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THE PRESIDENT'S PAGE

By E. E. "Buck" Hilbert, President EAA Antique/Classic Division

"THAT SAME OLD QUESTION"

Over and over again. "Hey! that's an aerobatic airplane, ain't it?" How do you answer? Is it? If it's a Classic, it's twenty or more years old. If it's Antique, thirty. S'ure it'll do aero­batics, but what shape is it in structurally?

Are those old wires still o.k.? Is the old tubing and that engine mount sound? How old is that wood spar? What about those twenty-five year old wing and mount bolts? That aluminum skin? The spar fittings? We know we can take it, how about that old airplane?

With all FAA regulations satisfied, if you're still certain that all those pieces that hang in there to make up your airplane will do just that, then the answer has to be a very loud, proud AFFIRMATIVE! If there is the least doubt, then you use my line: "Heck, I only do that kinda stuff by mistake!" and then wait till you've had a chance to personally pull that bird down and make sure all those pieces are "RIGHT" ... Think about it.

The first person who can identify the designer of this aircraft can take his choice of an EAA publication (see page 15) . Send your (ha!) guesses to Jack Cox at EAA Headquarters.

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Ted Koston Photo

VOLUME 1 - NUMBER 4 MARCH 1973

TABLE OF CONTENTS

Chuck Klessig ... Wanderlust In A 1917 Standard... ... . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 The Wiley Post Biplane ... Jack Cox ........... .. .... .. ... ... ................... .. 7 Those Delightful Ultra-Lights ... Gene Chase ....... . .. ...... . .. ........ . ........... 10 Around The Antique-Classic World . ...... ... . .. .. ..... ..... . ... ........ . . .. .. .. ... . 12 EAA Air Museum News .. . .. . . .... ................ ........ .. .... . . . ... .. ....... .. .. "14 How To Join The Antique-Classic Division . .... ... .. ........ ............ .... . . .... . 14 Calendar of Events....... . .. .. .. . ............ . . .. .. ........ ...... . .... . .......... . 14

ON THE COVER .. . Chuck Klessig's 1917 Standard J-1. Photo by Ted Koston.

EDITORIAL STAFF Publisher - Paul H. Poberezny Editor - Jack Cox Assistant Editor - Gene Chase Assistant Editor - Golda Cox

BACK COVER - Clarence Chamberlin and the Bellanca "Columbia".

ANTIQUE AND CLASSIC DIVISION OFFICERS

PRESIDENT- VICE PRESIDENT E, E. HILBERT J. R. NIELANDER, JR. 8102 LEECH RD. P. O. BOX 2464 UNION, ILLINOIS 60180 FT. LAUDERDALE, FLA. 33303

SECRETARY TREASURER RICHARD WAGNER NICK REZICH BOX 181 4213 CENTERVILLE RD. LYONS, WIS. 53148 ROCKFORD, ILL. 61102

DIVISION EXECUTIVE SECRETARY DOROTHY CHASE, EAA HEADQUARTERS

Postmaster: Send Form 3579 to Antique Classic Aircraft, Inc., Box 229, Hales Corners, Wisconsin 53130

Copyright © 1973 Antique Classic Aircraft, Inc. All Rights Reserved.

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(Ted Koston Photo)

Chuck Klessig ... Wanderlust In A 1917 Standard

By Lawrence Gehrlein (EAA 15158)

Thermal G. Ranch Gliderport RFD 4, Hamot Road

Waterford, Pennsylvania 16441

Chuck Klessig to me is a Homebuilder's Classic. To know Chuck is an enriching experience in this age of strife and the struggle for most people trying to find their thing to do.

lt all happened in the winter of 1971 when Grayce, my good wife, and I were chasing the sun in the good ole south via Winnabago Motor Home.

As I muse and look back, it was inevitable that we would cross paths with Chuck in Tucson, Arizona at Ryan Field. In our travels we had been hearing this name "Chuck Klessig" and the story of the fabulous Standard J-1 he was rebuilding.

Grayce and I drove our Motor Home onto Ryan Field on a bright sunshining day - to be exact, February 9, 1971. We parked just outside of EAA Chapter 81's very own hangar. As I walked into the hangar, there was a fel­low very much engrossed in splicing the flying wires for a Standard J-1. Yes, I was about to meet Chuck Klessig, and a week later as we again hit the road, with Chuck waving good-bye, I knew then that I had just spent a most profitable week which enriched my life in every way.

Chuck Klessig, the man, was born sixty one years ago and he hails from Galesburg, North Dakota. His past reads somewhat like a story book. In the depression year of 1930 Chuck soloed a Wllco 9 and this started him out in a life long involvement with flying and flying machines. In 1942 Chuck crossed the border into Canada and joined up with the Royal Air Force Transport Command. He served there until 194 7 when he again took up his civilian

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life. You can well imagine the stories of the war years ­Chuck sure has a bag full of them. The most refresh­ing thing about them is that they are all about flying and not flying bullets and killing.

After mustering out of the Canadian Transport Com­mand, Chuck was once again at loose ends, so, the trail to flying adventure again beckoned. He soon landed a job delivering a Norseman to South America, and while in Argentina, South America he taught students the rudi­ments of flying, his one big love.

