 40A, which enabled it to get into the airmail transport business. The Boeing Airplane Company first built a single Model 40 for a government competition in 1925 for the awarding of a contract for an airplane to be flown by the U. S. Post Office Department to replace the old de Havil­ land DH-4s it had been using since 1918. The govern­ ment bought the one Model 40, equipped with the old watercooled Liberty engine, but did not award the com­ pany a production contract. It went instead to Douglas for its series of "M" aircraft. However, the project was revived a year later when the Post Office Department decided to award Contract Air Mail (CAM) routes to private contractors for airmail. The Model 40 plans were dusted off, updated with the latest improvements and redesigned to meet the postal requirements. Designated the 40A, it was powered with a 9' cylinder, 420 horsepower Pratt & Whitney ' Wasp" en­ gine, a new aircooled radial engine Boeing was testing in its fighter type aircraft. The Boeing basic design, with a pilot in an open cockpit, was also changed to carry two passengers in a forward cabin, although the awarding of the airmail con­ tract and not passenger transportation was of paramount importance. But the 40A could still carry 1,200 pounds of mail in addition to the two hardy souls who pioneered passenger travel in 1927. It was the new design's low operating costs and high revenue potential that got BAT, Boeing's wholly-owned subsidiary, the low bid on the new San Francisco­ Chicago airmail (CAM number 18) route from the gov­ ernment. BAT operated 24 of the 25 40As built. The other plane was delivered to Pratt & Whitney as a flying engine test bed. This test aircraft proved its worth as in early 1928 the new 525 horsepower Pratt & Whitney "Homet" engine became available in quantity, and BAT quickly converted 19'of its 40As to 40Bs with the installa­ Construction of the Boeing 40A is shown in this picture tion of the new " Hornet" engine. Among these was the of the Boeing A irplane Compan y assembly line, w ith A Boeing 40A, NC286 - a sister ship of NC288 in th e Chicago museum's NC288. 40As in various sta ges of completion at Sea ttle, Was hing­ Chicago Museum - is show n flying over mountains on According to the "Model Specification and History" ton. th e Boeing Air Transport's Sa n Francisco-Chicago run in document supplied to BAT by the Boeing Airplane Com­ pany, the 40A was a " Three-place, Landplane, Biplane, Closed Cabin, Mailplane" (3P-CiSl. Factory numbers ran from 879 'through 903. The first flight was made on May 20, 1927, with delivery to BAT nine days later. Dimen­ sions were: wingspan, 44'2%", length, 33'2V. ", and height, 12'3%". Empty weight was 2, 622 Ibs. with a de sign gross of 4,652 Ibs. It boasted a top speed of 135 mph and a cruising speed of 125 mph, but the actual per­ formance was closer to a maximum speed of 128 and a cruise of 105 mph. It has a range of 550 miles and a ser­ vice ceiling of 15,700 feet. The 40A needed the altitude capability because of the rugged mountainous terrain on the 1, 9113 mile San Francisco-Chicago run. BAT started to use the new plane on the route, with many intermediate stops, on July 1, 1927. When National Air Transport began its CAM Number 17 route operations with its Douglas M-4s bet­ ween New York and Chicago on September 1, 1927, the two airlines' link-up at Checkerboard Field at Maywood, Illinois, outside of Chicago, gave the United States its first transcontinental air travel. The Chicago museum 's Boeing 40B figured promi­ nently in th is important part of history. Boeing NC288 amassed more than 6,000 flight hours on the San Francisco-Chicago run and was flown many times by the famous airmail pioneer Jack Knight (See: Th e Vintage Airplane, February 1977) before it was retired. 20 In 1933, it was used in the 'Wings of a Century" pageant at the Century of Progress Exposition in Chicago, after the World's Fair it was turned over to the Rosenwald Museum, which later was renamed the Museum of Sci­ ence and Industry. Although the basic construction of the Boeing 40A was simple, it had enough detail to make a model of it interesting. Buttita said that he was a stickler for detail but admitted that he got " carried away" in making his model. 'When I decided to build the model, I didn't intend to make it with such detail," Buttita told this author. "I thought I could fake a lot, by making the metal parts out of wood and painting them silver." But Buttita changed his mind and made every metal part out of metal and every wood part out of wood. So the project, which he thought would take him six or seven months, eventually took three years. " The more detail I put on it, the better it looked," he said, "so finally nothing could stop me and I detailed ev­ erything. " (Museum of Science and Industry Photo) Buttita is an artist with the Accurate Silk Screen Ser­ Th e Museum's 40B, in the coloring and markings of a vice Company, Chicago, and his model building ability is 40A, hangs with other historically significant aircraft in well known. Chicago's Muse um of Science and Industry. Th e cockpit of the Boeing 40A w as simple, making th e The three-quarter scale 40A is what is called a job of duplica ting it in a model less demanding. " scratch" model in which the builder starts from scratch as opposed to a kit in which plans and many formed - __ £L« parts are supplied. Buttita said a scratch model involves considerable re­ search and study. For the 40A, he got a complete set of plans and all the photographs he could from Boeing and United. "It took me three or four months of study before I could actually get started to build anything," he said. Unlike kits, which eliminate many of the interior parts that cannot be seen, scratch models to be authentic must have all the details of construction, such as all the ribs in the wings. " But that also makes them much stronger and keeps them from warping," Buttita pointed out. Both the Boeing 40A flown by BAT and the Buttita model of it were constructed at the peak of the state of the art for their day. The airplane had a steel tubular fuselage with wood fairing strips and was dural and fabric covered. The wings, also fabric covered, were built up of spruce spars and ribs. The dural sheet on the fuselage covered the en­ gine cowling, cabin doors and compartment hatch open­ ings. The two passengers sat in a cabin metal lined throughout, and their seats and seat backs were uphols­ tered in leather. The windows of the two doors, one on each side of the fuselage, were made of non-shatterable glass and could be opened for additional ventilation and 21 were large enough to give the passengers an excellent view of the scenery. The rear of the fuselage was braced with steel tie-rods and was heavily faired to shape, although it still was fab­ ric covered. The tail assembly also was fabric covered, but only the horizontal stabilizer was built up like the wings, with spruce spars and wood built-up ribs. The rest of the tail assembly was built up with welded steel tub­ ing. It rested on a steerable tailskid. The landing gear was made of streamlined chrome-moly and used oleo-spring shock absorbers. Details of the construction Buttita's construction problems for his model were re­ of the 40A's cabin door and solved through the use of a wide variety of materials. wing struts are shown in this The Boeing model is made of aluminum, pine, close-up. dentist's plastic, epoxy glue and Japanese silkspan paper. " About 40 percent of the model is metal, but much of it is inside so you don't see it," Buttita said. These parts are the cables, controls, pilot's seat, corrugated floor panels, hinges, cockpit fire extinguisher, medical kit and work­ able seat belts. "Each part had to be hand made, some several times to get them right or if they broke," Buttita said. "I had to make 20 to 30 rims for the landing lights to get two. " 'When you make a one-of-a-kind model, you have to A close-up view of Ca rl But­ fabricate about 90 per cent of the parts yourself and tita's model of th e 40A shows make dies for almost everything," he added. how dedicated he was to de­ For the metal parts, Buttita used small pieces of offset tail in the model's construction. printers plate, made of aluminum but with some tin for added strength. The wood parts are made of spruce, and the engine and wheels are made of the dental plastic. All the markings and lettering were drawn triple the size on paper and reduced photographically on decal paper. " That way they were better than if I had hand­ painted them on the model," he said. Buttita said he did all the construction work on a card table at home and the only power tool he used was a small electric drill. . At least one other Boeing 40B is known to be on ex­ hibit in another museum. This is aircraft NC285, factory number 896, which was presented to the Henry Ford Museum at Dearbom, Michigan, in 1938. But, so far, it doesn't have a scale model of its own to highlight it. And don't look to Carl Buttita to build one. " I will never do it again," he sa id. " It was just too much work." Carl Buttita, builder of the three-fourths scale Boeing 40A, discusses fine points of the construction with Ed­ ward E. Carlson, chairman of UAL, In c., Chicago, and a member of th e board of trustees of the Museum of Sci­ ence and Indu stry before the model was put on display in the Museum. Rebu'ilding AVagabond

