STRAIGHT AND LEVEL
By Brad Thorn as President Antique/Classic Division The Fall season has arrived with its warm days and cool evenings, and in most parts of the USA the fly-in season has ended. Scattered among these har vest days are small social gatherings known in North Carolina as "Pig Pickin's". The purpose is to enjoy fellowship, refreshments and excellent food. Most "Pig Pickin's" engage a chef with the know-how and ex pertise to slowly roast a whole pig over the hickory fire. In late September we received a phone call from Antique/Classic Division member Farrell James of Kannapolis, North Carolina, inviting my wife Ferne and myself to a "Pig Pickin'" on their strip. We eagerly accepted his kind invitation and our plans for that the temporary parking area - part of the James' Saturday were set. Now, you do not attend a "Pig cow pasture, with cut grass and an open fence for Pickin'" in a modern aircraft. My homebuilt has only entrance. After engine shutdown we were greeted, one seat, the Staggerwing is still under restoration, photographed, and then Ferne undertook the gymnas so the choice was obvious - scrounge an appropriate tics of departing the front seat of the J -3. At home aircraft for the trip. Pete Covington, Co-chairman of the temperature forecast for the day had been the the Antique judging committee at Oshkosh, resides in middle 60s, but by the time we arrived it had already Spencer, Virginia, about 45 miles from the residence climbed to the mid-seventies. Crossing the runway of yours truly. Knowing that Pete had just restored we entered the hangar, registered, shook hands with an immaculate J-3 needing some flight time, Pete and the early arrivals and began the day enjoying the I agreed that his J-3 should attend the event. fellowship and taking photographs. Late that Thursday afternoon I flew the homebuilt At around 1 p.m. the food line assembled and the to Pete's strip and returned home with the J-3 Cub. roasted pig was raised from the cooking pit. The smell Friday afternoon was spent giving the Cub a good was tantalizing and we enjoyed a fantastic barbecue washing and overall clean-up in preparation for the meal with all the trimmings, including dozens of home trip Saturday. made desserts. After completing the delicious meal, Never having flown in a tandem seat aircraft, my with seconds, we wandered to our aircraft to begin wife was afforded the pleasure of making the trip in some informal fly-bys. the front seat of the Cub, where the little internal Many a pilot was taught to fly in J-3 Cubs and wind draft was no threat to her hairdo. The ceiling many feel nostalgic about them. Among the 35 air was no problem but the visibility was only about four craft attending, eighteen were early Piper models to five miles and navigating from the rear seat and and at one time the fly-by pattern consisted of eleven around the hairdo makes you often lean to one side yellow J-3 Cubs! Mter they finally landed, all eleven to see the compass. were lined up on the grass runway for the camera For the first thirty miles, there were no IFR (I bugs. It looked like the early days of Bradford, Pennsyl follow roads) conditions, and assuming the compass vania where the production models were lined up for was not in calibration, we took up a relative heading pick-up or delivery. of 195° by taking a visible 15° correction after de As the evening approached the planes struggled parting runway 18. On this heading the compass read home to various parts of both North and South Caro 150°, which we used for the next few minutes. Soon lina, and yours truly, with better visibility, navi the sun broke through the clouds and it became ap gated via the sun toward our base airport. We were parent we were not on a heading of 195°. It took touched by this event. Our venture represented the only a couple of left and right turns to realize the "old days" for low cross country flying, the gather compass was inoperative and, finally arriving near ing of many types of similar aircraft, and above all a site that could be identified, we found ourselves the tremendous fellowship that makes these events several miles east of our intended course. By this so successful and enjoyable. We visited with many time we were near 1-85 and continued to our destina friends we had not seen for years and compared stories tion via IFR. with those we had seen as recently as the EAA Inter We had planned to arrive early and watch the ar national Convention this year in Oshkosh. rivals, but we were late and parked in the pasture We realize that similar events are happening next to the strip were fifteen arrivals ahead of us. throughout our wonderful country and that many of "James International" is about 1500 feet, slightly up you have participated in such affairs. Let us not allow hill to the northwest and has a beautiful approach these events to fade away as so many have, but strive over a deep blue lake. At touchdown on the right were to keep these friendly and fun-type fly-ins in existence. two hangars and the James' residence; to our left was The grass roots are still here ... let's not forget it. •
2 NOVEMBER 1982 TH ~DIVISIOll~ :ftt'\\~ VI~TA(I AIWLA~~ ~~\ PUBLICATION OF THE ANTIQUE/CLASSIC DIVISION, INC. \ ~ J OF THE EXPERIMENTAL AIRCRAFT ASSOCIATION, INC. ,. P.O. BOX 229, HALES CORNERS, WI 53130 COPYRIGHT © 1982 EM ANTIQUE/CLASSIC DIVISION, INC., ALL RIGHTS RESERVED
NOVEMBER 1982 VOLUME 10 NUMBER 11
OFFICERS President Vice-President W. Brad Thomas, Jr. Jack C. Winthrop 301 Dodson Mill Road Route 1, Box 111 Pilot Mountain, NC 27041 Allen, TX 75002 919/368-2875 Home 214/727-5649 919/368-2291 Office
Secretary Treasurer M. C. " Kelly" Viets E. E. " Buck" Hilbert Route 2, Box 128 P.O. Box 145 FRONT COVER. , . The Grand Champi BACK COVER ... 1931 scene at Lock Lyndon, KS 66451 Union, IL 60180 on Antique at Oshkosh '82 was this heed's Burbank, CA plant. The Lock 913/ 828-3518 Home 815/923-4591 1936 Stinson SR-8C, NC17116, SI N heed Vega is NC926Y. Note the lower 9801 owned by Roy and Judie Red two headlights on the Packard Eight man, Kilkenny, MN. See story on page turned in the same direction as the 5. front wheels. The curved line in the DIRECTORS ADVISORS (Ted Koston Photo) lower left of the picture is a portion of the compass rose located to the Ronald Fritz Morton W. Lester Ed Burns west of the factory building. 15401 Sparta Avenue P.O. Box 3747 1550-Mt. Prospect Road (Photo from the Lee Worthington Kent City, MI 49330 Martinsville, VA 24112 Des Plaines, IL 60018 Collection) 616/678-5012 703/632-4839 31 21298-7811 John S. Copeland Claude L. Gray, Jr. Arthur R. Morgan 9 Joanne Drive TABLE OF CONTENTS 9635 Sylvia Avenue 3744 North 51st Blvd . Westborough, MA 01581 Northridge, CA 91324 Milwaukee, WI 532 16 6171366-7245 213/34S-1338 414/442-3631 Stan Gomoll Straight and Level . .. By Bmd Thomas ...... 2 1042 90th Lane, NE Minneapolis, MN 55434 AlC News . .. By Gene Chase .. , . , ...... , .. 4 Dale A. Gustafson John R. Tu rgyan 6121784-1172 Stinson SR-8C- Four Time Grand Champ .. . 7724 Shady Hill Drive 1530 Kuser Road Indianapolis, IN 46274 Trenton, NJ 08619 Espie M. Joyce, Jr. By Gene Chase...... 5 317/293-4430 609/585- 2747 Box 468 Madison, NC 27025 Wedell-Williams and the Haizlips- Part I ...... 10 919/427-0216 Flight of the Falcon . . . By Warwick J ohnson ...... 15 AI Kel ch S. J. Wittman 66 W. 622 N. Madison Ave Box 2672 Gene Morris Borden's Aeroplane Posters From The 1930's . . . Cedarburg , WI 5301 2 Oshkosh , WI 54901 27 Chandelle Drive By Lionel Salisbury ...... 18 414/377·5886 414/235-1265 Hampshire, IL 60140 3121683-3199 Mystery Plane ...... 20
Robert E. Kesel George S. York Roy Redman Letters To The Editor ... , ...... 21 455 Oakridge Drive 181 Sloboda Ave. Rt. I , Box 39 Rochester, NY 14617 Mansfield , OH 44906 Kilkenny, MN 56052 Calendar Of Events ...... , . 22 716/342·3170 419/52S-4378 507/ 334-5922 S. H. " Wes" Schmid 2359 Lefeber Road Wauwatosa, WI 53213 414/771-1545
PUBLICATION STAFF PUBLISHER EDITOR Paul H. Poberezny Gene R. Chase
ASSOC, EDITOR EDITORIAL ASSISTANTS George A. Hardie, Jr. Norman Petersen Pat EHer Page 5 Page 10 Page 15
Editorial Policy: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. Material should be sent to: Gene R. Chase, Editor, The VINTAGE AIR PLANE, P.O. Box 229, Hales Corners, WI 53130. Associate Editorships are assigned to those writers who submit five or more articles which are published in THE VINTAGE AIRPLANE during the current year. Associates receive a bound volume of THE VINTAGE AIRPLANE and a free one-year membership in the Division for their effort. THE VINTAGE AIRPLANE (ISSN 0091 -6943) is owned exclusively by EAA Antique/Classic Division, In c., and is published monthly at 11311 W. Forest Home Ave ., Franklin, Wisconsin 53132 , P.O. Box 229, Hales Corners, Wisconsin 53130. Second Class Postage paid at Hales Corners Post Office, Hales Corners , Wisconsin 53130, and additional mailing offices. Membership rates ~or EAA Antique/ Classic Division, Inc., are $18.00 for current EAA members per 12 month period of which $12.00 is for the publication of THE VINTAGE AIRPLANE. Membership is open to all who are interested in aviation. ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through our advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken.