After about a year in South America, he joined up with the Department of Agriculture in the U. S. A. Aid Program, and the next few years were spent in Africa and the Middle East teaching the natives how to spray crops with airplanes. As far as Chuck is concerned, how would you spray crops but with an airplane?

After the U. S. A. Aid Program was completed, Chuck decided to take the next few years a little slower, so he spent three years on foot looking for the Lost Dutchman gold mine - you might say looking for Pie in the Sky. Chuck came out of this foot sore and with empty pockets - but with a new hobby. Along with flying, he is now a rock hound.

In 1965 Chuck got around to gliding, and in one year he built and flew a beautiful BG-12 sailplane. Anyone else would have taken at least four years to build a BG­12, but not Chuck - he got with it and finished up in one year.

When Chuck first soloed back in 1930, he discovered a Standard J-1 sitting under a cotton tree. He was inter­ested and through the years sent many antiquers out to look at the old ship. But the ravages of time had taken their toll, and no one took up the challenge to rebuild it.

After Chuck built the BG-12, he was again at loose ends. Not one to be idle for long, he started dreaming of flying to the 1971 EAA Fly-In in a brand new Standard J-1 airplane. This is all he needs - a dream - and the wheels are set in motion! Out to the farm and the old cotton wood tree, and there it is, the old Standard IN-1 fuselage still more or less intact. All the wood was rotted but 90% of all the metal fittings were o.k. To Chuck this was a most valuable find. The N-number was 947 and it was built in New Jersey during the year 1917, with Serial Number 2434.

' So now Chuck again went to work with the deter­mination and grit that only another homebuilder would know about and appreciate.

He had no wings, so, he had to start from scratch. Fortunately, the Air Force Museum was good enough to loan him a complete set of drawings, which resulted in near perfect and original wings and fuselage. His next move was to find and buy Curtiss OXX-6 engine. This done, he spent the next summer in rebuilding it. As win­ter approached Chuck took his camp truck and pulled a trailer loaded with an OXX-6 engine, parts and tools, etc., and headed for Tucson, Arizona, Ryan Field and -his new-found friends in EAA Chapter 81. The winter weather in Arizona is fine and he is able to build to his heart's content.

It is at this point that our paths crossed and I had

TOP. Charlie and his passenger show up as shadows on the side of the Standard 's clear doped fuselage.

(Dick Stouffer Photo)

(Ted Koston Photo)

BOTTOM. Detail of the Standard 's tail feathers. Yep, that's a gen-U-ine tailskid!

the honor to help dismantle the J-1 to get it ready for covering. With all his work (and we all know what work­ing to a deadline is!) he still had time to spend showing me how to splice wire cable.

For one week my good wife did needle work, patiently waiting for my interlude with Chuck Klessig to' come to an end. As I finish writing this, I remember the evening Chuck showed us the violin he made and the wonderful music he played on it. I wondered then what new ad­ventures awaited this versatile and interesting man. I know now that he did, indeed, make it to Oshkosh ­from Tucson to Wisconsin in 10 days and 42 hours of flying time! I know he took home a raft of trophies and awards, plus the ad~iration of all the EAAers. In the winter of 1971-72 Chuck and the Standard became movie stars - if you look closely at some of the com­mercials on T.V. you may see them reliving the days of yesteryear.

In 1972, Chuck and the Standard made the long flight eastward once again, landing at Oshkosh after more air­time crossing the country than modern jets take to circle the globe. It's a sure bet, however, that the folks in their aluminum tubes with the tiny peep hole view of Mother Earth never get to know what a beautiful planet we live on like Chuck does from the rear hole of that 46 year old flying machine.

The last word we have on ole Chuck is that he is near­ing completion of a Pitts . .. guess he has discovered aerobatics!

So, Chuck Klessig, - wherever you are - good luck with that Pitts ... and if you are still on the trail of the Lost Dutchman, I hope you stub a toe on a gold nugget as big as a grapefruit!

(Oshkosh Daily Northwestern Photo)

Charlie Klessig , a truly intrepid aviator.

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CHUCK KLESSIG ... (Ted Koston Photo)

LEFT. So you think youngsters today are "tuned out" concerning helmet and goggles aviation? Look again at those admiring glances!

(Lawrence Gehrlein Photo)

BELOW. At this stage Chuck had a long way to go be­fore he and the Standard would slip the surly bonds of earth.

(Photo Courtesy Author)

ABOVE. Believe it or not, this is what Chuck had to start with to restore his Standard J-1 . It always takes money, patience and skill to restore any antique ... in this case, it also took just plain guts!

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THE WILEY POST BIPLANE

By Jack Cox

The building of replicas of antique aircraft is grow­ing by leaps and bounds. A lot of mail received at EAA Headquarters is from members inquiring about the availability of plans for some old bird from aviation's tender years. World War I fighter replicas - some scaled down and some full size - are so popular that various type clubs have sprung up like poppies in Flanders Fields. Movies like the Blue Max have spurred this build­ing activity so that a reasonable facsimile of the fight to defeat the Fokker Scourge could be easily recreated if all the World War I replicas could be assembled in a couple of fields a few miles apart.