graduated to the PA-12. In 1964 I graduated from high I told him at that time if he ever got in the mood to By Larry Railing school and a year later I was married. As most in like cir­ sell the Vag to please call me. That was in 1968. Box 5 7-C P Avenue cumstances, I gave up flying for love until the newness On December 26, 1976, Dick called me and asked if Lake Mills, WI 5355 7 wore off. I was still interested in the Vag. I told him yes and I'd My first airplane was a )-5 Cub that went down in a come down the next Saturday morning. The next Saturday marsh. I had started to rebuild it until Dick Wagner of came and so did I. There the Vag stood on it's nose, just I never realized at the time I started to rebuild, or let's Wag-Aero heard of it and made me an untimely offer. as pictures in past issues of Th e Vintage A irplane had say, restore Piper Vagabond PA-15 N4423H that so many This airplane was later destroyed at Burlington, along shown. people were interested in what I'd term history. So here it with the Tri-Motor. Dick, with all his other projects, had to let something is. I later owned other aircraft which included aT-Craft. go. He offered me the Vag or one of two Cubs. My I started flying in Valparaiso, Indiana around 1900. I Somehow Dick Wagner heard of my T-Craft and flew up thoughts never gave way to anything but the Vag. learned in a )-3 owned by Mark Murvahill. I later in a Vagabond to see it and made me an offer. 23 The stripped fuselage arrives at home, ready for a long Fits like a sa usage casing. Th e envelope's ready for th e Th e author tackles another flying surface with needle and winter's night. hea t trea tment. twine.

