PUBLICATION STAFF

PUBLISHER Paul H. Poberezny . DIRECTOR, MARKETING & COMMUNICATIONS Dick Matt EDITOR APRIL 1984 • VOL. 12, No.4 Gene R. Chase

MANAGING EDITOR Mary Jones EDITORIAL ASSISTANT Contents Norman Petersen FEATURE WRITER 3 Straight and Level George A. Hardie, Jr. By Bob Lickteig

EAA ANTIQUE/CLASSIC 4 AlC News DIVISION, INC. by Gene Chase OFFICERS 5 A Round Pink Champ President by Richard A. Coffey R. J. Lickteig 1620 Bay Oaks Drive 6 Swallow Albert lea, MN 56007 507/373-2351 by Roy Redman Secretary Treasurer 12 Hook Field - The Wedekinds Ronald Fritz E. E. "Buck" Hilbert 15401 Sparta Avenue P.O. Box 145 - and Aeronca Kent City, Mi 49330 Union, Il 60180 by Shawnee Lee Culbertson 616/678-5012 815/923-4591 10 Mystery Ship DIRECTORS by Ed Phillips

John S. Copeland Stan Gomoll 19 Mystery Plane See Page 12 9 Joanne Drive 1042 90th lane, NE by George Hardie, Jr. Westborough, MA 01581 Minneapolis, MN 55434 617/366-7245 6121784-1172 20 Calendar of Events Claude L. Gray, Jr. Dale A. Gustafson 9635 Sylvia Avenue 7724 Shady Hill Drive Northridge, CA 91324 Indianapolis, IN 46274 213/349-1338 317/293-4430

Robert G. Herman Arthur R. Morgan WI64 N9530 Water Sireet 3744 North 51st Blvd. Menomonee Falls, WI 53051 Milwaukee, WI 53216 414/251-9253 414/442-3631 See Page 15

Morton W. Lester AI Kelch P.O. Box 3747 66 W. 622 N. Madison Ave. Martinsville, VA 24112 Cedarburg, WI 53012 703/632-4839 414/377-5886 FRONT COVER .•. A 1941 J-3 Cub silhouetted against a late autumn sunset at Council Bluffs, Iowa. The Cub is preserved, flown and owned by Paul T. Phillips (EM 201795, NC 7989) of Bellevue, Nebraska. Gene Morris John R. Turgyan (Photo by Paul T. Phillips) 24 Chandelle Drive Box 229, R.F.D. 2 Hampshire, Il 60140 Wrightstown, NJ 08562 BACK COVER ... features information on EM's Ultralight '84 and 3121683-3199 6091758-2910 Oshkosh '84. S. J. Wittman George S. York Box 2672 181 Sloboda Ave. Oshkosh , WI 54901 Mansfield, OH 44906 The words EM, ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION, and the logos of EXPERIMENTAL 414/235-1265 419/529-4378 AIRCRAFT ASSOCIATION INC., EM INTERNATIONAL CONVENTION, EM ANTIQUE & CLASSIC DIVISION INC., INTERNATIONAL AEROBATIC CLUB INC., WARBIRDS OF AMERICA INC., are registered trademarks, THE EM SKY SHOPPE and logos of the EM AVIATION FOUNDATION INC. and EM ULTRALIGHT CONVENTION ADVISORS are trademarks of the above associations and their use by any person other than the above associations is strictly prohibited. Espie M. Joyce, Jr. Daniel Neuman Box 468 1521 Berne Circle W. Editorial Policy: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles Madison, NC 27025 Minneapolis, MN 55421 are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. Material 919/427-0216 61 21571-0893 should be sent to: Gene R. Chase, Editor, The VINTAGE AIRPLANE, Wittman Airfield, Oshkosh, WI 54903-2591.

The VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by EM AntiquelClassic Division, Ray Olcott Roy Redman Inc. of the Experimental Aircraft Association, Inc. and is published monthly at Wittman Airfield, Oshkosh, WI 54903­ 1500 Kings Way Rt. 3, Box 208 2591 . Second Class Postage paid at Oshkosh, WI 54901 and additional mailing offices. Membership rates for Nokomis, Fl 33555 Faribault, MN 55021 EM AntiquelClassic Division, Inc. are $18.00 for current EM members for 12 month period of which $12.00 is 813/485-8139 507/334-5801 for the publication of The VINTAGE AIRPLANE. Membership is open to all who are interested in aviation.

S. H. "Wes" Schmid Gar Williams ADVERTISING - AntiquelClassic Division does not guarantee or endorse any product offered through our advertis­ 2359 lefeber Road Nine South 135 Aero Drive ing. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising Wauwatosa, WI 53213 Naperville, Il 60540 so that corrective measures can be taken. 4141771-1545 3121355-9416 Postmaster: Send address changes to EM AntiquelClassic Division, Inc., Wittman Airfield, Oshkosh, WI 54903-2591. 2 APRil 1984 STRAIGHT AND LEVEL

By Bob Lickteig President Antique/Classic Division

The officers, directors and advisors are sorry to see Mr. Brad Thomas resign as our president. However we all share his wishes after a successful five year term, and I know I speak for every member. We thank Brad for his leadership, friendship, and many accomplishments. He will be missed. As your new president, I must state that I am blessed with the finest, most dedicated and hard working group of officers, directors, and advisors and I look forward to working with them. In looking back 13 years, the Antique/Classic Division has made great strides and many major accomplishments. This history of success could only be done with the help and cooperation of every member. Our short history shows the many accomplishments of your division such as encouraging and helping our mem­ bers to restore and display a number ofthe most historical antique and classic aircraft. We have established a li­ brary available to all with the history and details of hun­ dreds of aircraft so vital to our aviation heritage. The di­ vision has diligently worked through education to improve safety in maintaining and flying our type of aircraft. We have become recognized as the most interesting and color­ ful part of our annual EAA Oshkosh convention for mem­ bers and guests, - and now with your Antique/Classic Division accepting a leadership role in establishing the new EAA Air Academy, I believe every member of the AlC Champ award winners. This will be a continuing tribute Division can be proud of the past accomplishments and to the members who restored these beautiful aircraft. We can look forward to the new and exciting projects in the will look forward to continued support of the EAA Air future. Academy as the number of students increase each year ­ The entire management group of your division is now so will our participation and commitment. hard at work establishing the goals for the division; both As I write my first message to you, I cannot help but short and long range. Our Oshkosh '84 activities will be think of the great opportunity we have not only to con­ expanded and increased to provide more education, mem­ tinue our efforts of the past but to look at the challenges bership involvement and recognition, plus special invita­ that lie ahead. tions and accommodations for the type club members and Our numbers are growing, our direction is set - we guests. are the pace setters and the doers. There are hundreds of A few of our planned programs for Oshkosh '84 are antiques and thousands and thousands of beautiful classic Type Parking - Participant's Recognition - Grand and aircraft flying today. These proud, dedicated owners are a Reserve Champ Reunion - Antique/Classic Fly-out - Ex­ preservation fleet of people who will forever preserve this panded Interview Circle - Increased Facilities at the great span of aviation history. Antique/Classic Headquarters - Parade of Flight - In­ We have many ambitious plans and goals but if we do creased Awards, Additional Forums, and a monthly page not take advantage of these opportunities, we should not in your magazine, The VINTAGE AIRPLANE with com­ expect the recognition as the international spokesman for plete details of these programs for the convention. our era of the aviation community. Our goals for your division will include increased mem­ I would like to thank the EAA headquarters staff, the bership recruiting through various programs and mem­ officers, directors and advisors for their confidence in me bership involvement; also, the promotion and organization and to assure them and the membership that with your of new Antique/Classic chapters so we will be more respon­ help we will together accomplish all the goals that we sive to our members at the local level. have set. We will continue our planning for the Antique/Classic It's going to be a great year and a great convention ­ Hall of Fame area in the EAA Aviation Museum. This is make the Antique/Classic area your headquarters for Osh­ one way we can recognize our previous Grand and Reserve kosh '84. VINTAGE AIRPLANE 3 ~ews U Compiled by Gene Chase

EAA AIR ACADEMY '84 EAA GAINS APPROVAL FOR EAA Air Academy '84 needs · your help to provide AUTO FUEL USE IN young people the opportunity to live and learn the arts, science and love of aviation in both classroom and work­ MANY MORE AIRCRAFT shop settings. You can help in developing a new genera­ The FAA has approved applications for Supplemental tion of "airport kids" to carry aviation into the next cen­ Type Certificates by the EAA Aviation Foundation for the tury. We ask that you consider each of the following and use of unleaded automotive gasoline in many more air­ take steps to support this new, innovative EAA program. craft. EAA can now provide STC's for the following: 1. Tell young people, who are 15-17 years of age and AERONCA (including Bellanca, B&B Aviation, Champ­ interested in aviation, about the EAA AIR ACADEMY. ion, Trytek and Wagner) Pages 20 and 21 of the January 1984 issue of SPORT 50-TC S7DC AVIATION tell the complete story. A reprint and brochure 65-TC (L-3J) S7CCM or complete registration materials will be provided by re­ 65-TAC (Army L-3E) S7EC quest. YO-58 l1AC 2. The Academy needs volunteers to provide "hands­ 0-58B l1BC on" instruction in all aspects of aircraft construction, re­ 50-58B l1CC storation and maintenance. These workshop instructors 0-58-A (Army L-3A) Sl1AC will work hand-in-hand with participants in the Restora­ 7AC Sl1BC tion Shop of the Aviation Center from mid-July through 7BCM (Army L-16A) Sl1CC OSHKOSH '84. 7CCM (Army L-16B) KCA 3. There is also a need for experienced volunteer build­ 7DC 50-C ers of sheet metal aircraft to guide the building of the 7EC 65-C MONI that has been donated by Monnett Experimental 7FC 65-CA Aircraft. These builders will prepare and supervise 7JC S-50-C Academy participants as they assemble the MONI in the 7ECA S-65-C Aviation Centers' Restoration Shop. These volunteer S7AC S-65-CA builders are needed from early July through mid-August. CESSNA Those with the necessary aircraft experience and the de­ 120/140 180A through 180H sire to work with young people are urged to apply. 140A 180J 4. Financial support for operating expenses and schol­ 150 182 arships are also needed. Such donations, of any amount, 150A through 150B 182A through 182H are tax deductible and will help bring youth to enjoy the 150J through 150M 182J through 182N benefits of this new and innovative EAA program. A150K through A150M 182P All communications regarding the above or any other 180 aspect of the EAA AIR ACADEMY should be addressed to: INTERSTATE (Artic Aircraft Co .) Chuck Larsen, Education Director S-IA EAA Aviation Foundation LUSCOMBE (Including Larsen) Wittman Airfield 8 Oshkosh, WI 54903-2591 8A Phone 414/426-4800 8C through 8F T-8F PIPER J-3C-40 J5A (Army L-4F) J3C-50 J5A-80 J3C-50S L-4A JIM HAIZLIP J3C-65 (Army L-4) L-4B (Navy NE-l) J3C-65S L-4H Jim Haizlip, winner of the 1932 Bendix Trophy, died J4 L-4J (Navy NE-2) at his home in Pacific Palisades, California on December J4A PA-l1 8,1983. He was 87. His wife Mary (known as Mae Haizlip J4A-S PA-l1S in her air racing days) was with him at the end and with J4E (Army L-4E) longtime friend, General Jimmy Doolittle, scattered Jim's ashes over the Pacific from a Cessna 172. A pilot in World War I and II, an air racer in the 20s and 30s, and a test pilot for Douglas and Northrop, Jim Haizlip (EAA 120762) had a long and distinguished flying career. Our condolences to his wife, Mary, and many friends and associates. (Continued on Page 11)