More recently we have noted a trend toward building full sized replicas of more ordinary antiques - particu­larly the ultra-lights of the 1920s and 1930s. For in­stance, elsewhere in this issue you will read about Gene Chase's racy little Church Midwing which, technically, is a restoration, but required one heck of a lot of build­ing from scratch due to the condition of the "original". In a lot of cases, prospective owner/builders either can't find an original to restore, or else they can't afford what they locate. I don't have to elaborate on what has hap­pened to old airplane prices in recent years. At any rate, the result is that a lot of people are now building up their own Curtiss "Juniors", Heaths, Pietenpols, etc., mid we are getting inquiries on such birds as Velie Monocoupes, Kari Keen Coupes, Star Cavaliers and other low pow­ered jobs.

One old bird on which we can count on getting a let­ter or two a month is the Wiley Post biplane. EAA Head­quarters does not have any plans for this aircraft, so we refer everyone to the only person we know who owns one - Marion McClure of Bloomington, Illinois. (0. K., now you know who the culprits are, Marion!) Marion, in fact, owns two Wiley Posts - the only two known to exist of the 12 or 13 believed to have been built. There are rumors of a basket case in Florida and, if such things hold true to form, this article will result in a spate of let­ters telling us of a couple more hidden away in some barn or basement.

It is easy to understand the interest in the Wiley Post. It is a neat little side-by-side, open cockpit biplane that was so simple in structure that no homebuilder or ex­perienced restorer would have a great deal of trouble whipping one out. It was powered with a converted Model A engine that, along with the airframe, was type certifi­cated. This brings up an important point. The Wiley Post received Approved Type Certificate No. 561 which means that Marion McClure can restore his two birds, NC13957 and NC13961, license them in the Standard Category, and fly with no restrictions . .. unless for some reason he has a crying need to land at Chicago O'Hare. Then he would need radio, transponder, and an extra en­gine to power the generator to run all that garbage! For those who would build a replica, you will have to license your plane in the Experimental-Amateur-built Category. Unless you could somehow come up with an original Wiley Post Model A Ford conversion, you would have to go with an uncertified engine and fly the bird in an FAA-proscribed test area for 75 hours before you would be turned loose to come to Oshkosh to show off your handiwork. You purists would want to stick to the

Model A engine, of course, but it crosses this heretic's mind that the Chevrolet Vega (such as in Forrest Lov­ley's Pietenpol Scout - see SPORT AVIATION, No­vember 1972, page 31) would be a natural. From what Gene Chase tells me about his experiences with NC13961, the airplane could use the extra power. •

The Wiley Post A started life in the early 1930's as the Straughan Biplane. It was developed and initially produced in Wichita but the plant was eventually re­located in Oklahoma City where the name was changed to the Wiley Post A - hoping, quite naturally, to trade on the name of the famous Oklahoma aviator.

The Wiley Post was an amazingly light airplane. The airframe, minus Model A engine, weighed a mere 292 pounds. Mind you this was for a machine with two 28 foot wings and a length of 19 feet 81/2 inches. With an empty weight of 581 pounds, the airframe weighed just 3 pounds more than engine and prop! Gross weight was 998 pounds so, at least on paper, that left 417 pounds for fuel , oil, water, and skinny aviators.

The neatly cowled engine was accessible through hinged side panels held in place by suitcase-type fasteners.

(Photo by the late Tom Matthews) John Bouteller props his Wiley Post A.

(Photo by the late Tom Matthews)

John Bouteller of Tulsa Oklahoma in his Wiley Post, N13961, Serial Number 12. This picture was taken in February of 1962 shortly after the plane was restored . N13961 was subsequently sold to Marion McClure of Bloomington, Illinois.

The radiator was hung from the top wing between the front cabanes (see photos) so that the cowling had few drag inducing openings - all-in-all a rather clean nose for that period. The converted Model A was cruised at 1,700 rpms which produced a blazing 68 mph and if one twisted the "A's" tail so that 1,900 rpms - the redline ­were achieved, 78 mph was allegedly possible.

The Wiley Post's landing gear was a clean shock cord unit with nice fat air wheels to soak up the bumps and bounce out of gopher holes. The first Straughan is usually pictured in old magazines like Popular Aviation with the gear legs uncovered, but production models were fabric covered. The bird was completely devoid of such niceties as brakes and tailwheel - it was certified that way - which helped keep the originally adver­tised selling price down to $990.00 F. O. B. Wichita.

The construction of the airframe was typical for light­planes of the 30's - all-wood wing and steel tube fuse­lage, every bit cocooned in fabric and made pretty and slick by coats of the good kind of dope. The wings were very lightly built with no leading edge reinforcement other than a single nose stringer. The accompanying pictures show the spindly looking round tubing used for N-struts as well as the cabanes. This is one place where a few ounces of extra weight in the form of some balsa and fabric tape wrapping for streamlining should have been used . I shudder to think of the drag caused by those round tubes ... on, of all places, a low powered airplane.