VINTAGE AIRPLANE 3 THIRD CLASS MEDICAL CERTIFICATES EAA President Paul Poberezny has called for the elimination of Third Class Medical Certificates in a recent letter to the FAA. Commenting on FAA Docket No. 23190 concerning the review of medical standards and certification pro cedures for pilots, he recommended the deletion of Para (American Airlines Photo) graph 67.17 of the FAA Regulations that deals with the Ralph A. Bufano, Executive Di rector of the EAA Aviation Third Class Medical Certificate. Paul said, "The time Foundation accepts the donation of a Va-scale model of a DH-4 from American Airlines' General Manager Martin F. has come to question the need for supervised medical " Marty" Brueckner (right). examinations for pilots who do not fly for hire or com pensation. In lieu of the Third Class Medical Examina EAA AVIATION MUSEUM RECEIVES DH-4 MODEL tion, we suggest that an appropriate motor vehicle driver's permit, as issued by any state, be a suitable To commemorate their 50th anniversary in 1976, substitute. In our opinion, safety would not be endan American Airlines commissioned Chicago model maker gered since a normal person who is allowed to drive a and sculptor Daniel J . Dorsey to build a Ys -scale model car at high speed on a crowded turnpike has enough of a DeHavilland DH-4. The model had been on dis coordination and skill to fly a small airplane, from play at American's Gate K-7 at Chicago's O'Hare In the standpoint of physical fitness." ternational Airport until last month when it was pre In addition, Paul noted that the elimination of the sented to the EAA Aviation Museum. Third Class Medical Certificate would result in a con Historically, on April 15, 1926 Charles A. Lind siderable dollar savings and increased efficiency for the bergh, chief pilot for Robertson Aircraft Corp., the FAA through the removal of an enormous amount of earliest predecessor of American Airlines, flew a DH-4 paperwork. He also said that the FAA might choose from St. Louis to Chicago. The beautiful scale model to require a Third Class Medical Certificate for pri of the early air mail plane is now displayed at the vate pilots who wish to qualify for an instrument rat EAA Aviation Museum. ing, and that position would be acceptable to the EAA. It was also noted that the FAA had not set a time table for the review of comments and their possible im TAPES AVAILABLE OF ANTIQUE/ CLASSIC FORUMS plementation, and Paul suggested that the FAA im mediately set a deadline. "With no established time Another advantage to moving the Antique/Classic table, the impression is that there is no plan for a forums from the Red Bam area at Oshkosh '82 to the serious adoption of any acceptable comments," he said. EAA forums site north of the FAA control tower is that they can now be recorded as all other forums have been for years. Following is a partial listing of forums tape re THREE AVIATION PIONEERS PASS ON corded at Oshkosh '82 which should be of interest to Maude Irving Tait Moriarty, 81, a nationally known many A/C Division members: aviatrix in the 1920s and 1930s, died on October 5 in Title Speaker East Longmeadow, MA. The Tait family financed the Aeroncas "Buzz" Wagner construction of Gee Bee racing planes in Springfield, Antique/Classic Aircraft MA and in 1931 flying a Gee Bee Sportster she won Judging Claude Gray the Aerol Trophy race for women and placed in two Auto Engine Conversions Dave Blanton, Steve Sitt others at the National Air Races. She gave up competi man, Rex Taylor, John tive flying that year when she married attorney James Monnett, Dr. Max Shauck, Moriarty. Ed Lubitz LeRoy R. Grumman, 87, founder, first chairman of Bucker Jungmanns John Bergeson the board and president of Grumman Aircraft Engi Cessna 120/140s "Curley" Owens neering Corp. died on October 4 at Long Island, NY. Cessna 170s George Mock, Dale Faux He had retired as board chairman in 1966. Cessna 190/195s ClifT Crabs, Bill Terrell, George William Haldeman, Sr., 84, died in Lake Dick Moen land, FL on September 10. During his long aviation Fairchild 24s Ed Wegner career he set many altitude, endurance, speed and dis Fairchild PTs John Berendt tance records and in 1970 was admitted to the Avia Flying Flea, The Frank B. Easton tion Hall of Fame in New York. George was co-pilot National Waco Club Ray Brandly with Howard Hughes on the celebrated test flight of Piper TriPacers and the H-4 Hercules, better known as the Spruce Goose. Pacers Bob Fuller
(Continued on Page 14)
4 NOVEMBER 1982 Grand Champion Antique at Oshkosh '82 ... Roy Redman's (Photos COl/rtpsy of Roy Redman Excppt as Noted) 1936 Stinson SR-8C. STINSON SR-8C FOUR TIME GRAND CHAMP
By Gene Chase Olof A. "Ole" Anderson's role in the story dates back much earlier than that day in 1974 when Roy acquired the Stinson. In the late thirties Ole owned THE STORY ABOUT this beautiful 1936 Stinson Gullwing Reliant, NCl7116, is really three stories in and flew a SR-8C at Fargo, North Dakota and Roy was the kid on the airport fence. On that day of days, one ... the plane, the ownerlrestorer Roy Redman, and a man named Olof A. Anderson. Roy Redman (EAA Roy finally got his first airplane ride, with Ole Ander 83604, A/C 6600) lives at Rt. 1, Box 39, Kilkenny, MN son in Ole's Stinson which was but five serial num 56052. The plane which was named Grand Champion bers less than Roy's NC17116, SIN 9801. As Roy was growing up in Fargo, he never for Antique at Oshkosh '82 had previously received this got that ride in Ole's elegant Stinson. He finished high top honor at three other major fly-ins - Blakesburg school, took flying lessons soloing a Piper PA-11 in '80, Sun 'N Fun '82 and Watsonville '82. That in itself is an amazing feat, but considering this is Roy Red 1952, and graduated from college in 1953. He started man's very first restoration job of any kind makes it to attend fly-ins ten years later and when he saw the beautiful Stinson SR-9s of Stan Kuck, Ralph Roznick all the more amazing. and Charlie Bombardier his interest in pre-war civilian Gullwings started to grow. In 1973 with the encouragement and help of friends. he began to actively search for a project. Typically he followed several disappointing leads before learn ing of a SR-8 for sale in Oregon. In January, 1974 Roy hopped an airliner bound for Portland, Oregon where he was to get his first look at NC17116. It was in the shop of a small airport operator, with the wings off and in need of considerable patching. (Ted Koston Photo) For seven years the Stinson sat neglected in an Roy Redman with orchard near Hood River, Oregon where ice sliding from his four-time grand a shed roof damaged the fabric. Roy admits to being champion winning extremely naive about the whole thing. He thought it Stinson Reliant. would be as simple as installing the wings, patching the fabric, fixing the Mk II, running up the engine and flying it home! Never having owned an antique, or a round engine, or restored anything, he had a lot to learn. VINTAGE AIRPLANE 5 (Ted Koston Photo) Roy flew this beauty over 6,000 miles to fly-ins, including Blakesburg, lA, Lakeland, FL and Watsonville, CA before taking it to Oshkosh '82. It trues out at 146 mph using standard cruise power settings at 5,000', providing luxurious comfort today just as it did over forty years ago.
The Stinson logo on the vertical fin.
The following month he did get the airplane fly able and back home to Minnesota with no major problems. He recalled a couple of fleeting moments enroute, when he passed over Hood River where the Stinson might have When the wings, tail feathers and engine were rotted away, and when he flew over the Fargo, North removed, he trailered the fuselage to his home where Dakota airport where his interest in aviation first it took up residence in the garage after the gear legs started. were removed. Three months later absolutely every Roy Redman earns his living as a Captain with thing was disassembled and SR-8 parts filled every Northwest Airlines and when he wasn't flying 727s shelf and corner in the garage. out of Minneapolis, he managed to put some 80 hours It was at this time when the stark reality of the on NC17116 during the summer and early fall of 1974 situation hit Roy . . . he hadn't restored anything, he including trips to Oshkosh and Blakesburg. The Stin had just "taken apart". He began to realize just how son may have looked pretty tacky but at least Roy much time such a restoration project would require. had his own antique with a round engine. Sitting down with his wife, Judie (who was totally sup On November 19 a flap cable broke during retrac portive of the venture) they made the decision to place tion and this event caused Roy to make the decision a high priority on the Stinson or it might never fly to stop flying and begin to earnestly restore NC17116. again. This meant that after family and his job, the That same afternoon he began to remove bolts, parts plane had to come next. and pieces and spread them across his shop floor. Al In retrospect, Roy knows the time priority was an though he was sure he would remember where every essential ingredient in the restoration of NCl7116. The thing went, just for kicks he brought a notepad and whole project spanned five years and nine months and pencil to the shop the next day. That's when he learned 4,000 hours of work. Without Judie's patience, under lesson number one . . . he already had trouble visualiz standing and help the time commitment would have ing his actions of the day before. From that moment been impossible. on, he carefully documented the complete disassembly In addition to physically working on the plane all of the plane. this time, Roy also researched the early history of the That was a ritual he followed every day for nearly SR-8C. He determined that it was manufactured on six years during the restoration, and when he finished 11/14/36 and sold through a Stinson distributor to the he had filled two thick notebooks and had taken first owner, Mr. Robert F. Schermerhorn of Big Spring, hundreds of slides. This documentation saved him Texas who operated it through 1938 as a personal air from failure many times and also gave him a sense craft. The FAA files indicate that Mr. Schermerhorn of security when an overwhelming feeling would hit owned the Schermerhorn Oil Co. but all of Roy's efforts him that he was "destroying" the airplane. to locate him or his family have failed. 