apart. I placed the wings on some racks on my truck and ' Airport. He is really an EAAer. I never heard of an AI so the fuselage or. the trailer. I didn't bother taking off the ready and willing to help restore an airplane. He even tail. All was loaded and ready to roll in about three . came to my home after hours to inspect the fuselage as it hours. was easier for me than taking it up there. Paul says if I'd About halfway into the dismantling, it began to snow. hired him to do the restoring, I could just hand over my By the time I was ready to go, we had gotten about three paycheck for a year so he said you do the working and inches. This worked out in my favor as it slowed I'll do the looking. everyone else on the highway down to my speed. My All the still pieces were sandblasted and sprayed with greatest worry when hauling an airplane is when you Imron primer. Believe me, you do have to wear a mask Work completed, the bird's about ready for a runway. meet a truck! with that stuff! All seemed to be going good. The first car I met, I got I gave Wag-Aero a call and told them what I needed over to the right because of the trailer. At this time, I for a complete cover job and not to call me until they I climbed a ladder and pulled the tail down and looked into the mirror and not only noticed the trailer a had it all there in one pile with no monkeying around for began looking. It was all there but in sad shape. For the foot wider than the truck on each side but the horizontal a little of this and that. past four years it hadn 't been outside. It looked good in stabilizer stuck out another foot on each side beyond the While waiting for the covering materials, I began the dark but time took its toll. The fabric was beyond trailer. What a shock! work on the engine. The whole airplane had only 1100 even shot. But it was all original. Every instrument, the I stopped and tried to remove the tail but to no avail. hours and the engine 330 SMOH. I just couldn't get it seat and all were original. In thirty years no one even The snow kept coming and so did the end of the day. It started. I solicited the help of a local mechanic and Stin­ drilled a hole in the panel. took me four and a quarter hours to go fifty-five miles. By son owner Harold Hubrich. We found three blown head We tried to get the old Lycoming 65 started but no the time I got home we had eight inches of snow. What a gaskets, one leaky valve, the impulse spring in the left way. long ride! mag was broken and the P-Iead in the right mag, the in­ The next Saturday morning I borrowed a stock car I began total disassembly right away. The wings were sulator of phenolic replaced with masking tape. trailer and headed for Lyons with my truck. On the way in fantastic shape. All that was needed was varnish on I pulled the heads and Harold ground ~he valves, had down, all was going so well until I met a car, looked in the tip bows. I also put new cables in the whole airplane. the mags rebuilt, a complete new ignition system and the my mirror and noticed the trailer to be about a foot wider The original .inspector's number, date and signature are carburetor rebuilt. We got her back together and bongo! than my pickup. I'd never given that a thought before. still on the spars. - she started right off. Everytime I met another car, I just got over a little. I fi­ I worked the whole project under the watchful eyes of In the meantime, I finished the wings and control sur­ nally arrived at Dick's place and began taking the Vag Paul Baker, an AI from Beaver Aviation at Dodge County faces. I wanted to paint it all apart so a temporary gear 24 Larry applies a new cowling atter a fruitless encounter It's been a long time since the fuselage last shook from a Now that the airplane's finished, work ca n proceed on with sa ndblasting equipment. run-up. the shop.