Factory publicity releases claimed a rate of climb of 400 feet in the first minute and a landing speed of 28

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miles per hour. The service ceiling was listed as 10,000 feet and absolute ceiling was 12,500 feet. Fuel capacity was seven gallons which allowed for 140 miles range, headwinds notwithstanding. As a selling point, prospec­tive customers were told that one could easily land the lit­tle bird on a highway, taxi up to any ordinary filling sta­tion (remember when they were called that?), fill her up with auto gas ... and if any repairs were in order, just ring up your friendly Ford dealer and have him rush out some good cheap parts.

Merciful heavens, where did we go wrong??? The Wiley Post differed from most of its contemporary

open cockpit competitors in that it featured side-by-side seating. Dual controls were standard. Seating was such that one's head just barely protruded above the top of the fuselage and even then was shielded from the prop blast ... and hot water ... by a low, frameless wind­shield.

We have no idea whether copies of the factory draw­ings are still available for the Wiley Post A or not. We do know that Marion McClure is presently restoring N13957. Perhaps, while it is apart, some of you could rush to Bloomington and take some measurements and/ or detailed photos for use by the folks who are panting at the prospect of building their own. Barring that, you could do as Bob McCartney of Tulsa is doing. He is building his replica of the Wiley Post from Cleveland Model airplane plans - which were drawn from mea­surements of Marion's N13957!

WILEY POST . .

(Tom Matthews)

RIGHT. The Wiley Post looks like a model airplane - but it is for real, as is the C-97.

(Tom Matthews)

BELOW. While John Bouteller props the Model A engine , the reader can take a closer look at the surprisingly thin N­struts and cabane struts. Round struts are high drag producers. Also notice the ai ­leron gap seals made of thin aluminum sheet.

(EAA Archives)

ABOVE. Marion McClure's N13957 at an early Rockford EAA Fly-In . This plane is presently undergoing com­plete restoration .

(Dick Stouffer Photo)

LEFT. Marion and his Wiley Post in a spot landing contest.

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(Photo by Wayne Hamil'l) Gene Chase's 1928 Church Midwing .

THOSE DELIGHTFUL ULTRA-LIGHTS

By Gene R. Chase

Frequently I am asked how my 1928 Church Mid­wing flies. It flies like other low powered, ultra-light air­craft of the period. That's great, but this answer is mean­ingless to those who have nothing to relate it to.

The controls are responsive and very light, pressure­wise. It handles as nicely on the ground as any plane I've flown with a tail skid and no brakes. The plane is really a delight to fly, but this has not always been the case. In my attempt to be as authentic as possible with the restora­tion of the Church, I created some flight problems which have since been corrected. I'll explain these later.

The first Church aircraft was built in 1928 by Mr. James Church in Chicago, who converted a Heath Super Parasol into a midwing configuration. The fuselage con­struction was the bolted, wire-braced type. The fuselage on my Church is the same, which means that it is one of the very early models.

Therefore, I reasoned that with my authentic restora­tion I would experience some of the same sensations as Mr. Church did with his first flights. My reasoning may have been accurate, but my good judgement was not.

For example, no where could I find that the aileron gaps were sealed originally, so neither were mine. In this configuration the plane was extremely sluggish in all departments. The take off run was long, climb was very slow, and the glide very steep for such a light plane (367 Ibs. empty). In fact, I had to carry 2,000 rpms for the landing approach.

The aileron response was practically non-existent, particularly in right turns. (The Henderson engine turns anti-clockwise as viewed from the cockpit.) Because of this I would make no intentional right turns below traffic pattern altitude, especially after the following incident.

I was making a right hand pattern and turning from base onto final with a 15k, 300 right crosswind. Along the right side of the runway was a row of fairly tall trees, and as I turned into the area blanked by the tree row, I was unable to bring up the right wing with full left aileron and rudder. Also, the application of full power did not slow the descent.

Not until ground effect took over did the plane respond to my efforts in the cockpit, and I was able to land in a conventional manner rather than on the nose and a wing tip.

This experience convinced me that I had carried my "authenticity kick" far enough, and the plane did not fly again until the aileron gaps were sealed. This made all the difference in the world, and I would most-em­phatically recommend to anyone planning to restore a Church, Heath, or any comparable aircraft, that they seal the aileron gaps. These low powered planes need all the help they can get!

One thing that surprised me was the amount of wind in the cockpit while flying such a slow plane. It has no air speed indicator, but clocking the section lines shows a 60 mph cruise. The Church also has no wind­

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shield per se, but does have an effective "windshield cowling".

Another unique feature is the 1" gap between the lower wing surface and upper fuselage longeron. This is for downward visibility and is very helpful. But it is also the source of most of the breeze through the cock­pit.

The cockpit is quite snug and the way I fit into it, I have no trouble sealing this gap with my arms. This adds considerably to pilot comfort.

The plane would fly hands off, but this isn't practical because there is no other place to put one's hands, as

·long as they are in the cockpit. An occasional wa",e to a passing aviator is permissible, but this should be of short duration because it changes the plane's flight attitude.

Straight and level flight is a delicate balance be­tween pitch attitude and rpm. The slightest change in one makes a noticeable change in the oth~r. I hasten to add that these comments are not offered as criticisms but as characteristics that make the plane fun to fly.