6 NOVEMBER 1982 The second owner was Mr. Lawrence Dresser o( that his shop log shows this to be the major time con Tulsa, Oklahoma. This Stinson was the first of thir sumer. The basic rebuild operations such as sandblast teen planes owned by Mr. Dresser, who was an avid ing, woodwork, covering/doping, etc. really didn't take aviation enthusiast. He kindly supplied Roy with several so long ... it was the small things which took an original photos which confirmed that NCI7116 car eternity. ried the trim style of the "late" SR-B . . . the single The landing gear legs, or beams as Stinson called lightning bolt and full wing treatment used only a them, are a welded, heat treated box section and are couple of months prior to the start of SR-9 production. mighty rugged. Roy had heard various horror stories During the World War II years the U.S. Govern about the necessity of a close inspection of these items ment made a concerted effort to buy a fleet of civilian so he took them to his fri end, Bob Strom who oper cabin planes as a part of the "mobilization" effort. ates an inspection and repair station complete with pre Early in 1941 the government purchased NCI7116 from cision machine shop. Bob is one of the old timers whose Mr. Dresser through the same Stinson distributor in experience dates back to the thirties a nd Roy con Ft. Worth, Texas who handled the sale to the first siders him to be a real genius. owner. Such aircraft were registered to the "Defense Bob pressed the tapered axles out of the gear beams Plant Corp." and it's rare to find a cabin plane of the and magnafluxed both sets of axles and beams. Some thirties that wasn't "drafted" in this manner. This is minute cracks appeared around the welds but he felt bad news for the antiquers of today because most log these were caused during manufacture in 1936 and books were separated permanently from the aircraft not a result of stress. But just to be sure he tested during those years ... such is the case with NCI7116. the beams for hardness and repaired the small cracks. One of its duties with Uncle Sam was use as a Magnafluxing also revealed some axial cracks in navigation trainer at Ft. Worth's Meacham Field. In the tapered axles which Bob repaired by welding. He 1944 the Stinson was released from government service then turned them back to shape, shot peened them for and purchased by Paul Shaw in Iowa City, Iowa. He strengthening, then pressed them back into the gear operated it commercially in 1944 and 1945 and in beams. To complete the gear work, the big shock struts his words, "flew more charter than anyone in the were completely remanufactured resulting in a gear area". Mr. Shaw made numerous flights ranging from system that equals or exceeds factory new standards. Florida to the Rockies. Indeed the USA is no stranger In retrospect Roy feels the horror stories about the to NCl7116. gear were greatly exaggerated as are most hangar From Iowa City, the Stinson went to St. Louis, yarns. Missouri where it suffered the indignity of being re After completion of the gear work the remaining possessed by a bank. In 194B it was returned to the woodwork was fabricated including the door and win Tulsa area and went through several owners until 1957 dow frames, doors, baggage compa rtment and side when Bryant Gilmore and John Horeth bought it. Al stringers. The fuselage was then ready to cover so the though their experience was minimal, they had the wings were brought into the shop. good fortune to know Herb Harkcom who guided them through a complete restoration and in whose hangar at Harvey Young Airport the project was undertaken. Bryant and John's restoration was well done but somewhat different by today's standards - authenti city was not a high priority item in those days. How ever, they did win the Sweepstakes Trophy in 1960 at the AAA National Fly-In at Oskaloosa, Iowa. They flew NC17116 until 1962, puttmg some 150 hours on it. When Bryant's job transferred him out of state, they sold the plane to Bob Edling, a FBO at The Dalles, Oregon. Mr. Edling operated the plane as a personal use aircraft and an occasional charter until 1964 when he sold it to R. W. Perry of Hood River, Oregon. During the eight years that Mr. Perry owned the Stinson, he only flew it occasionally before the fabric was damaged by ice off a shed roof as described earlier. Roy Redman was the next owner of NCI7116. Getting back to the restoration project, the years The fuselage ready to cover. at Hood River with the torn fabric had taken its toll and all the wood in the fuselage had to be replaced. Over the years the moisture had left its mark on A puzzle for Roy was to determine the correct shape the wing structure too, but fortunately the corrosion of the top fuselage formers as previous rebuilds of the wasn't all that bad. Roy chose to sandblast the wings plane seemed to have lost the curved and flowing lines, himself because of the nearness of the 4130 truss spars especially in the area between the wings. to the light aluminum square tubing which make up Fortunately for Roy, he had located Ole Ander the ribs. He removed the fuel tanks, tip bows, butt son by this time, whose phenomenal mental recall ribs, etc. and proceeded to blast nearly a half a ton and fabulous collection of photos of the mate to Roy's of sand on the two wing panels over the next two SR-BC saved the day. Between Roy and Ole and the days. Epoxy primer was then applied, the same as used use of e nlarged Wylam drawings they were able to on the fuselage. come up with very accurate contours. Ole Anderson is Some common, but not so wise advice regarding a retired Northwest Airlines captain and his involve fuel tanks is, " if they don't leak, don't mess with ment with the restoration of NCl7116 is a story in it 'em". Roy ignored this misinformation and checked self which Roy promises to write at a later date. out the tanks, finding some necessary repair in each Throughout the project Roy became so engrossed of them. Again, under Bob Strom's watchful eye, the in rebuilding each little sub-assembly such as door tanks were repaired, welded back together, pressure latch mechanisms (whether they needed it or not) tested, slushed and reinstalled in the wings. VINTAGE AIRPLANE 7 A hand wood grained finish in the original style was applied to the completed panel. Instruments of the original manufacture and series which Roy had accumulated over the years, were overhauled and in stalled. In 1936 the standard panel included a non sensitive altimeter, but for an extra $184, an "air line type" altimeter (that's sensitive, folks) could be had. The SR-8C originally had a bump cowl, but in 1949 when an E3B engine was installed, the cowl was re placed with a shortened V-77 cowl. Roy was fortunate in obtaining an original bump cowl, but then was faced with altering everything firewall forward to accommo date an original-type installation. He was able to make one acceptable dishpan out of two, one of which was in very bad shape. The boot cowl and hatches had to be made from scratch. Roy learned from this what all experienced restorers know very well, that when a change is made it always results in more changes downstream. Roy priming tne Wings, and being careful to not damage the aluminum ribs. From the start of the entire restoration project, Roy strove for authenticity but with an eye toward a good representation of what the SR-8C really looked like in 1936. So when it came to the covering process, instead of Grade A he chose Ceconite 101, cotton tapes and butyrate dope. Expounding on the subject, Roy said, "There are many right ways to cover and finish, and this was one option. I won't say whether it is correct or that it is best, but it did satisfy my requirements. I must say, however, that synthetic fabrics make more sense on a complex project such as this Stinson. To use the original cotton for originality's sake would only add several variables, and nothing to the appearance. Original for originality's sake would also preclude the use of epoxy coating for ferrous metals, modern seals, modern glue, and if you will, modern oil in the engine. Lack of any of these would degrade longevity and add nothing to original appearance . . . certainly counterproductive to keeping the antiques flying." Covering the wings was a normal operation. They are big and required thousands of rib stitches. They are also thick and required an 18" needle in places and the truss spar offered more than the usual obstruc tions to the needle. The finish was two coats of clear nitrate with dac-proofer, then six clear butyrate, four silver, and ten color with generous sanding through out. At this point Roy thought he was close to having an airplane again, but he would miss two more sea sons of fly-ins. Roy's Stinson had a full gyro panel but it didn't leave the factory with one (few did in those years), S0 "return to basics" was the plan. (Ted Koston Photo) It may be of interest to know that in 1936 when The Lycoming R-6S0 is spotless and it operates exactly per this Stinson listed at $10,300, the blind flying group the manual. Note the mint condition of the restored bump cost $1 ,000. That included an artificial horizon, direc cowl. tional gyro, vacuum pump, and alternate source (ven Although Roy replaced all the metalwork except turi) plumbing. Only the Pioneer turn and bank was the formed fairings and the bump cowl, the re-work standard equipment. Consider paying 10% of the cost of the original metal pieces absorbed the major por of a new airplane today for only two instruments! It's tion of the metalwork time. He worked over 200 hours no wonder that few left the factory with the gyro to make like new, the upper and lower gear fairings, group. Most that did went to the CAA (who else?) and the wheel streamlines, and the cowl. All together these can be identified by the high center hump in the panel. comprise a major share of the Reliant's exterior per The useless holes in NCl7116's panel were filled sonality. The soft aluminum parts were worked using by welding in appropriate pieces, then grinding the the heel of his hand as the dolly against thumb pres surfaces smooth. Roy was fortunate to obtain a close sure, and using a soft mallet only sparingly. up photo of an original panel from Ole Anderson which All the exterior metal was finished with black acry was used to create the new one. lic lacquer over gray primer. The finish was brought up 8 NOVEMBER 1982 entirely by hand, starting with #600 sandpaper, fol lowed by three hand rubs with decreasing coarseness of compound. A final glaze rub was then applied, with a hand wax application as the finale. It was about this time that Forrest Lovley paid one of his regular visits to Roy's shop and Roy was deeply engrossed in making things more shiny. After listen ing patiently to his complaints about one thing or another, and how he would redo this or that, Forrest said, "C'mon Roy, it looks fine . . . quit trying to make it look better, MAKE IT FLY!" Forrest's suggestion was a good one and it caused Roy to change his philosophy somewhat. The pace of the restoration hastened and at last the end of the road was in sight. But there was still a lot of rubbing to be done and Just prior to touchdown after the first flight on August 6,1980. the fuselage alone used up 2,000 palm-size pieces of #600 paper. Each piece used with soap and water was good for 15 strokes. This was followed by a coarse, So now it flew, but there still remained the never a medium and a fine rub, then a seal and glaze rub ending detail work to finish and also the interior up topped ofT with a wax job. This same process was re holstery. The latter was accomplished by Todd Owens peated on the wings and tail group. and Tim Oberg who created a masterful reproduction Roy is grateful that Judie helped with rubbing out of the fine interiors Stinsons were noted for, using for the fuselage and number one son, Mike, came home reference a 1936 magazine ad, a couple of Ole's snap in time to pitch in on the rest. Were it not for that help, shots, and raggedy pieces from another airplane. Roy says he would have been carried from the shop in a straitjacket and taken to the funny farm. Next came time for the wing hanging party and a group of friends assisted with this chore. The Stin son was finally starting to look like an airplane again, but it was still three months from being flyable. Now Forrest's words, MAKE IT FLY were ringing loud and clear as the remaining time was devoted to installing the tail feathers, propeller, wheels and brakes, the interior, the rigging of the controls and fitting all fairings. Funny how a couple hundred hours of work can be condensed into a sentence like that, but that's how it was.