4 APRIL 1984 The day was gray again. The wind was raw and the Champ owner will tell you when you get in, "Hey, watch grass crunched underfoot. The occasional spray ofcold rain the door handle, it's a little floppy". was laced with white flakes and my hands were cold as I I stood up to find a match in my pocket and to take felt the leading edge of the airplane's wing. It had seemed another look down the road for a plume of dust. I had no like a good day to go Champ hunting. match and there was no dust. You gotta get used to stuff When the alarm clock rang I rolled out, dressed and like that when you go Champ hunting. I opened the door kissed my wife goodbye. I threw on a heavy sweater and of the plane and crawled into the boxy cockpit. It's funny, filled the thermos with hot coffee. Going Champ hunting you sit there staring at the panel and the controls and out is the work of early birds and I was the earliest bird on the windows and back at the panel, and all you can ever the road that morning. I searched the sky for weather say about it is that there's a lot of room in a Champ. The information and my mind for common sense; a fellow could seat was comfortable and felt like a large, heavy man had end up with an airplane on a day like this if he wasn't sat there for a very long time. The cockpit smelled like careful. The seller told me that at daybreak he was going the man had cleaned out a silo before he came to the to show me what she could do. Champ to sit a spell. Maybe he even flew it. From the first day I set foot on an airport, with the I sat there, out ofthe wind, listening to the sleet pepper intention of spending money, there has been a Champ the airplane and I felt the slightest rocking as the wind around, looking over my shoulder and into my wallet. grew stronger. It was the gentlest kind of rocking and I Every time I visit a sod airport there's a Champ there - poured another cup of coffee and shut the big door - and somewhere. It might be tied down on the line with rocked. The sleet turned to snow, and while the brief aluminum airplanes or it might be lying loose in the tall squall passed, I sat in perfect peace in the great seat of grass behind the hangar - could even be in a couple of the boxy, pink Champ pretending that we were flying high boxes in the basement, but there's always a Champ there above the earth in clouds. The snow pelted the machine, somewhere. Mostly for sale. the wind rocked up, and I finished the thermos of coffee When I pulled into the field there wasn't a soul around relaxed and ready to call it a day. I got out and stretched except for the windsock and the Champ, which was a red and looked down the road one last time. No seller. I looked Champ once and then it must have been an orange Champ at the Champ and the pink, fat thing seemed to be smiling. because it was a pink Champ now. A round, pink Champ. I really had a nice couple of hours with her and it made A :ute little pig of a thing, tied down tight and squatty me mad that the owner had said that I should come out an I doing its best to rock in the wind. I looked at my at daybreak to "see what she can do". W

VINTAGE AIRPLANE 5 By Roy Redman (EAA 83604, Ale 6600) R. 3, Box 208 Faribault, MN 55021

___• __~__IIi"T~h~e~J-1 Standard after a landing accident near Ashley, NO.

The big Standard, prop motionless, touched down in a and it had a clean, modern look that was sure to attract field near Ashley, North Dakota. After a short ground roll passengers to its two-place front cockpit. Owner Jim it dropped into a small gully, nosed over, and displayed Bowen looked forward to a profitable year. But after only its underwing advertising to the disinterested clouds. a few weeks, Ruff had enough of Bowen's argumentative The 1926 barnstorming season had been quite success­ mien, and he quit. Once again Ole Anderson was in the ful. So much so, in fact, that Ole and Vern had decided to right place at the right time. Bowen approached him to trade the Canuck for a Hisso-powered Standard. The fly the Swallow. He took the job. Standard was a bit slower than the Canuck, but its 150 Ole first flew the Swallow on June 3, 1927. He took it hp Hisso could get in out of small fields with two in its for several hops around Jamestown to get used to it, and somewhat larger front cockpit. This trade, however logical then on Sunday, June 5 he flew it 35 miles east to Valley in principle, proved to be a mistake. The Hisso had a habit City. He hopped 51 passengers there before returning to ofquitting, and no amount of Ole's mechanical skills could Jamestown late in the day, where he hopped 6 more. determine the reason. It quit over Ashley, North Dakota Things were off to a good start. on September 17, and then remained silent forever. The new Swallow attracted lots of attention and pas­ After the Ashley incident Ole hopped about a bit with sengers in Jamestown. Much of its time, however, was friend Herb Hanson in Herb's OXX-6 Standard. In mid-Oc­ spent on tour with Jamestown as home base. A typical tober, seeking some winter fortune, they pointed the OXX­ tour would last about a week, covering small towns in a 6 towards Chicago. They tied down at the Chicago Flying loop that reached about 100 miles from Jamestown. Ole Club field and settled in with warm inside employment. returned from such a tour during that June, finishing The big city didn't agree with Herb, however. he returned seven days of flying, and logging 87 hops (including town to the Dakotas with his Standard after a few weeks. Ole, to town), 131 passengers, and 10 hrs. 45 min. of flying now an expert aviator from South Dakota, stayed the time on the Swallow. winter and occasionally visited the CFC field where he The passenger hops usually lasted about five minutes, hopped a few passengers. more or less, with the actual length being in direct re­ The warmth of the 1927 spring lured Ole out of doors lationship to the length of the ticket line on the ground. and back to North Dakota. He joined Ruff in Jamestown And sometimes, if the line was particularly long, Ole and found work with the power company as a "grunt", a would devise a maneuver that would make the passengers lineman's helper. Ruff, meanwhile, had just picked up a wish they were back on the ground! new Swallow for Jim Bowen, the owner of the local cab North Dakota summers usually provide a generous company. measure of good flying weather, but some rain does fall, The Swallow was one of the first of a new breed of of course. One Sunday the Jamestown skies were leaden airplanes to arrive in North Dakota . Its OX-5 was cowled all day as a steady, gentle rain fell. The Swallow spent 6 APRIL 1984 the day on its tiedown ropes. The next Saturday Ole stopped by the cab office for his week's pay: 50 bucks. "I can't pay you," Jim Bowen told him. "We didn't make any profit this week because of the rain last Sunday." Ole nod­ ded and left. The next morning dawned bright and clear. Itpromised to be the kind of beautiful summer Sunday memories are made of. Eager passengers began to accumulate at the field snapping up Bowen's tickets. Ten o'clock passed, then 11 and noon, but Ole was nowhere in sight. An anxious Bowen drove to town and stopped at Ole's rooming house, but found no one. A drive past the restaurant and down main street proved fruitless. He returned to the field and began handing out refunds to the disgruntled passengers. Still, he sold tickets to new arrivals exclaiming "The pilot will be here any minute." But the sun set, and the Swallow had not turned a wheel. Axel "Ruff" Swanson and his boss, Jim Bowen.