About 1,600 rpm works well for the landing approach. This setting prevents rapid engine cooling and gives a nice rate of descent. I'm always careful to not lower the nose too much because both the air speed and engine rpm build up rapidly. \

Three point landings are easily made, and here again, I control rate of descent with power a ll the way to touch down.

The Church Midwing is t he only Henderson-powered plane I've flown, and I've always kept in mind the ad­vice offered me by men like Jim Church, Ray Hegy, and Bob Burge. They all said to stay close to the airport be­cause the Henderson had a habit of breaking prop shafts.

It happened to me and, fortunately, I was over the run­way making a fly-by and was able to land without inci­dent. I am now installing a newly-made prop shaft on which was turned a 3/16 " radius between the flange and shaft. This was the weak point on the originals as they contained no radius. I would strongly advise anyone planning to restore a Henderson-powered plane to re­place the original prop shaft a nd thus eliminate a most­likely failure.

I've always enjoyed flying vintage aircraft and par­ticularly the light planes. So it's little wonder that I have a special affection for the ultra-lights. The Church Mid­wing has afforded me many pleasurable moments fly­ing behind the smooth-running Henderson, and I would like to see more of the delightful ultra-lights fl ying.

(Photo by Ben Newby)

Gene Chase and the fabled Henderson engine . These converted motorcycle engi nes powered many early homebuilts.

(Pho to by Dick Stouffer) Church Midwing instrument panel. Top , altimeter; mid­dle, tachometer; bottom left to right, throttle, oil temperature, Choke (top), carb heat, push button mag switch, oil pressure .

CHURCH MIDWING

Wing Span .. ..... .... . . . . . ................... 26' 8" Length .. .. . . ... . . . .. . . . . ..... . . . . . .. . . . ... . . 16' 10" Height . . .. , . . .. . .... . . . . . ... . .... . ... . . . . .. . .. 4' 10" Empty Weight ... . .. ... . ...... . ..... . . . . .. .. 367 Ibs. Gross Weight .. .. . ....... . ... .. . . .. . . . . . .. . . 595 Ibs. Fuel Capacity . . ........ . . ... ... ..... .. .. .. . 4V2 gals. Oil Capacity . . . .. . . .. ... .. . . . . . . ..... .. . .... 6 quarts Cruise Speed . ..... .. . .. . ..... . ..... . ... .. .. 60 mph Landing Speed ... . . ... .. .. . .. . .. .... .. .. .. .. 28 mph Fuel Consumption . . . ... . ... .... .. ... . ..... .. . 2 gph

(Photo by Gene Chase)

The Church Midwing under restoration .

AROUND THE ANTIQUE/ CLASSIC WORLD HOUSTON CHAPTER

The Antique-Classic Division's newest Chapter has just been chartered in Houston, Texas. They are known as the Houston Antique Flyers and will hold meetings every fourth Sunday of each month at 2:00 P .M. at various airports in the Houston area. Officers for 1973 are:

President Vice President John B. Kane W. C. "Corky" Pyron Rt. 1, Box 12C 41 Bucan Cypress , Texas 77429 Houston, Texas 77022

Secretary Treasurer J. J. Paul Ken Dwight 1518 Ronson Rd. 12231 Perry Rd. Houston, Texas 77055 Houston, Texas 77070

We hope to have news of this group's activities and aircraft in forthcoming issues of The Vintage Air­plane.

THE SPEED BIRD John N. Denny, 1220 Sabal Drive, San Jose, Cali­

fornia 95133 writes: "I've been a member of EAA over 4 years and have never asked for help before, but I need it now. I am restoring one of the rarest planes on the West Coast, a one of a kind prototype of the old Bird Company called the "Speed Bird". It never reached pro­duction because of the Depression. My problem is with the engine. It originally had an 85 Le Blond - and needed more - so, I was happy when I found a 125 Warner. I have been overhauling the Warner in an Adult Educa­tion Aeronautics Class and have found that much of the valve train needs replacing. I need new exhaust valves, valve springs and guides. I have contacted Paul Dailey in Texas and a few other sources only to find that 125 Warner valves - especially exhaust valves - are virtual­ly non-existent. If I have to, I can make the guides, but really need those valves. Can someone help me get this rare airplane going again?"

THE SPEED BIRD (Photo Courtesy John Denny)

SKYRANGER CLUB R. A. "Zot" Barazzotto, 1604 Madison St. , Bellevue,

Nebraska 68005 writes: "I have a Commonwealth Sky­ranger 185 under restoration and I'm in the process of getting a second. Scott Carson of Federal Way, Wash­ington (State) has enough parts to build 3 Skyrangers and is well along on restoring his "Fleet". Together we formed an organization called SPARS (Society for the Preservation and Restoration of Skyrangers), to exchange information and, hopefully, keep a few Skyrangers fly­ing long into the future."

"Would you pass along the word to those who would be interested in receiving our newsletter?" (Edi tor: Consider it done, Zot!)

PIPER J-5A WANT J -5A Cub Cruiser needs airworthy left landing gear vee

No. 30452-00 and Left wing tank. Could use a copy of drawings showing installation of the optional gas tank and its plumbing. Kemper, 565 Fair St., Warwick, Rhode Island 02888.