The original red leather interior was duplicated as authenti cally as possible. Two major items have not been mentioned .. . the engine and electrical system. The Lycoming R-680 was majored in 1959 in Tulsa and Roy did some super ficial things such as new gaskets and seals, new thrust seal, new wiring harness, mag overhaul, and a general refinish and replate of parts for appearance sake. The engine performs by the book which is a tribute to both the engine type and the overhaul mechanic. During the 1958 rebuild in Tulsa, John Horeth, an electrical engineer scrapped the 1936 archaic wiring installation and designed and installed a superb new The authentically restored instrument panel including the beautiful handcrafted wood grain finish. (Ted Koston Photo) system complete with switching panel, in-line circuit breakers, and a main bus. All wires were numbered One final delay was waiting for a part to arrive and carefully wrapped in neat bundles. The end product while replacing the Hayes wheels and expander tube was so well done it would probably outshine any factory brakes with original Goodyear equipment. Roy strongly installation to this day. Roy removed the system in recommends that this be done for the longevity of both tact in 1975 and later reinstalled it in its entirety. It the plane and pilot. functions flawlessly which is a tribute to John, now On August 6, 1980 the Stinson was rolled out into gone west. the sunshine for some high speed taxi tests. Roy wanted For years, Roy Redman stood on the sidelines at to be sure the cowling and air intake change would fly-ins watching the antiques taxi by and hoping he allow the engine to breath O.K. at high power settings might be invited for a ride. Occasionally he was and with a fair amount of ram air. On the very first run it was always a memorable experience. Now he can the tail came up and Roy couldn't resist . . . MAKE reciprocate and he enjoys sharing his antique with IT FLY ... a little tuck on the wheel, and it did! others so they, too can see how it was in 1936 . • VINTAGE AIRPLANE 9 WEDELL-WILLIAMS Part I AND THE HAIZLIPS
This two part series of articles and pictures of the son Parish, St. Bernard Parish and Shreveport. In Wedell-Williams Memorial Aviation Museum in Pat 1930, Jimmy Wedell and Harry Williams began de terson, Louisiana and James and Mary Haizlip was signing and manufacturing their low-wing monoplane contributed by Truman C. (Pappy) Weaver (EAA 151476), racers. In the "44", the most famous of these planes, P.O. Box 655, Patterson, Louisiana 70392. Pappy is a Jimmy Wedell was the first pilot to ever officially fly well known aviation historian and curator of this over 300 mph in a landplane. James Haizlip, flying museum. He and his wife, Rita, live at the Patter the "92", set a new transcontinental speed record. Mary son airport in Louisiana's bayou country, some seventy Haizlip, his wife, set a new women's world speed record miles west of New Orleans. in the "92". Roscoe Turner, the only three time win ner of the Thompson Trophy, flew his Wedell-Williams Special racer to many victories. The Wedell-Williams Memorial Aviation Museum As plans were being made to set up huge aircraft of Louisiana in Patterson, Louisiana, Louisiana's of manufacturing plants to meet an army contract for ficial state aviation museum, formally opened Sun Wedell-Williams designed fighters, tragedy struck. day, June 25, 1978. The museum takes its name from On June 24, 1934 Jimmy Wedell died in the crash of a James R. "Jimmy" Wedell and Harry P. Williams, two Gypsy Moth training plane. His brother Walter Wedell of Louisiana's most famous aviation pioneers. Together took over his place in the company. Doug Davis, fly in 1928 they formed Louisiana's first commercial air ing the record holding "44", crashed to his death at the line, the Wedell-Williams Air Service, Inc., and de 1934 Air Races in Cleveland. The "44" was totally signed and manufactured airplanes which dominated destroyed. Then Walter Wedell died July 19, 1935 when the Air Races of the 1930s. his plane crashed into the Mississippi Gulf. Johnny Jimmy Wedell, born in West Columbia, Texas, Worthern was made chief pilot. And the final blow was taught himself to fly and had made his living barn struck when Harry Williams and Johnny Worthern died storming, minus the sight in one eye. Harry Williams, in an airplane crash outside of Baton Rouge on May born in Patterson, Louisiana, was heir to the Wil 19, 1936. The Wedell-Williams Air Service, which had liams Cypress millions. He had long been an advo made so many contributions to aviation both to Louisi cate of speed, first backing horses, automobiles, and ana and the world, was snuffed out with the death of then speed boats. In 1928, Jimmy first sold Harry a the five company leaders in less than 23 months. The plane and then he sold himself. The Wedell-Williams company assets were sold to Eastern Airlines and Air Service was born with Jimmy providing the avia Louisiana's first commercial airline was gone. tion genius and Harry providing the management and In 1973, a small group of people living in south financial support. Louisiana decided something should be done to pre Louisiana's first commercial airline, based in Pat serve the achievements and contributions of these avia terson, imported many new aircraft to provide daily tion pioneers. They formed the Wedell-Williams air service to several points in Louisiana. Airports Memorial Foundation in 1975, and began to establish were maintained in Patterson, New Orleans, Jeffer a museum. Later, in 1975, the Department of Public 10 NOVEMBER 1982 Works, State of Louisiana funded the construction of sisted of a few hundred commercial and experimental the museum building. James L. Firmin and Lynn J. airplanes. These were scattered around the country Drury of Morgan City, Louisiana, donated their archi with a few dozen seasoned pilots struggling to keep tectural services to design a museum worthy of the their airplanes flying and to make some eating money. name Wedell-Williams. In 1976, the Louisiana legis I had seen the Wedell brothers, Jim and Walter, lature designated the museum as the Official State at the Chicago races in 1930. I had also met them at Aviation Museum. This makes the museum responsible the Menefee airport, east of New Orleans during a trip for the collection, preservation and exhibition of docu south at Mardi Gras time early the next year. But ments commemorating all of Louisiana's aviation, past, when I first stopped by their airport at Patterson to present and future. pay a courtesy call, I was truly surprised at what I THE FOLLOWING WAS TAPE RECORDED IN saw - a level, firmly sodded airport lighted for night JUNE, 1978 BY MARY AND JAMES HAIZLIP. THE flying with two large hangars, office and shop and SUBJECT IS THEIR TRIP TO PATTERSON AND THE some 50 airplanes, mostly the latest models including 1932 NATIONAL AIR RACES. five or six Lockheed Vegas which were the most ex pensive single-engine passenger airplanes on the MARY HAIZLIP SPEAKS: market. A quick eyeball appraisal showed me at least So many pleasant memories come to mind when we a one-half million dollar investment at 1931 prices. think about Patterson, Louisiana and the Williams Mary and I, though both licensed commercial pilots, homestead that we could ramble along much more than didn't keep one airplane of our own. The reason for any museum visitor would ever want to hear. It was that was probably because all of my early flying had truly, for us, a delightful experience. Right in the mid been with the military air forces where airplanes and dle of our day of travel from St. Louis, we were invited engines with mechanics to keep them running were to be Mr. Williams' houseguests for the month of waiting on the flight line for the pilot to climb in August, 1932. The visit had to do with the prepara and risk his neck. The pilot's main responsibility was tion for our proposed flight in one of the Wedell that of learning to survive and, before something un Williams racers in the forthcoming National Air expected proved fatal, to acquire combat skills that Races. The events would begin August 29 and con could keep him alive. All the pilot had to do in war tinue through the Labor Day weekend. time should engine stoppage, fuel exhaustion or enemy But the real drama of our story occurs in the progress action cause him to crash and bend an airplane, was of the pre-race negotiations and the final preparation to walk to the nearest telephone after wringing the as only Jim and I know it. To tell it like it really blood out of his helmet, and call his base. Then hitch was involves considerable detail. Since this is one of a ride home and have them roll out another airplane the true stories of aviation's vintage days, when we to fly before his fear of flying set in. If the crash was were nurturing the tender sprouts of what we hoped fatal, the pick-up detail would bring his wallet and would become a great industry, it might be worthwhile dog tags to the base and his commanding officer would putting it on tape. The account of those four weeks write a comforting letter to the next of kin. in August, 1932 will be told chronologically. Naturally But Wedell, having this WWI experience, had used we will touch only the high spots. We did not keep his tremendous motivation and acquired skills to bring notes so the portion we can recall 46 years later will himself in a short period of six years to the position of be our own impressions on what we observed and talked being Mr. Harry Williams' chief aviation advisor, air about at that time. craft designer, builder, test pilot and well published Each day had its memorable experiences. Life was racing pilot. One didn't have to be around Jim very interesting around the historical Williams family home long to know that his mind was carrying a heavy load with the nine or ten retainers who kept the place run and was working all the time. So to establish the ning smoothly. The crew of shop specialists under the pecking order (as we arrived at Patterson by train talent and competent guidance of Ed Roberton ' worked while taking a month's leave from my Shell Oil Com day and night building the three new racing airplanes. pany duties): we were tops as Mr. Harry's guests. I remember driving to Lafayette in the cool of the But in the local aviation picture, we were superceded evening in Mr. Harry's new Cord convertible and the first by Mr. Harry as boss, then by Mr. Jim Wedell jasmine-scented nights after the mosquitoes had finally as the Wedell-Williams number one pilot. My pilot given up the blood hunt. The bright early mornings status came somewhere down the line. Roscoe Turner, when Miss Marguerite's parrot, "Bepo", alerted the with the Gilmore Oil Company behind him, was a kitchen help, calling very loudly for his morning coffee. customer, paying real cash for his airplane. I was a For the museum record, it would be much more in standby pilot waiting for Mr. Harry's #92 to be re line with the other exhibits if our story were only the built and Mary's status was that of a possible alter saga of Jim Wedell and his exploits as the protege of nate pilot. the notable sportsman Harry P. Williams. Wedell was This was a subject never discussed because we had a person of great talent but his many achievements gone so far by this time - one and one-half years. have been so fully reported and recorded in the media First our race hopes, then a flat turn-down for the today that we shall confine our remarks to our part 1931 races for Mary's flying. This time our strategy, of the action. if you could call it that, was to hope eventually to JIM HAIZLIP (EAA 20762 Lifetime) win Mr. Harry over to changing his mind. But after In my case, my status was that of a pilot who was sizing him up closely, we did not want to prematurely invited to fly one of their airplanes. Mary's part from bring the subject to a decision and get a no for an the first was to be my pleasant and decorated com answer. I had gone in so deeply that, to cover my ex panion. My year-round occupation was that of busi penses, I needed some cash. This I would try to get ness development pilot salesman for Shell Aviation from third place money in the Bendix race. Products. One of my activities was to make frequent By this time, I could see that #92 was considerably calls to all the airfields in our 26 states middle western slower than #44 or Turner's new ship. After discuss sales territory which extended from Minnesota to the ing our situation, Mary and I decided to play it by Gulf. General aviation at that time was distinct from ear, trusting our experience and judgment to lead the army, navy and commercial airline operations and con way. Our report will include some concern, both about VINTAGE AIRPLANE 11 the outcome of the final concept and also the equally important issue: whether Mary would be permitted to fly one of the racers at Cleveland. The three airplanes that were being groomed for the big event were Jim Wedell's #44, Mr. Harry's personal airplane, #92, and the Gilmore Oil Company racer to be known as Roscoe Turner's racer. The first airplane that Turner ordered had come to a sensational tragic ending. This not only set the program back, but opened up a great doubt that