Ruff and the new Swallow which was owned by the owner of the cab company in Jamestown. VINTAGE AIRPLANE 7 With the labor-management issue settled the Swallow was airborne once more. The silver wings passed over new towns, and some of the old standbys as well. County fairs and celebrations, where the money flowed freely and the folks were adventurous, were favorite targets. Ole and the Swallow arrived in Sanish, North Dakota on the Missouri River, on August 6. It was a celebration day. There were lots of people, as expected, and business was good. The line of waiting passengers grew with each flight. The crowd's spirits were soaring, and Ole's must have been too. On about the 20th hop Ole turned towards the bridge over the Missouri and dove the Swallow low over the river. His passengers yelled with delight as they passed under the bridge. When Ole landed, the crowd cheered their approval of his daring. The bridge stunt was so popular that he did it two more times. Then on the next hop, as he passed under the bridge, there was a loud bang, and the airplane began to shake. Ole closed the throttle and the Swallow settled into the river. The crowd pressed to the shore, and a boat was rowed out to tow in the floating airplane. Ole and his passengers, two young ladies, sat on the cockpit coaming during the rescue, shaken but completely dry. The cause of the mishap was a telephone cable, unseen on the first three passes, and struck nose-on on the fourth. The cable had splintered the prop and bent the cowl, but the Swallow was otherwise undamaged, though quite wet and muddy. It was towed back to the field where Ole re­ moved the OX-5 and took it to the local Ford dealer, who had volunteered shop space and tools. He dismantled it Ole and the Swallow. Note paid advertising on fuselage. there, dried it out, and the next day continued on his barnstorming tour. Ole sauntered down the sidewalk on Monday morning, There are many lessons along the paths of aviation for hands in pockets. He had just left the restaurant where those who will heed. The Sanish accident was an expensive he had enjoyed his usual two-egg breakfast. As he turned one, fortunately bought cheap. But it was only a short a corner, he came face to face with Bowen. With fire in pause in what had been, and continued to be, a prosperous his eye Bowen bellowed, "Where the hell were you yester­ season. From June 3rd in Jamestown to August 6th in day?" "I can't work for you on your terms," Ole answered. Sanish, Ole flew 633 hops, carried 961 passengers and There was a moment of exasperated silence, then Bowen logged 63 hrs. 45 min. on the Swallow. Impressive figures said, "I'll pay you back wages," a bit more quietly. The by any measure but, as Ole was to say years later, "It was message had been delivered. only the beginning."

~~~~~~~~~~~~~~--~~~~~~~. '~ Ole in Swallow over Jamestown, NO. 8 APRIL 1984 The soggy Swallow after it was retrieved from the Missouri River near Sanish, NO.

The Swallow served well until the spring of 1928. At BIG JIM that time Ed Canfield, from nearby Fullerton, stopped by The office was rather unpretentious. A pleasant but Jamestown with his new Travel Air 2000. Ole and his businesslike girl greeted Ole from behind a desk. He pre­ friends were wide-eyed. As good as the Swallow had looked sented Jim Bowen's check for $2900, and she completed the previous year, the Travel Air was a "decided improve­ the paperwork. Ole then signed for Bowen, the purchaser, ment." It had a solid, streamlined look, and the quality of and the young lady signed for the Travel Air Company. workmanship was excellent. The fuselage ,was a rich blue, Her name was Miller - Olive Ann Miller, later to become the wings silver, and it had a "very nice paint job." Jim Mrs. Walter Beech. Bowen was so impressed that he went back to his office and ordered one. Ole went to Wichita to pick up the new Travel Air at the factory. The trip from Jamestown was a day-and­ night-long ride by Greyhound ... tedious, but inexpensive. Ole knew most of the drivers on the Jamestown run and rode the entire way for free. He was on the factory flight line in the morning. A half dozen or so identical blue and silver biplanes were lined up; Ole was directed to No. 6006. There was no introduc­ tion. No proferred help. The Travel Air people simply showed him the plane, filled the tanks (at Ole's expense) and he was off for North Dakota. He was in Jamestown by suppertime. The Travel Air was an immediate sensation with the small aviation community in Jamestown. Ruff flew it, and so did a friend, John Carlson. There was more to this airplane than its good looks. It flew like a dream. Ruff had been flying for John Carlson since his break with Jim Bowen the year before. John was a big likable farm boy from South Dakota who had met Ruff and Ole while flying at Ferney. He shared their Swedish heritage, and the three were fast friends. John's Standard had pro­ vided Ruff with a barnstorming mount the previous year and now, in the Spring of '28, he had just taken delivery of a new Monocoupe. But the intoxicating new biplane drew yet another into its spell. John decided to replace the Monocoupe, and ordered a Travel Air. Ole promptly made a modification to the Travel Air that was to make his life in the air more comfortable. Three years of OX-5 exhaust was enough. He had exten­ John Carlson's Velie Monocupe. sions welded on to route the exhaust down below the lower VINTAGE AIRPLANE 9 I (

John, Ole and Ruff and the two Travel Air 2000s.

John Carlson, Ole Anderson and Ruff Swanson at Jamestown, Jim Bowen and passengers. The Travel Air sports advertising NO. as did the Swallow.

Ole and the new blue and silver Travel Air 2000 as it came from the factory in 1928.6006 is the registration number assigned by the CAA. 10 APRIL 1984 sweeping letters, was the name of the soft drink - BIG JIM. John's Travel Air, number 6276, was soon ready, and Ole was dispatched for the ferry flight from the factory. This time on the way home he stopped for a visit in Woon­ socket, South Dakota. His visit was somewhat longer than planned, and it was late afternoon when he was again airborne northward. He flew for about a halfan hour, and then noticed a cloud deck forming ~neath him. It was getting dark below, but there was still light up where he was which lured him on a bit longer. As the sun reached the horizon it became obvious that he had stayed up there too long. It was darker below than he had realized. A bright spot from city lights appeared on the cloud deck below. Ole circled the brightness, then started a slow let-down a short distance from its perimeter. The cloud layer was not very thick, which was fortunate, but the darkness below was startling. It was virtually impossible to see which fields were suitable for a landing. As he cir­ cled the town hoping for a glimpse of a field he saw the silhouette of a straw stack against the lighted background of the town. He sighted in on the stack, and lined up for a landing close beside it, surmising that it was positioned in the middle of a stubble field. He was correct, and the new Travel Air rolled to an unimpeded stop after a smooth landing. He guessed from his time in the air that he was in Redfield, South Dakota but after all the circling he had no idea which side of town he was on. He hailed a ride from a passing car, and his first words to the dumb­ founded driver were "What side of town am Ion?". He wanted to know which direction to go in the morning to find his airplane! The three Swedes often barnstormed together in the two Travel Airs during the Summer of 1928. It was an even more successful season than the previous year. They had learned their craft well, and they flew the best planes available. The season ended with not so much as a scratch on either airplane, nor any harrowing tales to remember. Ole and the Travel Air. Note downward extension to exhaust But the open-cockpit barnstorming era was drawing to pipe. The black book in Ole's shirt pocket is his pilot log. The a close even as it came into its own. 1928 was the last year lettering on the engine cowl promotes a soft drink called "Big Ole barnstormed with helmet and goggles, and his face in Jim". the wind. There were some sophisticated cabin airplanes available now, and these attracted a more sophisticated wings. The extensions proved to be very effective, and owner. The following year Ole was to fly for such an owner served another purpose as well; the ride was quieter for in the comfort ofan enclosed cabin, and wear a dress shirt both pilot and passengers. and tie. But now it was time for a pause. When the flying Not one to let an extra buck slip by, Jim Bowen sold activity spun down for the year, he stayed in Jamestown. advertising to local merchants to be displayed on the side He spent the winter of 1928-1929 there enjoying the slow ofhis new airplane. Most were repeat subscribers from the pace of the season. He had earned a rest. previous year's advertising on the fuselage ofthe Swallow, Author's postscripts: The quotes in the paragraph of but he also added an important new one. He extracted a Ole's first view of a Travel Air are his. And lest any Swal­ premium fee from the local soft drink bottler to advertise low fans take umbrage, Ole still ends his description of his product on both sides of the OX-5 cowl. The sign the Travel Air with" - but still, nobody could run down painter paid a visit to the flying field, and when he left the Swallow". The statistics regarding number of hops, most of the visible side area of the Travel Air was covered passengers, flight time, etc. are taken directly from the with advertising. And emblazoned on the cowl, in bold breastpocket logs Ole kept as he barnstormed.•