was made to support the fuselage. The engine was never Time came to go to the airport and sprout feathers. I can say something most people can't about this airp­ taken off. Many people questioned that temporary gear. I There is a private strip just south of town so I went there, lane. While at Oshkosh I went over and visited the Piper just said you had to be very careful on take-off and land­ along with about six helpers. The airplane was assembled display and who would you guess was there? Clyde ing! and flown two days later, on June 28, 1978. A year and a Smith, the test pilot of my airplane, thirty years ago. I The actual covering was very enjoyable, you could half after beginning. took a couple of pictures of him and will be placing them see some real progress including the stitching, but that The first flight was all anyone could hope for. It really in the log books next to his signature. spraying and sanding! Sixteen hours of work for every flys hands off and is the easiest airplane for a taildragger The Vag is my first real attempt in restoring. I did the coat. Six sandings, fourteen coats and thirty gallons all to land that I have ever flown . whole airplane myse lf except the seat and the engine total. work. I'm very pleased with the end product. It's all mine The sheet metal was all in good shape. I had planned Now for some numbers: and paid for as well. I'm now enjoying the fruits of my to replace the cowl so a guy that was chicken could look Cruise ...... 85-90 labor and I'd do it again if I could find another Vag­ in at the rubber band. I tried Zip Strip to get down to Cruise RPM ...... 2300 abond. bare metal with no luck at all. I took all the aluminum Fuel Consumption ...... 3.0 gph Oddly enough, it seemed the hardest part of the parts over to a body shop including the boot and Prop ...... 70-36 whole project was the legal end. Being that the FCC can 't sandblasted them. In less than ten minutes I destroyed Final and Climb ...... 70 mph seem to find a good reason to charge for a restricted every piece of aluminum except the instrument panel Over the Fence ...... 60 mph radio license, I decided to send for one, just in case I and nose bowl. I then got some aluminum and began Stall...... 40 mph ever carried a radio along. That took three months and making new parts. It all turned out very well. Empty Weight ...... 640 Ibs. the paperwork went back and forth six times. The hardest When I first brought the Vag home, I contacted Cecil Take-off- For each 10 Ibs. over 200 the passenger part was the registration. The airplane hadn't been regis­ Ogles of Vag-News and he sent me more info than I think weighs, I added 100 feet! tered since 1967. The State of Wisconsin wasn't too bad . Piper has. Among which was complete rigging. I had the Vag at Oshkosh on Tuesday this year and That paperwork came back only once asking for an addi­ I'm a little more fortunate than most- I'm a tool and took it home and put it to bed the same night. tional $3.33 because I didn't notify them within thirty die model maker by trade and have my own shop. Before In this area, we have about fifteen Vags flying with days after purchase even though the airplane had been beginning on the Vag, my partner and I added on a 50 x five of them done original. Myself, I like to see airplanes declared exempt. But the Feds! This took six months, nine 60 foot addition to our shop which served for a beautiful kept original. It's like a Model T with a Chevy 427, it just phone calls and six letters. Finally, I called once again place to work over the winter, to store parts until needed, ain't the same. and told them that after a year and a half of rebuilding, as well as an area to completely assemble the airplane The airplane is covered with Stits and the finish is with or without them, I was going to fly it. I think that for rigging. Aerothane. finally did the trick. 25 Calendar of Events NOVEMBER 18-19 - MIAMI, FlORIDA- Antique, Classic and Cus­ tom Built Fly-In at the third annual Harvest- A Country Fair, sponsored by the Historical Association of Southern Florida, at the Dade County Youth Fairground, Coral Way at 112th Avenue. Awards given for antique, classic and custom built aircraft. Con­ tact Capt. Ken Ufland of the Civil Air Patrol, office (305) 552-3106, home after 6:00 p.m. (305) 251-5927, or Mary Dodd Russell, Har­ vest Coordinator, at the Historical Museum, 3280 S. Miami Ave­ nue, Building B., Miami, Fl 33129: JANUARY 21-27 - Sun 'N Fun, the biggest fly-in in the southeast­ and the second biggest in the natron. It's a full week of southern F4U CORSAIR hospitality and flying fun: daily aerial demonstrations; fly-bys of antique, classic, homebuilt and warbird aircraft; forums, exhibits (Dick Stouffer Photo) and static displays; parties and com roasts; big new food conces­ Another fine looking, unregistered aircraft. sion; country store for campers in our shady campsites. Make motel reservations early- our free information booklet has a