the wing design of all three airplanes could stand up under the higher speeds that were to be flown. In this account, I shall not go into the aerodynamics of the thin, high speed wing and what appeared to be hap pening at those upper speeds. Jim Wedell had lost a wing during a high speed run while testing Roscoe Turner's first racer. Jim escaped almost by a miracle, but the airplane, just completed and ready for Turner's acceptance, was completely destroyed. The accident called for some new thinking about what was causing this wing flutter. The cause was similar to that which had destroyed Lowell Bayles and the Gee Bee #4 at Wayne County, Michigan in late 1931. After Wedell-Williams had lost a brand new air plane and engine that Gilmore Oil Company had ordered, Mr. Harry got in touch with some of the top aero dynamicists at Wright Field and the resultant study produced what proved to be the solution to the prob lem. But the delay put the airplane building program far behind schedule. The plan for the 1932 race meet, if and when the three airplanes were completed, was for Turner to fly the new racer sponsored by Gilmore, Wedell would fly his #44, rebuilt with a new set of wings and a better streamlined fuselage to contain more fuel and the third The Wedell-Williams Memorial Aviation Museum of Louisiana. pilot, maybe me, would fly the #92. All three were entered in the long cross country Bendix Trophy race. The race would start from Burbank, California and officially end at the finish line in front of the grand stand at Cleveland. The contestants, at their option, could continue to New York in an attempt to lower the existing coast-to-coast speed record. For those of you who have not heard of the Bendix race, it might be in order to say a word about it here. It was the most prestigious event of the whole week's air racing and it carried the biggest prize. But by the same token, because of the way it had to be run in those days, it was by far the most difficult. The dis tance that had to be covered was such that the com peting airplanes could not carry enough fuel to go all the way non-stop. Slower airplanes might make it, but the small, fast, single seaters running their engines at full power would need to make at least two - and usually three - fuel stops enroute. Elapsed time from start to finish was counted against the contestant. Refueling facilities at the intermediate airports were the responsibility of each pilot contestant. The hazard of something hap pening at one of the stops that would put the pilot out of the running, was always present in the contestant's mind. One unavoidable hurdle present in this speed at tempt was that the pilot could not wait for good weather. The race was scheduled for the opening day of the week-long race meet at Cleveland. A contestant had to arrive on that day before six o'clock to be counted in the race. Going from west to east and figuring about nine hours minimum for the elapsed time required a take-off in the dark at Burbank, plus a three hour loss in standard time even before starting. To follow the most direct route, a pilot would have to fly over the highest part of the Rockies where there was no 12 NOVEMBER 1982 place to land safely for approximately 500 miles. If he chose the more southerly. safer route, his chances of winning were slim because of the longer dis tance. The last. most uncertain feature to look for ward to was the weather. Summer rain storms over the high mountains were the rule rather than the ex ception. Starting from Burbank with enough fuel for the first 900 or 1000 miles. the pilot would have to refuel somewhere east of the Rockies. Landing empty wouldn't be so bad, but after taking on a heavy load of fu el that totaled one-half the weight of the racer, the pilot better be sure of his loaded take-off or his participation in the race would end right there. Being an old cross country pilot with practice under more comfortable conditions of my own choosing, I did not have much desire to undertake the Bendix race. The year before. when Jim Wedell had asked me to fly one of the airplanes, I was thinking of the more spectacular closed course races in front of the crowd. The invitation to be part of the racing team was of fered while I was visiting Jim and Mr. Harry at the Patterson Airport. I told Jim. who I thought would have the final decision. that I would fly one if my wife Mary could also fly one for a women's international world's speed record. This was early in 1931 and our tentative plans were for Jim to notify us when the racer was ready to fly. Then Mary and I would come down from St. Louis, check out the airplane, and make the final arrangements. About the first of July when we had not heard from Jim, I called from St. Louis to set up a date to arrive at Patterson. Jim, very embarrassed, had to tell me that Mr. Harry put his foot down; under no circum stances would he allow any woman to fly the racers. That killed it for me - Jim said he would like to have me fly the airplane, but since the entire project had been conceived to have Mary set a world's speed record, I declined. Mary and I got busy obtaining other air planes for her to fly and she ended the season with a string of wins and trophies, more than any other woman contestant. When 1932 rolled around, we still thought there was some worth in the idea, so Mary and I decided to try again for her to fly a Wedell-Williams racer for the women's international speed record. For myself, I would have preferred to fly a few closed course pylon races; that would be like a jockey at thoroughbred rac ing, getting on a mount that was ready to run, and steering him around the track. But Jim Wedell and Mr. Harry kept talking about the long and hazardous Bendix Trophy Race. I could write a book about the ins and outs of that undertaking. I have already put the unpublished story in an account of about 20,000 words, so will pass that by here. I didn't take to the idea of the Bendix Race at all, but if it were neces sary to fly it in order for Mary to have a chance at the women's world speed record, I would give it a try. During the winter of 1931 and spring of 1932, I made numerous calls on Mr. Harry and Jim Wedell. This kept the channel of communication open between us. In the spring of 1932, Mary and I decided on a plan of action. I would agree to fly the airplane in both the Bendix and also the closed course races at Cleveland. Mary would go to Patterson with me and we would let fate take it from there - even though Mr. Harry was rock firm on not letting a woman fly his airplane. I wagered that when he knew Mary better, he would change his mind. Mr. Harry's hospitality was legen dary and when I indicated Mary would be free to ac company me down to Patterson, he cordially invited us to be his houseguests. Marguerite Williams was spending the summer in New York with her sister as VINTAGE AIRPLANE 13 she usually did to get away from the heat of Patter speed run by Wedell on April 3, 1932. Other changes son. So Mr. Harry would be alone in the big house had to be incorporated until we were convinced that with eight or ten servants. the wings would stay on at speeds we anticipated. Our We took the Illinois Central t o Louisiana. The time parting was a bit on the downbeat, but that was the was about the first of August and Mary had to be back way it had to be. in St. Louis the last week in August to drive the 500 Three days later after Mary had left, #92 was ready miles to Cleveland. So during those weeks in Patter for its first test hop. I took it up, tried it out at alti son, not only was the question unanswered - will tude, as we did in France during WWI, and found it was Mary be permitted to fly for the speed record - but correctly rigged. The wheel brakes were ineffective the whole program was facing a deadline. The air and had to be stomped on to hold either wheel, but I planes had to be ready. I would have to fly the #92 thought I could cope with that. On the second flight, to the West Coast and get set for the Bendix and over after I had checked with Eddie Roberton about the come the uncertainty. Would I be able to complete the safety factors in inverted flight, I tried a few climb long cross-country, making two stops enroute for fuel ing slow rolls. The_boys on the ground had never seen and arrive safely in Cleveland with the ai;plane in that sort of maneuver at Patterson, so Mr. Harry asked flying condition? me to put on a little Sunday afternoon show for his Day after day and many evenings when the shop local friends as a special favor. crews were working nights, we spent hours at the Two days later, after a few last minute adjust shop watching the new wings being built for the three ments had been made on 92, I had my last session with racers. I knew that Mr. Harry's #92 was going to be Mr. Harry before leaving for the West Coast. Then I quite a bit slower than Jim's new 44 and Roscoe's loaded up for a non-stop flight to Wichita, Kansas replacement airplane. My experience with the Shell where I would remain overnight. Mr. Harry shook Travel Air "Mystery" had taught me a great deal about my hand and said, "Jim, when you get to Cleveland, the effects of drag due to engine cowling design. Mr. if you want your wife to fly the airplane, use your Harry's #92 had originally been built for a smaller own judgment." • engine. When the larger engine was installed, the larger cowling left a wide gap at the trailing edge. This would - TO BE CONTINUED NEXT MONTH create a lot of airstream turbulence around the fuse lage. In turn, this would cost measurably in top speed. Editor's Note: Mae Haizlip is a familiar name to most Since my function at Patterson was a stand-by pilot air racing history buffs as she set many records in the with no management interest in the building of the '30s, as listed in all the official race results. But her racers, I soon found out that any comment I might name is not Mae . .. it's Mary, and she tried for years make had better be left unsaid. to get the FA! to change their records, but they never The shop workers were wonderful. Eddie Roberton did. quickly won our hearts; his vast experience in the Williams mills and later with the aircraft building made him a most interesting person to talk with. I was AlC NEWS ... particularly interested in that part of south Louisiana (Continued from Page 4) with its tremendous stands of cypress and the story of Mr. Frances B. Williams' operation that harvested Rearwins and a fortune in valuable timber from the almost im Commonwealths Gary VanFarowe, George penetrable swamps. About the third week of our stay, Williams none of the airplanes were ready to fly. Mary had not Ryans and Kinner even sat in the cockpit of the one that she would hope Engines Ron Johnson to fly. We both knew it was a tricky thing to check Staggerwings Jim Gorman, George York out one's self in an experimental single seater. Steve Wittman, The Life During these early days, there was no standardiza of Steve Wittman tion of controls or cockpit arrangements. A cockpit Swifts Charlie Nelson familiarization was desperately needed. But it was Vagabonds Cecile Ogles and Ron Fritz always being worked on, so it was best to keep out of everyone's way. Late each night, after a pleasant din The following charges include postage and a 10% ner with Mr. Harry, before he excused himself for the donation to the EAA Aviation Museum: evening, Mary and I would ask ourselves whether she l lh hours $ 5.25 had any chance to get permission to fly the #92. I Up to 3 hours $ 8.50 was concerned for I knew my chances of being first in More than 3 hours $10.75 the Bendix were almost nil against the faster air A complete listing of forums which have been re planes of Jim Wedell and Roscoe Turner. But by this corded from 1972 to the present, including many his time, we were out on a limb financially with expenses torical presentations is available upon request. Order already laid out and the additional losses in sight to from: Forum Recordings, Dave Yeoman, Rt. 3, Marion, cover the men standing by at refueling stops. Finally IA 52302. as the deadline for Mary's returning to St. Louis ar rived, we were resigned to go ahead anyway even if TIGER MOTH SPECIAL she could not fly the airplane. I would try for at The Aviation Historical Society of Australia has least third place in the Bendix. The prize ~money of published a special issue of their Journal devoted en this spot would barely cover my expenses. tirely to DeHavilland Tiger Moths. In addition to many It was easy to see that Mary's great charm and photos (black and white), it contains much historical unusual intelligence had made an admirer of Mr. Harry, data and info regarding the flying of these popular but all this time we had not talked with him about vintage biplanes. her flying his airplane. Finally the time came for her The special Tiger Moth issue of Volume 22 , Num to leave Patterson before #92 was ready for anyone ber 1 of the AHSA Journal. For information contact to fly. The wings had been completely rebuilt due to the Aviation Historical Society of Australia, P.O. Box the loss of a wing on Turner's airplane during a high 212, Footscray, Victoria, 3011, Australia. • 14 NOVEMBER 1982 The Miles Falcon has a wide track trousered undercarriage.