Ale NEWS ... Bob has organized a telephone network among chapter (Continued from Page 4) members to get last minute news concerning chapter ac­ CHAPTER 11 OUTING tivities to all members. The system is working beautifully. Antique/Classic Division Chapter 11 does more than just hold meetings in the dead of winter. Program Chair­ man Bob Lumley reports that the group's February activ­ BUCKER JUNGMANN ity was a scheduled fly-out from Capital Airport at Brook­ field, Wisconsin to Oshkosh for lunch and a tour through 50th ANNIVERSARY the new EAA Museum. Plans are underway to celebrate this historic occasion In spite of below IFR weather on February 12, a group on April 28-29, 1984 with the "First West Coast Bucker of 28 met at the airport and headed north in a caravan of Fly-In" at the Santa Paula, California Airport. For infor­ autos. After a great Sunday brunch in the Wittman Field mation contact Joe Krybus, 350 Princeton Street, Santa Terminal Building they proceeded to the Museum for an Paula, California 93060. Phone 805/515-4602 or 805/525­ afternoon of photography and hangar flying. 8764. (Continued on Page 20) VINTAGE AIRPLANE 11 HOOK FIELD ­ THE WEDEKINDS ­

By Shawnee Lee Culbertson AND AERONCA

(JR Wedekind Collection) 1942 - George "Pappy" Wedekind and the Waco VKS-7, NC17700, SIN 4620 in which he gave instrument instruction to over 90 students including many who became pilots for the military and American Airlines. This Waco is currently owned by John R. Bussard (EAA 76773, AlC 3170) of Ringoes, NJ.

Sixty years is a pretty long time, a whole lot of people, This year, 1984, marks the 60th anniversary of Hook and many more changes. That's the story of Hook Field. Field. And in true Wedekind fashion, the occasion will be Change, that is. And time and people. marked by a wingding ofan event, June 10, at Hook Field. My first official acquaintance with Hook Field at Where else? Tentative plans call for hot air balloons, Middletown, Ohio was 10 years ago, in the summer of World War II aircraft, and airplane rides. Other plans are 1974 when Hook Field became 50 years old. in the making. A lot of things happened in that heated summer, but But back to the point. Which is, after all, telling how for the sake of this story, I'll deal with Hook Field, its it all came about. The legacy began in 1924, with the late 50th, and how it all came to be. George "Pappy" Wedekind. Pappy was a tall and distin­ You can't really talk about Hook Field without talking guished bulldog of a man. He had just finished up a tour about the Wedekinds, and Aeronca, Inc. Everyone knows with the U.S. Army's 34th Aero Squadron where he passed it. So right here and now, I give fair warning: The follow­ the days of World War I as an aircraft inspector. ing is a story of three key forces, the airport, Wedekinds, After the war, Pappy bought two Curtiss Jennies. In and Aeronca. those days, he was flying off the old Sam Farnsworth farm, 12 APRIL 1984 sprawling farm, bordered on two sides by the Great Miami River, was little more than a cow pasture. In fact, Farnsworth had operated a ferret farm on the site for years. Pappy, who had been living in Hamilton, moved to the Farnsworth farmhouse to begin full-time flying ac­ tivities. From that time on, things changed fast. The Wolverton and Smith farms, adjoining the Farnsworth property, were also acquired by the develop­ ment group. And by 1926, the Palmco Oil Company of Middletown was keeping a three-place biplane at the field. By 1928, the Mason-Dixon Airways of Cincinnati, operat­ ing a flight from Cincinnati to Toledo and Detroit, would pick passengers up in Middletown ·if a diamond-shaped wood structure - painted yellow on one side and green on the other, was placed yellow-side-up on the field. With (JR Wedekind Collection) no radio, the yellow side, visible from the air, was the only One of Pappy Wedekind's first airplanes, photographed in 1924 means of alerting the pilot to stop for passengers. at Middletown, OH. The lower wings of this Curtiss Jenny have been replaced with a set of uppers, giving the plane four ailer­ Palmco Oil was the first company to keep its plane on ons and additional wing area. The added area made it possible the field, recalled George "JR" Wedekind, Jr., Pappy's only to carry two passengers instead of one - an important feature child. Today, says Wedekind, Armco is the only corpora­ for barnstormers. Note the three-bay configuration and lack of tion to have an aviation facility on the field. With two king posts. instrument landing systems, as well as a visual glide path system (PLAS!), Hook Field is ''just sitting there waiting for local corporations to operate facilities out of here," adds on the west edge oftown, taking the braver folk for Sunday Wedekind. rides. He charged passengers a dollar a minute. When The story continues. Two years after Mason-Dixon times got tougher the price went down to $5 for a 15-min­ began its service to Middletown, in 1930, the Wedekind­ ute ride, and later to $3 per ride. He was as tenacious as Schmidlapp Flying Service was organized to operate the hell about aviation. airport property. The group purchased, in 1932, the Queen "Wedekind scraped and maneuvered to develop public City Flying Service, then located at Lunken Airport in opinion with flying instruction courses and annual air­ Cincinnati. Pappy continued to operate the Lunken and man's outings," wrote the late Alice Lloyd Lawler ofPappy Middletown businesses. (Queen City was sold in 1961, but in a 1940 article in the Middletown Journal, describing Pappy continued to handle its operations until 1962.) His the insistent. way Pappy pursued such t)1ings. son, JR, took over the Middletown portion of the Queen In 1925, the story goes, a group of Middletown civic City operation. JR continues this job today. leaders, bird-dogged too long by a tenacious Pappy and Land improvements, primarily to solve drainage prob­ now filled with grandiose ideas for aviation, organized lems, were accomplished in 1935 with funds provided by Middletown Airport Park, Inc. Those men - David E. the federal Works Project Administration. Five years later Harlan, president of Crystal Tissue; J. A. Aull, president the city of Middletown purchased the airpark. ofSorg Paper; William O. Barnitz, president ofthe Barnitz Meanwhile, a company known as Aeronautical Corpo­ Bank; Charles R. Hook, vice president ofArmco Steel Cor­ ration (Aeronca), based at Lunken Airport in Cincinnati poration (now Armco, Inc.); and George M. Verity, presi­ near the Ohio River, was periodically suffering losses from dent of Armco, developed the airfield by borrowing money damages incurred when the river overflowed its banks. to buy the 185-acre Farnsworth farm. At that time, the Severe losses from the 1937 flood compelled company rep­

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(JR Wedekind Collection) (JR Wedekind Collection) Circa 1922 - photo of Clarence Chamberlin (top coat with hel­ L-R: Alvin Wilson, Ivan Dennis, Edward Kistner, Ada Wedekind met) which he autographed over 50 years later. George "Pappy" (JR's mother), Marion Wetzel, Charles Root, and Bob Moran in Wedekind is shown wearing helmet and goggles. Aircraft is a 1936 at the Wedekind's hangar. The 1935 Aeronca C-3 is Sperry Messenger with 64 hp Lawrance L-2 at the Middletown NC14643, SIN A529 and is currently reported to be in the Seattle, Airport. WA area. VINTAGE AIRPLANE 13 resentatives to look elsewhere for a company site. This Pappy died in April of 1982, but JR continues where would eventually lead to a permanent tie between Hook his father left off, managing Hook Field and actively par­ Field and Aeronca. But more about that next month. ticipating in numerous aviation organizations, including It was in 1940 that Pappy started a civilian pilot train­ a full-time position as executive director of the Dayton ing program in cooperation with Miami University in Ox­ International Airshow and Trade Exposition, held annu­ ford, Ohio. This became the War Training Service for the ally in Dayton, Ohio. U.S. Navy. During the war years, the Air Transport Com­ mand of the U.S. Army Corps used the field as a night training facility. In 1948 a master plan was made for controlled develop­ ment of the airport. The federal government funded 50 percent of the cost and increased land area with the con­ struction of three marked sod runways. Middletown Municipal Airport officially became Hook Field on May 18, 1949, in honor of Armco board chairman Charles Hook. The name change was announced on the eve of a recognition dinner where tribute was paid to Hook for his 50th year in the steel business and for his work in Middletown and the nation. Field lights on the northeast-southwest runway and a rotating beacon were installed in 1950 and 1951. Area industries funded a non-directional radio beacon in 1957. This provided an instrument approach facility to be used in bad weather. Engineering plans for construction of a hangar for Armco were made in 1959 and in 1960, construction began. It was completed in the fall of 1961 at a cost of over $250,000. A 5,100-foot paved northeast-southwest strip was com­ pleted in 1961 when the Middletown Area Chamber of (Roger L. Miller Collection) Commerce helped in arranging financing. Armco donated George Wedekind, Jr., better known as JR, in his Dad's, George "Pappy" Wedekind's Hisso powered Model 7 Waco. JR is the $70,000 and loaned over $100,000, interest free. The run­ manager of Hook Field Airport, Middletown, Ohio, President of way was extended to 6,100 feet in 1971. Wedekind Aircraft, Inc., and Executive Director of the Dayton Sometime around 1962, an airport committee was International Air Show. formed to act as a quasi-airport board. A paved taxiway was added that year too. Also about that time, in 1962, JR formed Wedekind Aircraft, Inc. and purchased the Middletown operations of Queen City Flying Service. The Hook Field story, says Wedekind, leaning back in For the second time in history, the Middletown opera­ his chair, is not about anyone individual, but the airport tions of Queen City was owned by a Wedekind. In 1966 as a whole. "How it's grown. And the fact that the people JR built a hangar. using it, through federal and local gasoline taxes, have Today, in addition to the hard-surface runway, Hook paid for the maintenance and continuance of the airport. Field continues to support a top-quality 3,100-foot sod "This airport has never been a drain on the public," strip. finishes Wedekind. It's been a long time since I covered that 50th anniver­ sary. I asked for that story and I remember it yet: So many faces, so many memories. Old and yellowed newspaper clippings, brittle with age, tucked away in so many forgot­ ten corners. Four men that I interviewed have since passed away: Sol Schneider, remembered as the first man to crash an airplane at the local field; Homer Mitchell, an old-timer who glowed when recalling his barnstormer days; Jim 'Murph' Murphy, an Aeronca engineer who died before his time; and Pappy, the silver-haired man that started it all.