AERONCA ENGINE WANTED

John P. Wood (EAA 64159), 3415 West 80th Street, Inglewood, California 90305 owns Aeronca K NC 19339. He needs an Aeronca E-113-C engine in good condition and/or a crankshaft for same. Also a dual mag set-up, and any other Aeronca K or E-113-C goodies are on his want list

EAA ANTIQUE/CLASSIC LIFE MEMBERS

Without any solicitation, three men have paid for Life Membership in the Antique-Classic Division. Frank Lang (EAA 30970, Antique-Classic Life Member 1), 11702 S. Center Dr., Lemont, Illinois 60439, Buck Hilbert. An­tique-Classic President (EAA 21, Antique-Classic Life Member 2), and John Turgyan (EAA 71313, Antique­Classic Life Member 3), 1530 Kuser Rd., Trenton, New Jersey 08619, are the men who have shown complete confidence in this new division of EAA - and have served notice to those who are responsible for the pub­lication that we have our work cut out for us!

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Buck is by now well known to all of you by virtue of his article on his Fleet in the January Vintage Air­plane. Frank Lang is a Chicago area antique and classic enthusiast of long standing. He is a real Swift buff and is active in Charlie Nelson's Swift Association. If any of you attend the National Swift Fly-In in May (see Calendar of Events) look Frank up and say howdy. John Turgyan is fast becoming the most widely traveled an­tiquer i,n the country. If you are holding a fly-in almost anywhere in the U. S., don't be surprised if a gleaming red Howard DGA-15P comes roaring in. John has been known to visit two fly-ins per weekend several hundred miles apart! You'll see him and the big red machine at Oshkosh.

Life Membership in the Antique-Classic Division is available for the same rates and payment schedule as in EAA - $225.00, payable in lump sum or in three an­nual installments of $80, $80, and $65.

PIPER FL V-IN EAA's Antique and Classic Division will hold its

first independent aviation activity on Sunday, June 3, 1973 at the Burlington Municipal Airport, Burlington, Wisconsin (25 miles S. W. of Milwaukee). This will be a fly-in/swap meet for owners of Piper aircraft from the E-2 to the PA-20 Pacer.

The Burlington airport is the site of the prop.osed new EAA HeadquarterslMuseum complex and has ample space for parking for aircraft and camping for those who want to fly or drive in early - or stay late. Appropriate recognition will be made for exemplary Pipers, various activities are planned, and anyone who has Piper parts are encouraged to bring them along so a great flea .. . er, Cub Market (?) can be set up.

So that we will have some idea of how many of you plan to attend, please drop us a card in the mail with your name, address, aircraft type and "N" number if you plan to be on hand June 3. Although the activities will center around Piper aircraft, all interested sport flyers are welcome. For further information contact EAA Headquarters.

A SPADE IS A SPADE! In response to Antique-Classic President Buck Hil­

bert's hilarious description of his trials and tribulations as a slave to a Fleet, (January The Vintage Airplane), his friend Bill Haselton (EAA 22608, Antique-Classic 91),1238 Catherwood, South Bend, Indiana 46552, writes this "stinging" rebuttal. (Note to Women's Libbers ­it's all in fun, we love all airplane nuts, Mr., Mrs. or Ms. )

"I'm rather disgusted with the attitude of some pilots. To get right to the heart of the matter and to call a spade a spade', I'm disgusted with Buck Hilbert.

In the January, 1973 issue of The Vintage Airplane he made the unforgiveable, unpardonable, and asinine mistake of calling his airplane a "him".

This misstatement is as unpardonable as calling the mass of metal that is used as a propulsive force on a vin­tage aircraft a "motor" instead of an engine. Any dunce knows that a motor uses electricity to make it turn while an honest-to-goodness engine is what is used to pull or push an aircraft. Now that I've gotten that off my chest and have cleared the air, let's get on with my diatribe against Buck for calling an airplane a "him".

At one of my chance meetings with Buck, he men­tioned that for a living he flew a DC-8 which was a "big mama".

Now, I submit that there is little basic difference be­tween a DC-8 and a Fleet. They both have wings, fuse­lage, and an engine, so why should one be called a "her" and the other a "him"?

It could be that Buck needs to go through psycho­analysis and , perhaps, the analyst would find that this is just a freudian slip. Analyzing it myself, it could be that Buck's mother was as big as a DC-8 and his father the size of a Fleet! Since the DC-8 serves to put bread on the table and a roof over his head, it could be that this is the role his mother played in his childhood. If this is true, as I have no doubt it is, then Buck's father was the Fleet and, therefore, the Fleet deserves to be called a "him", but only by Buck!

I submit that an aircraft is a her and should always be designated as such. Just look at the names that have been given to the planes we see at the annual conven­tion - Miss Los Angeles, Millie's Mink, Pretty Purple Puddy Tat (yes, cats can be female, and while a male is a "tom", a female is known as a "queen" which just goes to show that a female airplane is better than a male.)