By Warwick J ohnson (EAA 89281. A /e 1456) S ecretary Queensland S tate/Sport A ircraft A ssociation of Australia
Mrs. Frederick Miles, wife of the designer of the tail is lifted at too Iow an airspeed. He demonstrated Miles Falco n , described the Fa lcon as " the nicest this to me by standing on the brakes and applying full handling Miles aircraft built" . I can't vouch for her power and as he let the brakes ofT, it developed a vicious words, but I can say that a recent flight in the only swing t o starboard a nd headed for the ditch on the Miles Falcon left in Australia and one of only two air side of the Redcliffe runway. Pat reduced power, with worthy Falcons left in the world, was a very memor opposite rudderlbrake combination and brought it back able experience. . on a straight line. My flight in the Miles Falcon Major M3A VH-AAT After that he just kept the tail on the ground till came about on the morning of Thursday, February 19 about 25 knots and rotated at about 45-50 knots and at Redcliffe aerodrome. Nick Challinor (owner of a then found the take-ofTs to be very straight forward. BA Eagle and a Tiger Moth) and I departed from South We climbed out at 55-60 knots. I found the Falcon to port in my own Auster MK III and arrived at RedclifTe be rat her sluggish in t he climb a nd after rea ching early to meet Pat Harrington (L.A.M.E ., B727 Flight about 1,000 feet, Pat asked me if I would like a drive Engineer , T.A.A.l, who had prepared the Falcon for from the right-hand seat. I immedia tely accepted the a ferry fli ght to Berwich Airfield, Victoria, to where ofTer and found the Fa lcon a delight to fly. I did a few its new owner, Mr. Keith Hatfield of Park Orchards, Vi ctoria was to take delivery of her. The purpose of the morning exercise was to allow local Brisbane TV station Channel 0 to film a news segment on the Fal con and its ferry flight to Victoria the following week. After our arrival we wheeled the Falcon out of its hangar and ran up the engine while waiting for the TV team to arrive. After filming a segment on the ground, they decided to do a n aeria l segment. The camera man climbed into my Auster and both aircraft took ofT and we formated over Redcliffe at 1,500 feet. The aerial segment took about 20 minutes. From my Auster, the Falcon looked fabulous in fli ght. After the news team departed, Pat asked if I would like a fli ght in the Falco n . Well, after doing about three backflips with joy I said yes and we climbed aboard. Pat said that to get an endorsement on the Fa lcon . he co ntacted D.O.T . a nd after checking his license and seeing that he had vast experience in ta il draggers a nd various vintage aircraft, they then wrote out his endorsement and told him to go out and fly it. Pat informed me tha t the Falcon fli es like most pre-war British aircraft of that type with one trait, being a noticeable swing to right on ta ke-off if the The 1935 Miles Falcon is a graceful machine in flight. VINTAGE AIRPLANE 15 VH-AAT at Archer Field Aerodrome, Brisbane before the idea but added about 2-3 knots to the top speed. Pat ferry flight. then performed the landing and the Falcon landed nicely in the three point attitude. Pat said he found medium turns as we climbed up to do some stalls. I the Falcon liked being landed in the three point atti found the Falcon balanced out nicely in the turns and tude rather than being wheeled on. The landing cul did not require as much rudder as my Auster. minated a very interesting and memorable morning Pat then decided to do some stalls. He stalled it as the Falcon is the oldest aircraft I have ever had clean first and it stalled 43 knots LA.8. and dropped the pleasure to fly in. the right-hand wing quite smartly. He then decided on The prototype Falcon was designed and built by a full flap stall. The flaps are hydraulically operated Fred and George Miles at their factory at Reading, and are selected by opening a valve and selecting a lever England in 1934. It was their first full cabin aero to the down position and then by pumping a handle. plane and was based on their highly successful "Hawk" The amount of flap is indicated by a dial on the instru trainer. ment panel and when the required amount is indicated, The total number of Falcons built amounted to 19 you just stop pumping the handle. M3A Falcon Majors (Gipsy Major engine) and 17 M3B To raise the flap you just select the level to the through F . Falcon Six number coming to Australia up position and begin pumping. After selecting full was four, this being three M3A Falcon Majors (VH flaps, Pat performed the stall and she stalled at 38 AAS, VH-ACE) and one M3D Falcon Six (VH-ABT). knots LA.S. One thing I noticed about the Falcon when The Falcon I had the pleasure of being acquainted full flap was selected was the large amount of drag with, VH-AAT, received the British C. of A. on June created by full flap, it really slowed the Falcon down. 13, 1935 and was registered as G-ADHG being No. 8 On the way back to the airstrip we trimmed her off the line. Aircraft Distributors Ltd., of Shagness, out for cruise and reached an LA.S. of 90 knots which U.K. sent the Falcon to Australia in May, 1937 where is pretty good for a 42-year-old aeroplane. it received its registration VH-AAT. She was later One interesting aspect of the Falcon is the for impressed into the R.A.A.F. in 1940 as A73-3. Aus ward sloping windscreen which was an experimental tralian owners include Arthur Schutt of Melbourne; Sam Hecker of Maryborough, Queensland; A. L. Hume Note the hawk emblem on the cowl of VH-AAT. of Hobart. Tasmania; H. L Burgess of Greevestow, Tas
16 NOVEMBER 1982 mania; L. Smothers of Somerton Park, S.A.; D. Barker and P. Ryan of Caloundra, Queensland; now finally Keith Hatfield of Park Orchards, Victoria who purchased her in November, 1974. The only other airworthy Falcon left in the world is G-AEEG, owned by Edward Eves and is kept at Bagin ton, England. This Falcon is also an M3A. The ferry flight departed Redcliffe ('n Tuesday, February 24 at 0045 hours with Pat Harrington in com mand and Bill McGruer acting as co-pilot. Pat was going to track direct to Coffs Harbour via Cool an gatta, but not long after passing Coolangatta the radio began acting up and became unreliable. Pat then de cided to divert to Casino to refuel and see if he could remedy the problem with the radio. After refueling, Pat realized the radio could not be fixed, so they departed for Coffs Harbour where they again refueled. They then departed Coffs Harbour, tracking coastal via Kempsy, Taree and arriving at West Maitland at The Falcon's office showing panel and controls. 0635 hours where they were to stay overnight. On ar riving at West Maitland they found the place deserted, but they finally found someone and received a lift into MILES FALCON town where they had a good feed and headed back out to the airfield to sleep. Pat said it was one of the worst It was the era of long distance records and air nights he had ever spent as they camped in a hut on races. And it was in the world famous Kings Cup air the airfield and it rained cats and dogs. The mos race that the name of Miles Aircraft became a house quitoes were unbelievably bad. hold word in aviation circles. Between 1934 and 1964 Next morning they met Lance Fletcher who showed they won nine of the 23 major races held in the United them over the maintenance operation there and Pat Kingdom and had placegetters in an amazing total of inspected with great interest several Tiger Moths and 18 races. As recently as 1957 a Falcon 3B took second a Hornet Moth under rebuild. Pat then departed West place in the Kings Cup. The winner that year was the Maitland at 2215 hours after a rather dodgy take-off Miles M.77 "Sparrow-Jet", the world's first jet pow in so much as the Falcon had sat out in the rain all ered light racing aircraft . . . a modified version of night and had taken on quite a bit of water and with 1938 "Sparrowhawk"! full fuel the Falcon was pretty heavy and she used The Rev. John MacGillivray, Chaplain of the nearly all the runway to get off. Pat then tracked to Canadian Armed Forces base at Petawawa, Ontario, Cowra via Bankstown without any problems; in fact, the enthusiastic owner of a 1934 Miles Hawk, sent she was performing extremely well. Peter Ryan and David Barker, owners in 1974, a set At Cowra they refueled and then inspected a MKI of Miles decals he had made up. They are a copy of Proctor in an unairworthy condition, just down the the original decals designed by Mrs. Blossom Miles. road, after which they departed Cowra at 0326 hours The brothers Frederick and George Miles had been and headed to Albury via Cootamundra Wagga. At given a live hawk by one of their early customers and Albury they met Joe Drage, local aircraft museum owner Mrs. Miles based her design on their