Shawnee Lee Culbertson is an award-winning aviation journalist who is currently employed as Director, Public Affairs/Communications, Dayton International Airshow and Trade Expositon. She and husband Mark live in Mor­ row, Ohio. They are licensed pilots and own a Cessna 170B. Coinciding with the 60th anniversary celebration of (Roger L. Miller Collection) Hook Field, the Aeronca Clubs will again host an Aeronca The Waco 7 after it had been sold and was in need of much Fly-In at Hook Field, Middletown, Ohio, June 8-10, 1984. repair. JR is the boy on the right while his dog "Pal" is on the left. The men are Delbert Averdick and Oran Farnsworth, who Details will be announced in next month's THE VINTAGE along with Delbert's brother George owned the airplane. The AIRPLANE, along with an article about the Aeronca com­ picture was taken at the Middletown Airport which is partly pany located at Hook ... G.R.C. made up of Oran's family's farm. 14 APRIL 1984 observers, the press (who were finally able to see the ship), (Part 2 of 2 Parts) Walter Beech, Herb Rawdon and Walter Burnham. Clark adjusted his parachute and climbed into the tiny By Ed Phillips open cockpit. He was already familiar with the location of (EAA 124038, NC 7505) instruments and controls. It was time to go. He signalled 1125 So. 160 E. the mechanic to start the Wright. Wichita, KS 67230 425 hp thundered into life. Nine short, stubby exhaust stacks bellowed their song in staccato harmony. The whole ship shuddered. Bracing wires quivered. Even the Kansas Burnham and Rawdon were pleased with the com­ sod echoed the power of the "R". Clarence taxiied across pleted ship, and propeller calculations were made and the the field into take-off position. He checked controls, mag­ unit ordered. Only two weeks remained before the Cleve­ netos and was ready to unleash the R-100 at last. land races, and the "R" was being painted while awaiting Visibility over the nose was poor, but that was to be its propeller. expected. Rawdon and Burnham had told Clark that the William Hauselman performed the spray paint honors, tail would come up quickly and forward vision on take-off giving the R-100 a red overall color, with the wings, hori­ would be excellent. zontal stabilizer and vertical stabilizer leading edges scal­ Slowly Clark 2 fed throttle to the Wright radial. He loped in black, along with the forward fuselage. The fuse­ eased power up to the stop and was pressed hard against lage scallop was carried aft in the form of black accent the seat back. Acceleration was fantastic! The little ship stripes outlined in mint green border, the stripes ending gathered speed so fast Clarence eased the stick forward at the empennage. and the tail popped up just as the engineers said it would. Wheel fairings also got the redlblack color scheme, The "R" was ready to fly and Clark eased back a trifle with the gear "N" struts, forward cabane strut and NACA more on the stick. She was airborne and still accelerating cowl receiving only black. Department of Commerce number R614K appeared in black on the upper right wing and lower left wing. When the propeller arrived and was mounted, the "R" was ready for her maiden flight. Carl Burnham didn't have the cowl completed, so initial test flights would be flown without the unit. Although this disappointed Raw­ don, he knew the level flight airspeed would approach 185 mph, and the addition of the cowl was expected to add 20 mph more to top speed. August 18, 1929 I would witness the beginning of a legend. As Clarence Clark went to work at Travel Air that morning he knew the day was going to be exciting. Clark had been with the company since fall of 1925, and had already test flown over 700 Travel Air ships. But the "R" would be different. It was built for speed, not modified for it. The experimental crew had worked all through Friday night to ready the racer for flight. Final adjustments and finishing touches were completed and Rawdon's "mystery NR1313 serial number R-2004, went to The Texas Company in July, 1930. A 300 hp R-975 Wright radial powered the ship, but ship" stood silently on the Travel Air flight line. this was later changed to a specially modified 465 hp Wright It was all up to Clarence Clark now. His skill would radial. This engine was installed after Franks Hawks' accident soon guide the sleek scarlet speedster into the Kansas at Travel Air Field in July. This view shows the airplane in its skies and nearly a year ofhard work would be vindicated. original livery, with light grey fuselage and vermillion scallop As n~on hour approached, the field was populated with treatment. Wings were solid vermillion. VINTAGE AIRPLANE 15 very fast. Holding about 100 feet altitude, Clarence let the in Atlanta. Clark gave Davis all the assistance he could airspeed build higher. Then, to everyone's horror, the "R" to help him get familiar with the "R". Several flights were pitched down steeply without ·warning. Nerves went wild! flown and Doug felt very comfortable in the racer. Clark was going to crash! The Travel Air team departed Wichita on Sunday, Au­ But the Travel Air's chief test pilot was just dipping gust 25, 1929, with R614K, R613K (the Chevrolair-pow­ low to "get the feel" of the ship. He quickly recovered from ered sister ship flown by Clarence Clark). Rawdon and the dive, checked full throttle and hauled back on the Beech accompanied the duo in a Model 6000 monoplane. stick. Such aerial maneuvering showed how much confi­ Upon arrival at Cleveland, the two ships were rolled dence Clark had in the ship, her designers and the into a hangar and closely guarded. Both "R"'s were occa­ craftsman who built her. Clarence leveled off at the top of sionally visible to onlookers, but were roped off to discour­ his climb and proceeded to the flight test area. age the curious. Very little information was released to For over 20 minutes he checked slow flight handling, the press by Beech. The public got their first look at the stalls, turning stability and most important, top speed. "R" on August 30th, three days before the big race, Event Indicated airspeed at full throttle was 185 mph. Rawdon Number 26 on the race program. and Burnham had done their homework well! The military was there. And they had a "hot" ship, too. The "R" handled beautifully. Very little adjusting A Curtiss "Hawk", designated XP-3A had been modified would be required to make her perfect in the air. Clark by the Army with NACA cowl, large fairing tub along the headed back for Travel Air Field, and set up his final fuselage and a Pratt & Whitney radial engine of 450 hp. approach to the grass runway. About 90 mph worked well Captain R. G. Breene would pilot the XP-3A, while the on final until the field was made, then a slip for good Navy's Curtiss entry, also slicked up for speed, was flown visibility and airspeed was reduced to 70 mph. Transition by Lieutenant Commander J. J . Clark. It looked like the from the slip to landing flare was smooth and easy, the military boys were going to have it their way again .. . touchdown graceful. just go out there and blast by the competition. Clark taxied back to the factory hangar area and shut The "Goliaths" of speed didn't realize it yet, but little down the mighty radial. Rawdon, Burnham and Beech "David" had come to do battle - and he traded his were right there with an avalanche ofquestions. Clarence slingshot for monoplane wings and his five smooth stones just smiled. That was all the three men needed to know. for 425 hp! Walter Beech was so happy that he could hardly restrain At last Event Number 26 was ready to begin. It was a his enthusiasm. No doubt he was already thinking about 50 mile race around a marked pylon course. By 2 p.m. on the glory this ship could garner for the company. Labor Day afternoon all competitors were lined up and Further tests over the next few days continued to verify ready to go. Doug Davis sat in R614K, the Wichita racer's the excellent performance expected of the design. 12 to 14 scarlet scheme catching everyone's eye. The Wright idled test flights were run before departure for Cleveland. With nervously. Captain Breene and Lieutenant Clark were the completed cowl in place, Clark recorded 225 mph! It close by, their eager mounts quivering with power, four was more than Rawdon had hoped for, but there was a other ships stood ready, too. problem. On the speed run aerodynamic forces caused the Suddenly the air was filled with the cacophony of en­ cowl to impact the propeller blades, and only four fasteners gines at full throttle. The race was on! Breene jumped into retained the unit as Clarence eased back to the field and the lead. Davis and Clark were very close behind. The landed I 2. A fix was quickly found by increasing the grandstands were reverberating with cheering crowds. strength of the fasteners, and there were no more prob­ Davis took the pylons high, about 300 feet, and held lems. R614K was groomed in the factory for her trip to his altitude during the turns. Breene dove on each pylon, Cleveland, and the only part ofher missing was the pilot. and it became apparent on the first lap that the duel be­ Clarence Clark would have liked to have flown the tween biplane and monoplane, between military and com­ ship in the races, but Walter Beech chose Doug Davis of mercial designs, settled squarely on Davis vs. Breene. Atlanta, Georgia for the job. This was no reflection on On one lap Davis thought he had cut inside a pylon Clark's ability. Beech had no doubt that Clarence could and recircled it to avoid the mandatory disqualification. be competitive, but Davis was lighter and he had more He lost much precious time, as he was leading Breene who experience in closed course pylon racing. was pushing the Curtiss for all she was worth. Beech and Davis had been friends for years and Doug But the "R" was fast. Davis firewalled the Wright and was a very successful Travel Air dealer at Candler Field remained ahead to the finish. He was clocked at 208.69