complete list of accommodations. Write to Sun 'N Fun, P.O. Box STATEMENT OF OWNERSHIP. MANAGEMENT AND CIRCULATION 3538, lakeland, Florida 33802. {R"lI';,tdbyJ9U,$.C. )681} I . T1"I"LSO....U.L'e ... T'OH The Vintage Airplane E n o .. ,.'LlHG I "::';;:'J~O''''O' t ~~"~~~:~ ...m,i=r< , ••.l'ftu.,~~, ..\~.?' 4. LOCAT,OH MNOWH o ....,e S 0" "U.LlC... TlON {"_I. CI/y. CO~"h. , •• • ~ ...... 7../ ,. cod~d -"=~~ - 10.00 PLANE CHECKS J 5. LAJ...~i\.l. Jt THf~I..."SAJ~~WFo ..n.. SIJi ...... L .uSI"SU O,.,.'C•• 0 .. n os "U.LlSHI;"S /1'10' p'In/~"'! CoT t:'...... ~~ u. The Leading Fighter 01 WWII - with a Record 01 N ...... ES "'1'10 c:O .....LETf AODflESSE.'; OJ' "UILISHER. EDITOR. AND ... ANA. GING EDITOII. -- 2140 Japanese Aircraft Destroyed, 28 01 which ,.USLlSNS.. {N• .-."d Add...... } Are Credited to Pappy Boyington 11E0 ,~:~'(1..! ...... ~'d'l' :~ezny J 1 31 J W Forest HOme QHG r--~.r...nkl..i.n,--WI----.S.l..ll.2- ... Regular bank checks emblazoned with the F4U CORSAIR - Complete the order form, and write out your check. Now, 1 ...... ~:cll~geJI;D9T~~~2'.!.;!~ldd~:?1l tl. Pore"t lIome .'U~Hll, HI. 53 get a deposit Slip from the same account, and clearly

7. OWNER (ff o ... ~~d ~~ .. ,.." .....""',0". II. "."'~ ~"II /Odd ..... ",,,.1 ~ .I"InI aM el... 1",,,,4'dI"UI~ '~~... ~nd~' I~~ •••""~••,,d odd. ..._. vl.roc,,". i indicate any changes or other notations as you wish it to "o"'~" 0..''',., 0' "aUI.., I ",..~"r " ...... of 101el ...... ", of "oclt , If ",,1 0.....4'd "'" ,..."""",'10". ,,,...... _ 4-____cc'":.:':::":.:A. ...OUNT OF BONDS. MORTG"'GES OR OTHER SECURITIES /11 '''''...... "a..~. '" ".,~! --- Identity Check Co. Box 149-D Park Ridge, III. 60068 "Activate" my order for Plane Checks, starting No. ___ o 300·$7.95 0 600-$13.50 0 900·$18.75 t. FDA COM"'LETION BY NON~"O"T ORG.6.NIZA.TION5 ... UTHOII'IIZIO TO "'A.'L A.T S"fCIA.L RA.TES IS#~IIo" nZ. ln. PSN) Checks are printed with blue backgrounds. and are top bound-one part deposit (Dick Stouffer Photo) TO•• " ... 'po.., '~<>c.lon...... _"<>,0111 ...... 0' .,.,1. "","",1,..10""'" ...... 0 • ••••". ' 0' F_'.I '<>c o.... IU " .... ~... (C"~"*' .. ~I sUps. registers and matching checkbook cover are Included In each order. Aeronca IICC Super Chief belonging to David E. Long, o F4U CORSAIR ~f.~ "~::~4-::::~;' ...... "",It ~zp'-"GIIo" 0( ~"""f~ o ;::t.~~~o'~':;:~.~O"'.. 0 ;:::.~7::~,'~:::::~=G o PIPER Assortment o BEECH AIICH1menl o UNITED DC-10 Keyser, West Virginia . o Cherokee o Sundowner o NORTH CENTRAL DC.9 ~~5EU"(...g~:l~oo:~€i~~~~..cGH j ~s";~~A."'~if~~~riiE~:R~~TGTL~ DArrow o V Bonanza o CONTINENTAL OC·10 o Seneca II o Baron o NATIONAL DC-l0 o PITTS SPECIAL P·51 MUSTANG 3195 3300 o 11 AMERICAN OC·10 o CESSNA Allottmenl o TWAL·1011 o EASTERN L·l011 S. "' ... ,OC,"CULATIO" Hawk I .....L ... TH"OUgH OI; ... L ....S ..... 0 C"''''''I;''S. ST"SST o o PSA727 o WESTERN 0010 "" H OO...... HO COUNTI;" S.6.LI;S None None o 210Centurlon o BD·5 o OZARK OC·g 0310 o MOONEY 2670 2679 o YELLOW J·3 CUB o HELICOPTER (BELL) 1-· TDT"'L""'DC'''CULATlOH '',, ''' o''O~J ....dIO~:1 2670 -t . ~2,,67-,-,9"--___ Ship via 0 UPS (insured) 0 Parcel Post D ...... I; O'S".'SUTlO" sy ..... ,L. C ...... ,I;. o. OTH .... " ..... HS o WEST COAST add one dollar-we'll fly it! S ...... L ..S. CO....L'..I;N., .....y . ",HD OTH .. " ,... ltl; CO"'CS 250 250 Ship To: C. "OT"'Lo.n",.u".0.. rS~",ofC0II401 2920 29_ ~____ ... cop.ss "0,. D,S".,.uT..O Address t. ~~~~c,.l;pU..~~.,~!~"o""" . U""'CCDUHT£D .•POIL£D 275 ____~___ City State___ Zip____