unusual gift. who came out to see the Falcon. They then departed It depicts a hawk with wings stretched upwards Albury and headed direct to Berwick, arriving there and holding in its talons "Miles Aircraft Co. - Read at 0175 hours to be greeted by Keith Hatfield, the new ing, England". Head on, it is easy to see why the Fal owner of the Falcon, so ending another interesting con was so named. The typical "trousers" on the main chapter in the life of Miles M3A Falcon Major VH-AAT. wheels give it the appearance of a live falcon in flight, its legs hanging down as if holding its prey. NOTE: Times Quoted GMT. Est GMT. + 10 Hours. The majority of Miles Aircraft were named after birds. Martlet, Hawk, Falcon, Merlin, Sparrowhawk, Other Details Nighthawk, Hawcon, Peregrine, Kestrel ... the list The Miles M3 Falcon is a 3-4 seat monoplane of of the brilliant brothers' designs reads like the "Who's spruce construction and birch plywood skin. The proto Who" of a British Aviary. type with the Gipsy Major engine was entered in the In a letter to David Barker, Mrs. Miles, who helped MacRobertson Air Race to Melbourne in 1934 and her husband at the drawing board and was herself an flown by Mr. H. L. Brook. He had no luck in the race, accomplished pilot, wrote, "The Falcon was the nicest but set up a solo Australia-England record of 7 days, handling Miles aircraft." 19 hours. In his quest for air race honors, Fred Miles super The prototype Falcon Six G-ADLC was flown in ceded the Falcon 3A with a more powerful 3B. The the 1935 Kings Cup by Tommy Rose and won the latter was re-engined with the DeHavilland Gipsy Six exciting race at 176 mph. The following year this giving a maximum speed of 155 mph. same aircraft again flown by Tommy Rose broke the During the war thousands of allied airmen record to Cape Town with a flight of 3 days, 17 hours. learned their basic skills on the Miles "Master" for Span - 25 ft. training in aerial gunnery and fighter tactics. The Length - 25 ft. company also put forward many revolutionary fighter Empty Weight - 1550 lbs. and bomber designs to the Air Ministry but their ideas Loaded Weight - 2525 lbs. were too advanced for the Ministry's rather staid Maximum Speed - 180 mph thinking. Landing Speed - 40 mph After the war Miles continued manufacturing and Climb - 5000 ft. in 4 min., 55 sec. their twin-engined "Gemini" aircraft were used ex Engine - 200 hp Gipsy Six tensively in Australia. • VINTAGE AIRPLANE 17 BORDEN'S AEROPLANE POSTERS FROM THE 1930'S Article Number 27, Poster Number 14, Series Num ber 2 By Lionel Salisbury (EAA 114523) Seven Harper Road Brompton, Ontario Canada L6W 2W3
THE B/J ARMY PURSUIT PLANE
18 NOVEMBER 1982 Almost all of the posters issued by the Borden Com started to collect these in 1933 when they were first pany and its predecessor, the Thompson's Malted Milk issued by the Thompson's Malted Milk Company of Company, in the early 1930s, had a picture of the air Waukesha, Wisconsin. This original series consisted craft on the front and a line drawing on the back. The of 18 posters and they were a promotion for their back of each poster usually gave a description of the product, "Thompson's Double Malted". Each can had machine and most of these descriptions were quite a coupon which could be sent in for redemption for a detailed. poster of your choice. In the case of the B/J Army Pursuit Plane, how It appears that the following year, the Thompson ever, there is very little information. The complete Company was purchased by the Borden Company of description as offered on the back of the poster on the New York City. They continued the promotion and B/J Army Pursuit Plane is as follows: issued a new series of posters, dropping some from "Biplane type, upper wing span - 34 feet, length the original series and adding a few new ones. For a 23 feet, 2 inches, 2 seater, rear cockpit for machine while, the Borden Company continued to offer the gunner to fight off attacking planes approaching from product under its original name, as can be seen from the rear." the list and instructions reproduced below from the Joseph P. Juptner, in his U.S. Civil Aircraft, Vol. 1, poster. page 110, the Berliner-Joyce two-seated pursuit ship In 1936 the Borden Company made the posters avail is described as follows: able in Canada. By this time the product had become "This was the Air Corps' P-16 which was a Cur known as Borden's Malted Milk. Once again there tiss 'Conqueror' powered gull-wing biplane that seated were some changes in the list of posters available. In a pilot and a gunner in tandem open cockpits. This was total, 30 different posters were offered in this promo a 'type' of very good performance, but its success was tion. The posters that have been reproduced in The short-lived and sometime after, the company was dis VINTAGE AIRPLANE have been provided from the solved and completely absorbed into the North Ameri collections of Mr. Glenn Inch of Brampton, Ontario, can Aviation Corp." Canada; Mr. Cedric Galloway of Hesperia, California; This is the sixth and last poster from the collection and Mr. Marion McClure of Bloomington, Illinois.• of Mr. Marion McClure of Bloomington, Illinois. He
VINTAGE AIRPLANE 19 MYSTERY PLANE This month's Mystery Plane comes from Lee Elliott, Answers received will appear in the Mystery Plane Box 366, Valley City, ND 58072. It's another from that column in the January 1983 issue of The VINTAGE glorious pre-World War I period and appears to have AIRPLANE. been taken at some air show or "flying exhibition".
STATEMENT OF OWNERSHIP, MANAGEMENT AND CIRCULATION 1...... ,nu,5.c MtiJ
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11311 Wc !it. Forest Home Avenue, Franklin, MllwauKet', WI ~)130
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The Mystery Plane in the September 1982 issue of Paul H. Pober ezny, P.O. Box 229, Hales Comors , WI 53130 The VINTAGE AIRPLANE was the Risso-powered Gene R. Chase , P.O. Box 229 , Halel! Come t s, WI <.>3130 "Pierce Arrow" cabin biplane built in Wichita, Kansas in 1926 by Charlie Laird, brother ofE. M. "Mattie" Laird. "/A 1. OWNEA IlI_o.r~c~ ., _. m _Mldt'um.."Oor"..... _M..,""""""..'~O'_,__ f/l. __.... oluot:~,. ATC'd and only one of each was produced. Photo and EM Ant.ique Cl."ssic D1VislOfl lUll WeSl Forest. Home Avenue franklin WI SHU information was supplied by member Mike Rezich of 0 < Chicago. No responses were received by press time. x 229 ' OUl...... ovo .. 'OA Coo.oPl.ET.OH BY NQNPAOf"'1 QRGA,..,.u.lIONS " uh I"C/WISIM.iN___·, ..._ ..pIoo>·UO/IGJ n ''I"'... s Nor CHANGED DUlliNG HAS CHANGf:D DUllING '" ~ UU HEC£DING IlMONr",S O ""[C(OJHG "MOHr",s .."II_ .r"'__·1 3818 4 )50 • • • ...,CIIICUUTlOOO , ...,.UOtllOUCHI)I.AU".AHOCUI'IIIl• •.•1lIf(T .... OIO()Oq...... ,cou..u ...... u None 3642 17£>6 The wrong photo was shown in the answer for the July 3642 1766 o. ....rOOSl"...,nO...V&WI.. e-.0III 01l correct photo is shown here. The airplane appears to be 1796 a Curtiss type pusher of the 1912-14 vintage, powered 144 554 with a four-cylinder engine. No response was received None NOne so the details on this photo remain a mystery. See the ]818 4)<)0 Mystery Plane column in the July issue for identifica tion of the mid-wing mistakenly printed as the July Ed; answer. • / ~I I 20 NOVEMBER 1982 Dear Sir: LETTERS TO THE EDITOR I saw the two photos of the Goodyear Puritan blimp in the September 1982 issue of The VINTAGE AIR PLANE. The Puritan was built in 1928. It was 86,000 cu. ft. in size and later enlarged to 112,000 cu. ft. The blimp in your photos appears to be the smaller size. The engines are Siemens-Halske Shl0's imported from Germany by Ryan Aeronautical Corp. of San Diego. The five cylinder engine had a 100mm and 120mm stroke and was rated at 60 hp at 1500 rpm and 70 hp at 1750 rpm. In addition to the ShlO, Ryan also imported the Shl1 and Sh12. Ryan called them the models 5, 7 and 9. In the Ryan Catalog No.3, the Goodyear-Zeppelin Corp. and 19 other aircraft manufacturers are shown as users of these engines. The Siemens-Halske engines on the Puritan were later changed to 110 hp Warner Scarabs, probably Wright J-5 powered Travel Air, NC9946, SIN 1130 owned/ when the envelope was enlarged to 112,000 cu. ft. operated by Mike Rezich and flown by Nick Rezich as a smokewriter from 1947 to 1955. This series of blimps were called "air yachts" be cause all were named after famous American Cup de Dear Gene: fenders in international yachting. The other blimps May I be one of the first to verify that the Hisso were the Volunteer, Mayflower, Vigilant, Defender, powered SE5 pictured on p3.ge 24 of the September Reliance (1931) and Resolute (1932). 