(Courtesy Beech Aircraft Corporation and U.S. Air Force) The victor and the vanquished. Travel Air's Model " R" stands triumphant over its Army XP-3A opponent in the 1929 Thompson Free-For-All event. Curtiss ship had 450 hp "Wasp", venturi cowl, revised windscreen, all clearly visible in this view. Note the large fairing along forward fuselage used to streamline bulky radial to the Hawk airframe. 16 APRIL 1984 (Courtesy Earle Sayre) R614K with NACA cowl installed prior to leaving for Cleveland. Overall color is red, with black scallop treatment on forward fuselage, stabilizers and wing leading edges, outline with mint green borders. mph on his fastest lap, and completed the race with an After the Cleveland races were over, R614K was flown average speed of 194.96 mph and an elapsed time of just to Wichita and given a rest and refurbishment. She was over 14 minutes. "Goliath" had fallen hard, but he was polished to a high sheen in preparation for a flying tour. down. As Davis taxiied in, the aviation world took a long, Clark took her to Sioux Falls, South Dakota and won. He hard look at the state of American military aviation. took her to Tulsa, Oklahoma and won again. Victory was A Kansas company, in existence only five years, had sweet for Travel Air and Walter Beech. designed, built and flown to victory a commercial airplane A racing license was issued to expire March 1, 1930. that had, for the first time, defeated a military machine Doug Davis flew the "R" from New York to Atlanta in 4 in competition. The dominance of military aviation had hours and 30 minutes. Another record flight for the "mys­ come to an end, but the legend of the "R" was just begin­ tery ship". After four months of promotional flying, Cur­ ning. tiss-Wright obtained the racer for additional demonstra­ Walter Beech went around to the military camp collect­ tion work in January, 1930. The Great Depression was ing some wagers he had made prior to the Thompson hitting the aviation industry very hard, and the champion event. Stopping by the Army and Navy areas, Beech had of Travel Air was called upon to do her part for the good a twinkle in his eye and a grin on his face as he collected of the combine. Travel Air had been absorbed by the from his debtors. merger of Curtiss and Wright Aeronautical in August, 1929. Herb Rawdon had succeeded. His concept of a racing Another racing license was issued to expire in Sep­ airplane had excited the aviation world, and laid to rest tember, but after hard months of flying the ship met with the old ways and ideologies of the biplane. The military an accident at Des Moines on August 28, 1930. Damage would be back in 1930, but armed with a monoplane. to the wings and landing gear forced Curtiss-Wright to store the speedster until a decision was made as to her fate. Walter Hunter now entered the scene. He purchased the Travel Air in June of 1931 and was granted a racing license to expire September 1, 1932, after Hunter had com­ pleted repairs and modifications. This work was done by Parks Air College of St. Louis. Two more fuel tanks were installed, a full vision canopy replaced the open cockpit and the fuselage lines were altered very slightly. 3 The Wright engine from the Hunter Brother's endur­ ance Stinson SM-1 was used. A new color ofblack fuselage and orange wings with accent stripes was applied. The airplane was flown without a cowl for test flights, but Hunter had Rawdon and Burnham construct another NACA unit for use on the ship. He flew the "R" to Wichita where the cowl was installed and the racer given a good inspection. From Travel Air Field Walter Hunter pointed the R­ 100's nose east to Teterboro, New Jersey. Wright (Courtesy Newman Wadlow) Newman Wadlow taxies the Italian "Rn out for a test flight, July, Aeronautical installed a special, high-performance 600 hp 1931. Commander Sbneradori never flew ship for acceptance radial that barely fit inside the new cowl. After some test­ due to Illness. He watched from the ground and was more than ing Hunter headed west to enter the airplane in the 1931 satisfied with performance. Bendix race. VINTAGE AIRPLANE 17 (Courtesy Beech Aircraft Corp.) James Haizlip poses beside the third "R", serial number R-2003. Shell Oil Company ordered the ship soon after the Cleveland races, and took delivery in March, 1930. Overall color was yellow with red scallop treatment on wings and stabilizers. The racer was wrecked in 1931 and Jimmy Doolittle bought the remains and had Parks Air College rebuild it, using some of Doolittle's own aeronautical refinements. It crashed on a test flight when flutter tore off the ailerons, but Doolittle bailed out safely. The Shell "R" was the first to receive new four-piece cowl deSign, which greatly simplified fabrication of this essen­ tial part. Texaco's "R" and the Italian ship also had this improvement.

He arrived at Los Angeles safely, but had made fuel stops at St. Louis, Amarillo and Albuquerque, his proposed fuel stops on the way to Cleveland, finish point of the Bendix. Hunter knew the fuel crews at these stops, and he par­ ticularly depended on the Amarillo boys for fast service. At Los Angeles testing continued with the intent of get­ ting the propeller pitch setting correct for maximum thrust. Eight entrants awaited the start of the Bendix on Sep­ tember 4th, and Walter Hunter was ofT and winging his way east in the "R". Jimmy Doolittle was in the air, too, and both men knew they had fast ships. Doolittle's Laird Super Solution and Hunter's Travel Air could make the race faster than the competition, but they didn't have the range and endurance of the competing Lockheed Altairs, Orions and the single Vega. South of Terre Haute, Indiana the Wright gave trouble and Hunter landed in a field. The engine caught fire on the ground but the flames were extinguished with minor damage. Two new magnetos were fitted by a Wright mechanic and Hunter took ofT for Cleveland, out of the Bendix (won by Doolittle) but still in contention for the Thompson race. On arrival at Cleveland and after making adjustments, Hunter took ofT to fly the pylon course to familiarize him­ self with the setup. It was early in the morning on Sep­ tember 6th, and the grandstands were virtually empty. Suddenly the engine failed, and Hunter 'changed fuel tanks. Next thing he knew the cockpit was in flames! He was less than 400 feet high, but Hunter climbed slightly. In the struggle to unstrap himself to bailout, the "R" pitched down, throwing Walter Hunter out with burned hands and face. His parachute opened and he hit the ground not far away from the wrecked Travel Air. The ship didn't burn, but it was severely damaged. In the same arena where the "R" had burst upon the American aviation scene in 1929, she now rested in silence, a broken reminder of the glory days. Her graceful form would never again excite the eyes and emotions of those who witnessed her flights. The racer had the long-span wings installed during Walter Hunter's ownership. The short-span wings had been used in the 1929 Cleveland race. The empennage of the R-100 remains today in the Staggerwing Museum at Tullahoma, Tennessee, where an exact replica ofthe "mys­ (Courtesy Ted Cochran) tery ship" is under construction by museum foundation Color of NR1313 was changed to red and white with broad width stripe configuration, shown in this view of Frank Hawks and the members' rebuilt "R". Three fuel tanks were built into the fuselage of R­ Herb Rawdon's racer left a legacy of design superiority 2003,2004 and 2005, giving total capacity of 109 gallons. Hawks that was quickly copied and adopted by other manufac­ set over 200 records with NR1313.lt hangs today in the Chicago (Continued on Page 21) Museum of Science and Industry. 18 APRIL 1984 .-­MYSTERY PLANE __ By George Hardie Aircraft designers have long sought to develop the truly safe airplane. Be­ ginning with the Guggenheim Safe Aircraft Contest in 1927-29, won by the Curtiss "Tanager", interest in the problem has continued to this day. Notable efforts have been the McDon­ nell "Doodlebug" in 1929; the STOL (short take-ofT and landing) types in the late 1930's and early 1940's - the Fieseler "Storch", Bellanca YO-50 and Ryan YO-51 and the Bollinger­ Koppen "Helioplane" in 1949.

This month's Mystery Plane is tion on the cowl were the center wing another mysterious unknown. The had been. The fuselage is very similar photo was taken by Art Schmidt of to the S-3 unit. Milwaukee, Wisconsin at Machesney "The wings have a great deal of Airport north of Rockford, Illinois in similarity to those used on a IN-4. 1939. Evidently this was another Roy felt sure they were built espe­ attempt to improve performance and cially for this plane. The rudder is a safety of operation. Nothing is known total departure from Curtiss standard as to designer/builder, nor owner or design for this era. Roy stated the en­ purpose. Answers submitted will be gine was a Curtiss V-2 and was the published in THE VINTAGE only one he ever saw. On this basis he side by moving the rear legs aft to ter­ AIRPLANE for July 1984. surmised that the ship was rebuilt minate in line with the wing trailing The Mystery Plane featured in the from the triplane solely as a means edge instead of the tripe's leading January, 1984 issue of THE VIN­ for testing and refining the engine." edge; and the triplane wings aban­ TAGE AIRPLANE still remains John Clark of Pasadena, California doned in favor of what appears to be somewhat of a mystery. Ted Businger confirms this as follows: shortened-span (single bay) Standard of Willow Springs, Missouri, who "The Mystery Plane in the January, J-1 biplane wings and rigging, includ­ knew Roy Russell personally, recalls: 1984 issue is a modification of the ing ailerons." "The photograph was taken at Cur­ 1916-17 Curtiss S-3 "Scout" pursuit Paul Rizzo of East Meadow, New tiss Field, Long Island at the time Roy of which only four were built and de­ York thought it might be a biplane and his parents were working for Cur­ livered in 1917. The original airplane designed and built by Dan Brimm, an tiss on the NC boats. Roy felt that it was powered with a Curtiss OXX-2 of engineer for the Ireland Aircraft Co . was a Curtiss experimental type, but 100 hp and was an equal-span tri­ at one time. The study of the photo failed to pursue the matter at that plane. The photo appears to show the seems to support the evaluation by date. We speculated that it was a re­ S-3 modified as follows: Rudder of Messrs. Businger and Clark, how­ build of the Curtiss S-3 "Scout" tri­ original span but increased chord; ever. Any further comment will be plane, on the basis of the repair sec­ landing gear of larger 'vee' on each welcome . •