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II . Icerlifylhlllhe 5l.lemenls!lllde byme "'H ... gl;".O""~,O""'- O"'''OW''OW'''.'"''O''''''_ Ib-o~ Ire cornel Ind rompkle. ~J~ ~ ~ Business Manager lZ. FDA CO"'PL~TIO 'N e-y ~ UILis"i,, ·S--M.IL'NO AT 'HE R(OUL"'R RAl'IiS Is~~rlo .. I".lil. "o ,'.l "~"'",. M." ...."

:w U. s . c: . :M211 "',,~"'.. In _.-.0. "... ··No .,.,""'" ...... , ...... 0"" ..., ...... '0 ,.,.11 _n.. ,,"".. 'o,mo. _,10...359 0' .hl. "tI. :'!:;:.!.~~ ;;"':: ~:;,~.~ ...... ov"'... ~""., ,h" ....b_...... """0" .... II...... "".lIv ..It" ,h. ~o.." $.",,,,....,,,,.,, '''VO", 10' ".,,.,1010"

'''' ..:000.0• ....,. ..1m ,h. pro.I. I"... . 01 ,hit ...... , • . , ".'''v •.,..__mlolon ,0 ",.H ,,,,,, .....bllca.lon .._ ." It...... 1 o. ' ho P"O__.._ ,...... _rlv ....""'I'... Ov39U S C 31121 (Ted Koston Photo) ,'::Ji"""tw1 " 0mel·m·e".....0 ...... "_G'W. Ow ow..w Here's a sharp Funk at Oshkosh. Owner unknown: didn't JJ.IJ.,t,t/... ~ Business Manllger register. ~~;;6 3526'7l,;1" I) (See inSIrUClionson levelv) 26 Are you restoring a Classic?

,Q~ CUSHION UPHOLSTERY SETS UPHOLSTERED FOAM CUSHION SETS ~Gn't WALL PANEL SETS • HEADLINERS· CARPETS Airtex interior upholstery items are all dJ.4 ~~ made up into complete assemblies, ready for you to install. Your choice of three fabric s tyles and twenty colors. Luxurious I/~, cut pile carpets in seven colors, wrinkle­ free Duraliner headliners, baggage compart­ ments, seat slings and fire wall covers are also available for Classic planes. RE-COVER ENVELOPES Available for all Classics and some Antique Jj models, in Ceconite # 101, # 102 and cotton. \ Airtex makes the world's finest envelopes!

."dolpl£ AIRCRAFT FINISHES FINISH IT RIGHT WITH AN Nitrate & butyrate dope, enamel,urethane, thinners, reducer, retarder and primers . .,t/~ Complete stock of re-covering supplies. Send $1.00 for Catalog and Our INTERIOR Fabrics Selection Guide ,tJ~ p~, !Jnc. All Items Designed for Easy DEPT "R", LOWER MORRISVILLE ROAD FALLSINGTON, PA . 19054 DO-IT-YOURSELF INSTALLATION (215) 295-4 115

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