1982 issue of The VINTAGE AIRPLANE is one of The propellers are standard Curtiss-Reed twisted the original smoke writers in America. The first aluminum. Want one? I know where there is one for patent holder for both the method and the smoke gen a Curtiss OX-5 engine. erating material was held by an Englishman by the Also in the same issue of VINTAGE there are name of Major John C. Savage. He was the pilot and several mistakes in the Thomas-Morse article. In the also had several other pilots. righthand column on page eight a reference is made When I was a kid I met a fellow named Ackerly to a "Wright radial engine". This should be the 60 hp who was one of the pilots when they came through Lawrance as Wright didn't purchase Lawrance until Chicago. Major Savage came to the U.S. in .1923 w.ith 1923. five single place Hisso SE5S and five or SIX Enghsh On page nine the caption for the bottom photo pilots. He set up operations at the old Curtiss Field describes the engine as a "Rotary LeRhone" on the in Mineola, New York. S-4C. It actually was a Gnome B-2 with the push rods The first American pilots to be licensed by the disconnected. Skywriting Corp. of America were Art Davis, ~ed Sincerely, Fordon, and later Andy Stinis. In later years MIke Bill Lewis Murphy and Joe Mackey did a lot of smoke writing. 3610 Schaefer Street One of the pilots of the modern day Miller Squad Culver City, CA 90230 • ron "skytypers" is Andy Stinis, Jr., son of the pioneer smoke writer. My brother, Nick did a lot of smoke writing ill the Chicago area with our Speedwing Travel Air. When I was a wholesaler for the Blatz Brewing Co Nick wrote BLATZ over the White Sox's Wrigley Fi~'ld for me. He also wrote the name of his lady friend, who worked for me, over my warehouse. This lady later became his wife. I still own Mike Murphy's old J-5 Travel Air smoke writer, photo enclosed. Regards, Mike Rezich (EAA 510, AlC 2239) 6424 S. LaPorte Avenue Chicago, IL 60638 CALEN DAR OF EVENTS NOVEMBER 11 - FAIRVIEW, OKLAHOMA - Thirty-first Annual Break fast Fly-In. Free breakfast to those who fly in. Trophies for best experimental and antique aircraft. Field closes 12:30 p.m. For information contact Doug Wiens at Fair View Airport, Fairview, OK 73737. MARCH 13-19 - LAKELAND, FLORIDA - 9th Annual Sun 'n Fun EAA Fly-In. Plans and site improvements being made to make '83 an even greater success than 1982. Never too early to start making THE JOURNAL OF your plans. Contact Sun 'n Fun EAA Fly-In, Box 2246, Lakeland, FL 33803 or Ann McKee, phone 813/ 688-8214 or 688-6280. T H E EARLY AEROPLANE JULY 30 - AUGUST 6 - OSHKOSH, WISCONSIN - 31st Annual Fly In Convention. Start making your plans now to attend the World's S!\MPLE I SSUE $4 Greatest Aviation Event. Contact EAA, P.O. Box 229, Hales Corners, WI 53130. 15 CR ESCENT RD . POUGHKEEPSIE, N.Y. 12601 VINTAGE AIRPLANE 21 STAMPE COLLECTOR Classic owners! Miniature Scale Replicas of Your Favorite An Int.rior looking ahabbyf tique or Classic Airplane, Meticulo usly Hand ~ crafted in American Black Walnut. A Truly Unique Desk Set with Matching Pen and Goldtone I.D. Plate for Gift, Award or Flying Event Trophy. Planes Can be Pedestal Mounted Depicting "[n Flight," or Base Mounted to Depict a "Landed" Finish it right with an Attitude. Qirtex interior Complete interior assemblies lor do-it-yourself installation. Custom Quality at economical prices . • Cu sh ion upholstery se ts • Wall panel sets • Headliners • Carpet sets • Baggage compartment sets • Firewall covers • Seat Sli ngs • Recover envelopes an d dopes Free Catalog of complete product line. Fabric Selection Guide showing actual sample colors and styles of materials: $3.00. For FREE Color PLANE PEOPLE Brochure with I I 2017 Fieldcrest Court So. - .;:r VISA Price List and · t products, inc. I I Salem, Oregon 97306 Qlr ex Full Details: 259 Lower Morrisville Rd., Dept. VA WRITE or PHONE (503) 370-9806 Fallsington, PA 19054 (215) 295-4115 !. Jacket: Unlined Poplin jacket, features kn it waist and cuffs. The gold and white braid trim on a Tan body emphasizes the colors proudly dis played in the Antique/Classic logo. Sizes: X-small thru X-large $28.95 ppd Cap: Complete the look in this gold mesh hat with contrasting blue bill, trimmed w ith a gold braid. Your logo visibly displayed, makes this adjustable cap a must. Sizes : M & L (adjustabl e rear band) $6.25 ppd WEAR the IMAGE in an Antique/Classic jacket and cap Send Check To: EAA ANTIQUE/CLASSIC DIVISION, INC. P.o. Box 229 Hales Corners, WI 53130 Allow 4-6 Weeks For Delivery Wisconsin Residents Include 5% Sales Tax 22 NOVEMBER 1982 AVAILABLE BACK ISSUES 1973 - March through December 1974 - All Are Available THE VINTAGE AIRPLANE 1975 - All Are Available ADVERTISING RATES 1976 - February through May, August through December 1 Issue 3 Issues 6 Issues 12 Issues 1977 - All Are Available 1 Page $175.00 $165.00 $150.00 $145.00 1978 - January through March, August, October 1/2 Page 105.00 100.00 95.00 90.00 through December 1/3 Page 95.00 85.00 80.00 75.00 1979 - February through December 1/4 Page 70.00 65.00 60.00 55.00 1/6 Page 60.00 55.00 50.00 45.00 1980 - January, March through July, September 1/8 Page 50.00 45.00 40.00 35.00 through December 1981 - All Are Available Rates are for black and white camera-ready ads. 1982 - January through March, May through _October CLASSIFIED RATES: Regular type - 45c per word; Back issues are available from Headquarters for $1.25 Bold face type - 50c per word; ALL CAPS - 55c rach, postpaid, except the July 1977 (Lindbergh Com per word. (Minimum charge - $7.00. Rate covers memorative) issue, which is $1.50 postpaid. one insertion, one issue.) COMMISSIONS: Non-commissionable. ! For additional information, including color rates , CLASSIFIED ADS and required ad sizes, contact: Advertising Department The VINTAGE AIRPLANE ACRO SPORT - Single place biplane capable of un P.O. Box 229 limited aerobatics. 23 sheets of clear, easy to follow plans, Hales Corners, WI 53130 includes nearly 100 isometrical drawings, photos and 414 /425-4860 exploded views. Complete parts and materials list. Full size wing drawings. Plans plus 88 page Builder's Manual - $60.00. Info Pack - $4.00. Super Acro Sport Wing Drawing - $15.00. Send check or money order to: AeRO SPORT, INC., Box 462, Hales Corners, WI 53130. 414/ 425-4860. FLYING AND ACRO II - The new 2-place aerobatic trainer and sport GLIDER MANUALS biplane. 20 pages of easy to follow, detailed plans. Com plete with isometric drawings, photos, exploded views. 1929, 1930, 1931 Plans - $85.00. Info Pack - $4.00. Send check or money 1932,1933 order to: ACRO SPORT, INC., P.O. Box 462, Hales Cor 2.50 ea. ners, WI 53130.414/425-4860. SEND CHECK OR MONEY ORDER TO: POBER PIXIE - VW powered parasol - unlimited in low. cost pleasure flying. Big, roomy cockpit for the over EAA Aviation Foundation, Inc. six foot pilot. VW power insures hard to beat 3lh gph at Box 469 Hales Corners, WI 53130 cruise setting. 15 large instruction sheets. Plans - $45.00. Info Pack - $4.00. Send check or money order to: ACRO Allow 4-6 Weeks For Delivery SPORT, INC., Box 462, Hales Corners, WI 53130. 414/ Wisconsin Residents Include 5% Sales Tax 425-4860. MEMBERSHIP INFORMATION • Membership in the Experimental Aircraft Association. Inc. is $25.00 for one year, $48.00 for 2 years and $69.00 for 3 years. All include 12 issues of Sport Aviation per year. Junior Membership (under 19 EAA years of age) is available at $15.00 annually. Family Membership is available for an additional $10.00 annually. • EAA Member - $18.00. Includes one year membership in EAA Antique-Classic Division. 12 monthly issues of The Vintage Airplane and membership card. Applicant must be a current EAA member and ANTIQUE· must give EAA membership number. • Non·EAA Member - $28.00. Includes one year membership in the EAA Antique-Classic Division, 12 CLASSIC monthly issues of The Vintage Airplane, one year membership in the EAA and separate membership cards. Sport Aviation not included. lAC • Membership in the International Aerobatic Club, Inc. is $20.00 annually which includes 12 issues of Sport Aerobatics. All lAC members are required to be members of EAA. • Membership in the Warbirds of America, Inc. is $20.00 per year, which includes a subscription to WARBIRDS Warbirds Newsletter. Warbird members are required to be members of EAA. • Membership in the EAA Ultralight Assn. is $25.00 per year which includes the Ultralight publication L TRALIGHT ($15 .D!1 additiona/tor Sport Aviation magazine). For current EAA members only, $15.00, which includes U UltralIght publicatIOn . • FOREIGN MEMBERSHIPS: Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars or an international postal money order similarly drawn. MAKE CHECKS PAYABLE TO EAA OR THE DIVISION IN WHICH MEMBERSHIP IS DESIRED. ADDRESS ALL LETTERS TO EAA OR THE PARTICULAR DIVISION AT THE FOLLOWING ADDRESS: P.O. BOX 229 - HALES CORNERS, WI 53130 - PHONE (414) 425-4860 OFFICE HOURS: 8:30 - 5:00 MONDAY-FRIDAY VINTAGE AIRPLANE 23 I ) ;"' ., \ L