POBER PIXIE - VW powered parasol - unlimited in low-cost pleasure flying. Big, roomy cockpit for the over CLASSIFIED ADS six foot pilot. VW power insures hard to beat 3% gph at cruise setting. 15 large instruction sheets. Plans - $45.00. Regular type, 50¢ per word; Bold Face, 55¢ per word; ALL CAPS, Info Pack - $4.00. Send check or money order to: ACRO 60¢ per word. Rate covers one insertion, one issue; minimum SPORT, INC., Box 462, Hales Corners, WI 53130. 414/ charge, $8.00. Classified ads payable in advance, cash with order. 425-4860. Send ad with payment to Advertising Department, The VINTAGE AIRPLANE, P.O. Box 2591, Oshkosh, WI 54903. FL V-IN, Wilbur Wright Memorial Birthday Fly-In, April ACRO SPORT - Single place biplane capable of un­ 13-15, 1984 at Wright Brothers National Memorial, First limited aerobatics. 23 sheets of clear, easy to follow plans, Flight Airstrip, Kill Devil Hill, North Carolina. Awards, includes nearly 100 isometrical drawings, photos and banquet, fly for fun. Sponsored by the National Park Ser­ exploded views. Complete parts and materials list. Full vice and EAA Chapter 339. Contact Steve Thomas 804/ size wing drawings. Plans plus 88 page Builder's Manual 463-0617. - $60.00. Info Pack - $4.00. Super Acro Sport Wing Drawing - $15.00. Send check or money order to: ACRO J-3 Replica % scale LM-2, single place, wood construction, SPORT, INC., Box 462, Hales Corners, WI 53130. 414/ detachable wings, empty 345, 30 HP Cuyuna, cruise 65, 425-4860. 160 page construction manual $95.00 from Light Minia­ ture Aircraft, 13815 NW 19th Ave., Opa-Locka, FL 33054, ACRO II - The new 2-place aerobatic trainer and sport 305/681-4068. Kits from Wicks Aircraft Supply. biplane. 20 pages of easy to follow, detailed plans. Com­ plete with isometric drawings, photos, exploded views. 1929 HEATH SUPER Parasol, 40 hp Continental or 27 Plans - $85.00. Info Pac - $4.00. Send check or money hp Henderson, Ceconite covering, excellent condition. order to: ACRO SPORT, INC., P.O. Box 462, Hales Cor­ Completely rebuilt cost over $12,000.00, make offer. ners, WI 53130. 414/425-4860. Mr. Dorcas, 419/241-4261.

VINTAGE AIRPLANE 19 CALENDAR OF EVENTS APRIL 7 & 8 - CONROE, TEXAS - Chapter 302 Annual Fly-in at the County JUNE 3 - DEKALB, ILLINOIS - EAA Chapter 241 Annual Fly-In/Drive-In Airport. Food, fun and prizes as usual; all welcome. Contact Wally Tuttle Breakfast. 7 a.m. to noon. DeKalb Municipal Airport. Contact: Gerry Thorn­ 713/363-4059. hill , P. O. Box 125, Hampshire, IL 60140, 312/683-2781. APRIL 13-15 - KILL DEVIL HILL, NORTH CAROLINA - Wilbur Wright JUNE 3 - CADIZ, OHIO - 5th Annual Fly-lnlDrive-ln breakfast at Harrison Memorial Birthday Fly-In, Wright Brothers National Memorial First Fly County Airport starting at 8 a.m. Airshow in p.m. co-sponsored by E. F. Airstrip. Awards, banquet, fly for fun. Sponsored by National Park Service Aircraft Services and Harrison County Airport Authority. For information and EAA Chapter 339. Contact: Steve Thomas - 804/463-0617. call 614/942-8313. APRIL 14-15 - WASHINGTON , DC - 3rd Annual Tour of National Air & JUNE 8-9 - TULSA, OKLAHOMA - 1st Annual Spartan Alumni Fly-in at Space Museum and Paul E. Garber facility. Sponsored by EAA Chapter International Business Aircraft, Inc., Tulsa International Airport. All Spartan 4, Inc. Dinner with speaker of note. Limited to 200. Contact Bernie aircraft owners are especially invited. Contact: Karla Morrow or Vern Foltz Meserole, 15216 Manor Lake Drive, Rockville, MD 20853, 301 /460-8207. at Spartan Alumni Office, P.O. Box 51133, Tulsa, OK 74151 . JUNE 8-10 - MIDDLETOWN, OHIO - Aeronca Fly-In. Again with tours, APRIL 26-29 - SEDONA, ARIZONA - International Cessna 195 Club West­ banquet on Saturday night with speakers and aircraft judging awards. ern Regional Fly-In. Contact Dr. W. W. Rogers, 5716 N. 19th Ave., Contact: Jim Thompson, Box 102, Roberts IL 60962, Phone 217/395-2522. Phoenix, AZ 85015, 602/249-1616 days, 248-0782 evenings. JUNE 8-10 - DENTON, TEXAS - Texas Chapter Antique Airplane Associ­ MAY 4-6 - BURLINGTON, NORTH CAROLINA - EAA Antique/Classit: ation 1984 Fly-In at Denton Airport. For information contact Ralph & Bonnie Chapter 3 Fly-In. Antiques, Classics, Homebuilts and Warbirds welcome. Stahl, Box 115-X, Roanoke, TX 76262, 817/430-8589. Old films on Friday and awards banquet on Saturday. Contact: Espie JUNE 15-17 - PAULS VALLEY, OKLAHOMA - Antique Airplane Association Joyce, P. O. Box 88, Madison, NC 27025. Day: 919/427-0216; evening: - Greater Oklahoma City Chapter Fly-In. Contact: Luke Reddout, Rt. 2, 919/427-0374. Box 269, Newcastle, OK 73065 or Dick Fournier, Rt. 3, Box 82, Wellston, MAY 18-20 - COLUMBIA, CALIFORNIA - 8th Annual Continental Luscombe OK 74881 . Assoc. Fly-In. Contests. Forums by Luscombe Company alumni. Hope to JUNE 15-17 - OSHKOSH, WISCONSIN - 3rd Annual EAA Ultralight Con­ have over 100 Luscombes attending. Contact: Loren Bump, 5736 Esmar vention. Contact EAA Headquarters for information, Wittman Airfield, Osh­ Rd , Ceres, CA 95307. kosh, WI 54903-2591 , 414/426-4800. MAY 18-20 - HAYWARD, CALIFORNIA - Hayward to Las Vegas Air Race. JUNE 22-24 - TOPEKA, KANSAS - 4th Annual EAA Chapter 313 SKY FUN Proficiency air race with no handicap. Student pilots welcome. Factory-built Fly-In at Phillip Billard Airport (no radio - see NOTAMS). Early bird ham­ antique and experimental aircraft capable of flying to Las Vegas in seven burger fry (free) 6-7 p.m. Friday. Contests, Fly-bys, judging and awards hours welcome. $500 cash prize. Contact Hayward Air Race Committee, banquet Saturday. Trophies awarded in ultralight, antique/classic, home­ 20301 Skywest Drive, Hayward, CA 94541 or call Lou Chianese at 415/ built, warbird, and craftmanship classes. Contact: Keven Drewelow 913/ 581-2345, ext. 5285. 272-4916 or Andy Walker 913/685-3228. MAY 19-20 - CHINO, CALIFORNIA - 5th Annual Air Museum Air Display. JUNE 28-30 - RUTH, CALIFORNIA - Meyer's Aircraft Owner's Annual Fly-In 1984 theme is: "Salute to U.S. Marine Aviation." Pappy Boyington and a at Flying Double A Ranch. Attending will be OTWs - 145s - 200s - and the dozen-plus Corsairs will be there. Contact The Air Museum, Planes of Turbo Prop Interceptor 400. Contact. David l. Hallstrom, P.O. Box 4280, Fame, WW II, Cal-Aero Field, 7000 Merrill Avenue, Chino, CA 91710. Scottsdale, AZ 85260. 714/597-3514. JUNE 30-JULY 1 - DAYTON, OHIO - Morane Airport. Luscombe Associa­ MAY 19 - HAMPTON, NEW HAMPSHIRE - 8th Annual Aviation Flea Market tion Fly-In. Bus trips to Air Force Museum for early arrivals on Friday and at Hampton Airfield. (Rain date Sunday, May 20th) Fly in, drive in, bring possibly Saturday. Forums and camping facilities. Motels nearby. Contact: your junk! Buyers and sellers welcome. No fees. Anylhing aviation related John Bright, 436 Stuart St. , Kalamazoo, MI 49007. 616/344-0958. OK. Food available from 11 :00 a.m. to 5:00 p.m. Contact 603/964-6749 JUNE 28 - JULY 1 - HAMILTON, OHIO - 25th Annual National Waco or evenings 603/964-6632. Reunion. Contact National Waco Club, 700 Hill Ave., Hamilton, OH 45015. MAY 25-27 - ATCHISON, KANSAS - 18th Annual Fly-In sponsored by JULY 6-8 - MINDEN, NEBRASKA - 8th Annual National Stinson Club Fly-In. Greater Kansas City Area Chapter of Antique Airplane Association at Contact: George Leamy, 117 Lanford Road, Spartanburg, SC 29301 , Amelia Earhart Airport in Atchison. Pot-luck dinner Friday, Awards banquet phone 803/576-9698. Saturday. Accommodations available at Benedictine College, motels and JULY 6-8 - ALLIANCE, OHIO - 12th Annual Taylorcraft Fly-In/Reunion at camping. 80 and 100 octane fuel available. For information contact Lynn Barber airport, 3 miles north of Alliance. Factory tours, forums, and many Wendl, Fly-In Chairman, 8902 Pflumm, Lenexa, KS 66215, 913/888-7544 other activities. Contact: Bruce Bixler, at 216/823-9748. or John Krekovich, President, 7801 Lowell, Overland Park, KS 66214, JULY 27-28 - COFFEYVILLE, KANSAS - 7th Annual Funk Aircraft Owners 913/648-1279. Association Fly-In. For information contact: Ray Pahls, President, 454 S. MAY 28 - PT. PLEASANT, WEST VIRGINIA - 2nd Annual Memorial Day Summitlawn, Wichita, KS 67209. Fly-in, Drive-in Breakfast, Mason County Airport. Sponsored by the West JULY 28 - AUGUST 4 - OSHKOSH, WISCONSIN - 32nd Annual Fly-In Virginia 99's. Serving begins at 8:00 a.m. Contact: Lois A. Fida, #308 N. Convention. Start making your plans now to attend the World's Greatest York St. , Wheeling, W. VA 26003. Aviation Event. Contact EAA, Wittman Airfield, Oshkosh, WI 54903-2591 , JUNE 1, 2, & 3 - MERCED, CALIFORNIA - 27th Annual Merced West 414/426-4800. Coast Antique Fly-In. Merced Municipal Airport. Fabulous air show Satur­ AUGUST 6-10 - FOND DU LAC, WISCONSIN - Fifteenth Annuallnterna­ day and Sunday. Free transportation to Castle Air Museum. Contact: Dee tional Aerobatic Club Championships and Convention. Contact EAA Head­ Humann, Registration Chairman, Merced West Coast Antique Fly-In, P. quarters for information. Wittman Airfield, Oshkosh, WI 54903-2591, 414/ O. Box 2312, Merced, CA 95344 or phone 209/358-3487. 426-4800.