Some planes have been given the name of the de­signer and I submit that this has been done in the name of the wife. Her last name is the same as his! I do know I would rather look at the designer's wives than at the de­signer. They're so much prettier!

I think an airplane is a pretty thing and since women are so much prettier than men, it just naturally follows that an airplane should be called a "her".

Look at all the things in everyday life that we tall "her". Boats, hurricanes (who ever heard of a himi­cane!), cars, trains, countries (Britain), and almost every mechanical thing that man uses is thought of as "her".

To this list I submit that we henceforth and forever call any and all airplanes "her", notwithstanding Buck Hilbert's ideas.

There are reasons for calling an aircraft a "her". Some of them are all of the following, all of them are some of the following, and all females are the following . .. cantankerous, moody, demanding, unpredictable (they unpredictably stall), obstinate (they won't start), a headache, need loving care, demand lots of attention, stubborn, get middle age spread (from adding new equip­ment), droop, need a face lift every 15 years, expensive, object of love, have to be babied, have to be waxed and polished like make-up, they stand out, have their own systems, have excess -baggage, are complex creatures, and they are top heavy. A man usually loves his airplane so it follows that a plane just has to be a "her".

If those reasons aren't enough to call an airplane a "her" instead of a "him" just write a note to Buck and get him to defend his use of the word.

In the meantime, I'm going back to the arms of my wife. There's no better place in the world."

EAA IN ACTION The FAA recently issued a Notice of Proposed Rule

Making (NPRM 72-35) which would make the legal VFR ceiling in uncontrolled airspace 1200 feet instead of the present 500 feet. The FAA has received some 300 pub­lic comments 90% of which were in opposition. EAA has also opposed the proposal on the grounds that the 500 foot legal VFR ceiling has served well in the past, and, if enacted, would reduce the flyable days per year by, perhaps, a month in total - thus making the light airplane even less utilitarian in nature. One EAA Chap­ter (166 in Hartford, Connecticut) has just submitted a petition containing the signatures of 1500 EAA members from around the country - 100% against. The closing date for comments was March 22, 1973.

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EAA AIR MUSEUM NEWS (Photo by Lee Fray) (Photo by Dick Stouffer)

"01' Number One", the very first Travel Air 1000/2000, is being restored, for permanent display in the EAA Air Museum. At the left above, Bob Ladd, kneeling, and Lou Poberezny put some finish­ing touches on the fuselage. At the right above is the rear cockpit instrument panel . The aircraft was donated to the Air Museum by Dave Jameson of Oshkosh, Wisconsin.

HOW TO JOIN THE ANTIQUE­CLASSIC DIVISION

Membership in the EAA Antique-Classic Division is open to all EAA members who have a special interest in the older aircraft that are a proud part of our aviation heritage. Membership in the An­tique-Classic Division is $10.00 per year which entitles one to 12 issues of The Vintage Airplane pub­lished monthly at EAA Headquarters. Each member will also receive a special Antique-Classic mem­bership card plus one additional card for one's spouse or other designated family member.

Membership in EAA is $15.00 per year which includes 12 issues of SPORT AVIATION. All membership correspondence should be addressed to: EAA, Box 229, Hales Corners, Wisconsin 53130.

CALENDAR OF EVENTS

MAY 4-6 - SANTEE, SOUTH CAROLINA - 5th Annual Spring Fly-In of Carolinas-Virginia EANAntique-Classic Chapter 395. Wings and Wheels Museum-Airport. Contact : Morton Lester, Box 3747, Mar­tinsville, Va. 24112.

MAY 4-6 - PASO ROBLES. CALIFORNIA - 3rd Ryan SC, St. PT Fly-In. Contact: T. D. Strum, 1570 Kensington Circle, Los Altos , Cal. 94022 - Rain Date : May 11-13.

MAY 18-20 - WATSONVILLE, CALIFORNIA - AnnuaIFly-ln . MAY 18-20 - CALLAWAY GARDENS, GEORGIA - Eastern 195 An­

nual Meeting . Business meeting followed b\' maintenance semi­nar. Family type affair. Contact : Bill Terrell , M. D., Rt. 2, Box 380, Hillsboro, Ohio 45133. (513) 393-4454.

MAY 20 - HARVARD, ILLINOIS - Dacy Airport, Antique Fly-In . Contact : Tom Lowe, 823 Kingston Lane, Crystal Lake, III. 60014.

MAY 25-28 - TULLAHOMA, TENNESSEE - Staggerwing Fly-In. Contact : W. E. " Dub" Yarbrough, Lannon Mfg ., Box 500, Tulla­homa, Tenn. 37388.

MAY 25-28 - GILBERTSVILLE, KENTUCKY - National '73 SWift Association Fly-In. Contact : Charlie Nelson, Swift ASSOCiation , Inc. , Box 644, Athens, Tenn . 37303.

MAY 26-28 - HAMILTON, OHIO - National Waco Fly-In . Hamilton , Ohio Airport . Banquet on Saturday night featuring Clayton Bruk­ner, President of the Waco Company, as guest speaker. Contact: National Waco Club, 2650 W. Alex.-Bellbrook Rd ., Dayton , Ohio 45459.