THE AVIATOR'S STILL Ale NEWS ... (Continued from Page 11) COMING TO TOWN Plans for the EAA and EAA Aviation Foundation promotion in conjunction with the opening of the new AUTO FUEL TESTING FOR MGM film THE A VIATOR are progressing well. Details FOUR MORE AIRCRAFT of the program are being developed and should be avail­ able for release in May's THE VINTAGE AIRPLANE. Harry Zeisloft, EAA's Director of Research and De­ velopment, reports the EAA Aviation Foundation will be flying four aircraft to the Phoenix, Arizona area early this CUB CLUB FORMING April to further the auto fuel program. The aircraft in­ John Bright and John Bergeson are starting a Cub clude a Cessna 172ILycoming 0-320, Piper PA-28-140/ Club for owners and fans of E-2, J-2, J-3, PAolI, PA-18, Lycoming 0-320, Ercoupe 415C/Continental C-85 and J-4, L-4 and J-5 aircraft. Six newsletters will be published Beech Bonanza G-35/Continental E-225-8. annually with an emphasis on technical and historical This area was chosen so the testing can be ac­ information. The club will sponsor fly-ins and forums and complished with actual ambient temperatures near the also have such merchandise available as patches, decals, 100° mark. EAA's goal is to obtain FAA approval for the caps, T-shirts, and belt buckles. Dues are $10 per year and use of auto fuel in these aircraft prior to the 1984 Conven­ the club will be in full operation by April 1, 1984. For tion at Oshkosh. Watch these pages for updates on the information contact John Bergeson, Cub Club, P.O. Box program. 2002, Mt. Pleasant, Michigan 48858. 5171773-3436 .• 20 APRIL 1984 The last "Mystery Ship" built was serial number R-2005, sold to Italy in July, 1931. L. G. Larsen is shown piloting the ship on a test flight. Newman Wadlow also shared flight test duties with Larsen. Given Department of Commerce number 11717 for ex­ port purposes, the airplane was accepted by Commander Paulo Sbernadori for the Italian government. It was disassembled and crated, then shipped to Italy where it served as a technical speci­ men for study by the Italians. 300 hp Wright engine shows clearly with one of cowling segments removed in second photo­ graph. Note arrangement of exhaust stacks, paint stripes car­ ried into firewall area. Ultimate fate of the Italian "R" is unknown. (Courtesy Carl Burnham)

MYSTERY SHIP ... (Continued from Page 18) turers. Even Wall Street recognized the greatness of the Travel Air. It referred to it as "that bullish feature of the Travel Air Company". A total of five Model R-IOO ships were built by Travel Classic owners! Air, with number three going to Shell Oil Company, number four to the Texas Company and number five to Interior looking shabby? the Italian Air Ministry. Only number four and number ~ two (the original Chevrolair ship) exist today. They are symbols of a once-proud company and the men who made a dream come true. (1) Wichita Eagle newspaper, August 20, 1929 issue. (2) Interview with Clarence E. Clark, 1981. (3) Correspondence with Jack and Pauline Winthrop. Mrs. Win­ throp is Walter Hunter's niece. Mr. Hunter was very aware of the importance the Model R-IOO had in American aviation history. Finish it right with an He died on 10/17/83. Also see article about Hunter and NR614K airtex interior on page 6 of the February 1983 issue of THE VINTAGE AIRPLANE. Complete interior assemblies for dO-it-yourself installation. (4) The Staggerwing Museum Foundation and Mr. Dub Yar­ brough, correspondence and personal visitation, 1980 . • Custom Quality at economical prices. • Cushion upholstery sets • Wall panel sets • Headliners ] • Carpet sets [EA~ i • Baggage compartment sets ~ FOUNDATION ______... • Firewall covers • Seat Slings FLYING AND GLIDER MANUALS • Recover envelopes and dopes 1929 - 1930 - 1931 - 1932 - 1933 Free Catalog of complete product line. Fabric Selection Guide Price: $2.50 ea. ppd. showing actual sample colors and styles of materials: $3.00. SEND CHECK OR MONEY ORDER TO: EAA A VIA TION FOUNDATION, INC. WITTMAN AIRFIELD ­ airtex products, in:' OSHKOSH, WI 54903-3065 259 Lower Morrisville Rd., Dept. VA Allow 4-6 Weeks for Delivery Fallsington, PA 19054 (215) 295-4115 Wisconsin Residents Include 5% Sales Tax STITS POLY-FIBER

• IS THE WORLD'S ONLY COMPLETE FABRIC COVERING SYSTEM APPROVED BY FAA UNDER AN STC AND &iDiD. MANUFACTURED UNDER AN FAA-PMA. • WILL NOT SUPPORT COMBUSTION. LOG BOOKS • WITH POLY-FIBER FINISHES, WILL NEVER RINGWORM, CHECK OR PEEL. NEW AND REVISED FOR ... Pilots: EM Pilot Log Book $2.95 ppd. • IS THE LIGHTEST COVERING METHOD APPROVED UNDER AN FAA-STC. Aircraft Owners and Builders: EM Amateur Built Aircraft • IS THE MOST ECONOMICAL, CONSIDERING THE YEARS Log Book ...... $2.95 ppd . OF TROUBLE FREE SERVICE. EM Propeller (or Rotor) Log Book ...... $2.95 ppd . EM Engine and Reduction Drive Log Book ...... $2.95 ppd. Ultralight Owners and Operators: • SAMPLE OF OUR NEW HIGH STRENGTH, LIGHT WEIGHT, EAA Ultralight Pilot's Log and SMOOTH FABRIC STYLES, WOVEN FROM SECOND Achievement Record $2.95 ppd. GENERATION POLYESTER FILAMENT. EM Ultralight Engine and • NEW 68 PAGE MANUAL #1, REVISION 13, WITH DETAILED Aircraft Log ...... $2.95 ppd. INSTRUCTIONS FOR FABRIC COVERING, REFINISHING Also Now Available: FABRIC SURFACES, AND PAINTING AIRCRAFT FOR CAM-18 (Reprint of early CORROSION CONTROL. CM Manual) ...... $6.95 ppd. Amateur-Built Aircraft Service and • LATEST CATALOG AND DISTRIBUTOR LIST. Maintenance Manual $5.95 ppd. Order From: EAA Wittman Airfield Oshkosh, WI 54903-2591 Phone 414/426-4800 Include payment with order - Wise. residents add 5% sales tax Allow 4-6 weeks for delivery

~~LIV~ IRe WL()~~ ~~A 01 AVIATI()~

Jacket - unlined tan poplin with gold and white braid trim. Knit waist and cuffs, zipper front and slash pockets. Antique/ Classic logo patch on chest. Sizes - XS through XL ...... $28.95 ppd Cap - pale gold mesh with contrasting blue bill, trimmed with gold braid. Antique/ Classic logo patch on crown of cap. Sizes - M and L (adjustable rear band) ...... $ 6.25 ppd Antlque/Clasllc Patches 7 Large - 4Y2" across ...... $ 1.75 ppd Small- 3V..' across ...... $ 1.75 ppd AntIque/Claslic Decals ­ 4" across (shown left) ...... $ .75 ppd

Available Back Issues of The VINTAGE AIRPLANE 1973 - March through December 1974 - February through November 1975 - January through December 1976 - February through June, August through December 1977 - January through December 1978 - January through March, May, August, October through December 1979 - February through December Send check to: 1980 - January, March through July, September through December EAA Antlaue/CIBsslc Division, Inc. 1981 - January through December WlttmBn Airfield, Oshkosh, WI 54903-2591 1982 - January through March, May through December Allow 4-6 Weeks for Delivery 1983 - January, March through December Wisconsin Residents Include 5% Sales Tax 1984 - January, February, March Per Issue ...... $1.25 ppd Lindbergh Commemorative Issue (July 1977) ...... $1.50 ppd 22 APRIL 1984 THE JOURNA L OF THE EARLY AEROPLANE SAMPLE ISSUE $4 15 CRESCENT RD. POUGHKEEPSIE, N.Y. 12601

Good News for Owners of Cessna* Aircraft With Engines Approved for 80 Octane Avgas AUTO FUEL 'S It's Exciting! AVAILABLE It's for Everyone! (Another Example of the EAA Aviation Foundation Working for You!) See this priceless collection of rare. historically significant air­ Faced with potential aviation fuel shortages and rising avgas costs. the craft. all imaginatively displayed EAA Aviation Foundation embarked on an extensive research program to evaluate the suitability of unleaded regular auto gasoline for aircraft in the world's largest. most mod­ approved for the use of 80 octane avgas. The STC·s. which permit the em sport aviation museum. Enjoy use of less costly. readily available unleaded auto gasoline. are now the many educational displays available from the EAA Aviation Foundation. By taking advantage of the and audio-visual presentations. STC. thousands of Cessna owners can now afford to fly more often. Join Stop Dy - here's something the their growing ranks today and experience a direct reduction in operating entire family will enjoy. Just costs and maintenance costs over using 100 LL avgas. The STC 's cost minutes away! only 50¢ per hp - (Example: 85 hp - $42.50; 230 hp - $115 .00). HOURS Non-EAA members add $15.00 to th is total. 8:30 to 5:00 p.m. In its quest to make aviation more affordable. the EM Aviation Foundation Monday thru Saturday intends to continue its auto fuel test program on other aircraft - including 11:00 a.m. to 5:00 p.rn. low wing types. Join EAA - $25.00 annually - get your STC at the Sundays special member rate. and support the organization which is making Closed Easter, Thanksgiving. Christmas aviation more economical for you. and New Years Day (Guided group tour For more information phone the EAA Auto Fuel Research [}epartment arrangements must be made two weeks at 414/ 426-4800 extension 3033. in advance). CONVENIENT LOCATION The EAA Aviation Center is located on Wittman Field, Oshkosh. Wis. - just off Highway 41. Going North Exit Hwy. 26 or 44. Going South Exit Hwy. 44 and follow signs. For fly-ins - free bus from Basler FI ight Service.

Wittman Airfield Oshkosh, WI 54903-3065 EA~ Phone: 414/426-4800 Ext. 3033 ~ FOUNDATION Wittman Airfield 'Includes Cessna 12 0. 140. 140A. 150. 150A thru M . 18 0, 180A thru J. 18 2, 182A th ru P Oshkosh, WI 54903-3065 Continental engines 40 thru 100 h.p. and 230 h.p . 414-426-4800

VINTAGE AIRPLANE 23 Sport Aviation's Premier Events - Be There!

Plan now to attend these two great i nternationally-acclai med aviation events featuring flight forums, aviation workshops, fly-bys, aerial demonstrations, exciting exhibits at the world's most complete aviation showplace - visit the new EAA Aviation Center - be a part of the FREEDOM OF FLIGHT.

Co-sponsored by EAA and the EAA Aviation Foundation

'he 0 . ce . .. \W~~ irn/J nlYelfe Y.get\~f\ EP>.P>. \l h ortant d nt Of it . ~. \e \l\\{a\\9~~: ey.C\\\~~esS\O~~S' C/~':s~b~ilts .~lfelo/Jrnse~~~ fOr new ~ ",{\"\e \l\\'\t1'~\"\\b\~\0f\Sgef\ \0 a\\ ~\f\a\ed ~~~ ...... rni/~taircraft ~ ~arbirds ~ In alfiatioand \ot\lt1'S, e f\d ~t\y., 0 t'l0f\e \a~at~e\9\a technOI ary fIY~by, . aerobat: . antiqUen ... . \"\\ Gta f\d e"e EP>.P>. ~f\0~\ Ogy' s ... N IC dern and \~~a\e':'t~\~",{\"\e 9te:~0 tea\\'I J 0 INTHE ASA aero~:strations . \"\\ \\\9 e09\e Pace ;~\~\0\\"\e9 EAA ULTRALIGHT ASSOCIATION ... $25.00 per year. ($15.00 for EAA members) Become a part of the organization that makes things happen! For more information write or call EAA ULTRALIGHT ASSOCIATION Wittman Airfield, Oshkosh, WI 54903-2591 (414) 426-4800