JUNE 1-3 - MERCED, CALIFORNIA - Annual Fly-In . Contact: An­tique Fly-In , P. O. Box 2312, Merced , Calif. 95340.

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JUNE 3 - BURLINGTON, WISCONSIN - Burlington Mun icipal Airport. Piper Fly-In/Swap Meet for Piper Aircraft from the E-2 to the PA-20 Pacer. Sponsored by EAA/Antique Classic Division. For further information contact EAA Headquarters.

JUNE 8-10 - DENTON, TEXAS - Denton Municipal Airport . 11th Annual Texas Antique Fly-In. Everyone welcome. Texas hospitality assured . Contact: Jack Winthrop, 3536 Whitehall Dr. , Dallas, Texas 75229.

JULY 21-22 - LA RUE, WISCONSIN - 5th Annual Antique Trans­portation Meet. Near world famous Baraboo, Wisconsin . Antiques only. Registration fee - $5.00. This is a fun meet. For information , contact Edward C. Wegner , 10 Stafford St., Plymouth , Wisc. 53073.

JULY 29-AUGUST 4 - OSHKOSH, WISCONSIN - 21st Annual EM International Fly-In Convention. Complete program and awards for antique and classic aircraft. World 's greatest aviation event.

AUGUST 10-12 - ARLINGTON, WASHINGTON - EANAntique Fly­In. Contact : Dick Baxter, 15845 8th N. E., Seattle, Wash. 98155. Phone 206/EM5-1657.

SEPTEMBER 28-30 - GASTONIA, NORTH CAROLINA - Gastonia Municipal Airport. Carolinas-Virginia Chapter 395 Annual Fall Fly-In. Contact Morton Lester, P. O. Box 3745, Martinsville, Va. 24112.

SEPTEMBER 28-30 - GALESBURG, ILLINOIS - 2nd National Stearman Fly-In . Contact: Jim Leahy, 445 N. Whitesboro , Galesburg , Illinois 61401 or Tom Lowe, 823 Kingston Lane, Crystal Lake, Illi­nois 60014.

EAA Antique/Classic embroidered patches (pictured at right) - A distinctive, colorful emblem. $1 .50 each

EAA Caps - men and ladies. Specify small , medium, large , or extra large. Ladies, one size. $2.25 each

1973 EAA Calendar. Made of heavy, unbleached cloth . Features full color renditions of a Standard J-1, P-51 , Scorpion Helicopter, and a Dyke Delta. $2 .30 each

EAA Flight Bags. Durable nylon with waterproof l ining . Blue with EAA decal on both sides. $4 .50 each

-------- *-------­Write for a complete listing of EAA publications and free of charge. Includes a listing of all available back issues of Sport Aviation

-------- *-------­

EAA PUBLICATIONS OF INTEREST TO ANTIQUE AND CLASSIC ENTHUSIASTS AND/OR RESTORERS

Wood . Vol. 1 ........ . . ... . . . . . . .. .. . $2.00 Wood . Vol. 2 $2.50 Sheet Metal. Vol. 1 ..... . .. . $2.50 Sheet Metal , Vol . 2 ........ . $2.50 Ti ps on Fat igue $2.50 Weld ing $2 .00 Dope and Fabric $2.50 Hand Tools, Vol. 1 .. ... ... .. ... . $2.50 Hand Tools, Vol. 2 $2.50 CAM 18 (Reprint ) . ..... .. . $3.00 CAM 107 (Repri nt) . .... . .. . $4.00 Flying and Glider Manu al Reprints . .

1929 . $2.00 1932 . . . $2.00 1929-32 $2.00

'" Add 30c postage for firs t manual plus 10c for each addi tional one

merchandise -

Wings Of Memory - 72 pages of Aero Digest reprints. Covers the greats of civil aviation from 1932 to 1941 . Ryan STA, Howard DGA-9, Fairchild 24 , Cessna Air ­master, Rearwin Speedster , Fleetwings " Sea Bird ", Stinson SR-1O, Stearman Model 80, and many more. Beautiful photos, 3-views and flight reports . $2.50 Golden Age Of Air Racing - 168 pages covering the great 1929-1939 air ra ci ng era. All about the racers and their pi lots who flew for the Bendix, Thom pson, Greve and other troph ies. $2.75 Back Issues of American Airman. Whi le they last - 25c ea.

ANTIQUE AND CLASSIC ACHIEVEMENT AWARDS - When you complete the restoration of an an­tique or classic (specify which) , you are eligible for a beautiful cert ificate you will frame and be proud to d isplay in your home or office. These certificates are free , courtesy of EAA to recogn ize your efforts to save another great old airplane. Just send your name and address and the year, make and model (i ,e. - 1937 Monocoupe 90A) of your aircraft. Solo ce rtificates are also available.

JOIN EAA - JOIN THE ANTIQUE/CLASSIC DIVISION - WRITE FOR INFO PACKET - $1 .00

EAA Antique/Classic Division P. O. Box 229

Hales Corners , Wisconsin 53130 15

The Vintage Airplane is the official publication of Antique Classic Aircraft, Inc., a division of The Experimental Aircraft Association, Hales Corners, Wis~onsin.