STRAIGHT AND LEVEL

If you have read the August issue of SPORT A VIA­TION, you probably have seen David Scott's "Washington Report," in which he places into perspective the EAA proposal for allowing restorers of antique and classic air­craft to conduct maintenance and inspections on these specific aircraft. As President of our EAA Antique/Classic Division I think it appropriate to also cover this ground in The VINTAGE AIRPLANE.

We have, for years, talked to folks who have restored their antique and classic aircraft and who continue to maintain them, but are required by the Federal Air Reg­ulations to use the services of an A&P mechanic and/or an IA to supervise or perform this work. The end product is always airworthy, but the question always arises, "Why can't I be authorized to sign for my own work?" EAA tried to develop a proposal whereby this would be possible in the instance where the person demonstrated the ability to properly maintain his aircraft. The EAA proposal was to provide narrow authority rather than the broad authority associated with an A&P certificate. Additionally, to further reduce the impact on the general public, the pro­posal incorporated a restriction against using the aircraft for carrying passengers or cargo for compensation or hire, but permitted the use of the aircraft as a personal or recreational vehicle . It did not destroy the Standard Air­worthiness Certificate, but rather modified its terms. This all appeared rather simple and did not require either a change in the F ARs or an exemption from existing rules.

The EAA proposal was opposed by some antique air­craft owners and organizations who either misinterpreted our aim or who actually considered it a poor idea. Although there were far more comments in favor of the proposal than those in opposition, there was sufficient opposition to cause the FAA to deny the petition. Their denial was based in part on our failure to show sufficiently that the owners were qualified to maintain their aircraft after the restoration. The FAA said that if a person is qualified, why not get an A&P certificate? This statement missed our original intent in that the original restorer/owner does not want to be associated with a fixed base operator or make himself available to the public as an "available" A&P for maintenance and inspection ofall types ofaircraft. He only wished for the narrow authority to maintain his own aircraft; and the FAA has no way for him to accomplish this.

The FAA further stated that the EAA proposal would not significantly relieve the economic and regulatory bur­den on owners. Surely the FAA has heard the lament of aircraft owners concerning the cost of owning an aircraft. The fact that it sits on the ground 95% of the time and is in the air only 5% of the time makes it difficult to justify owning an aircraft by a private individual. Any saving is significant when it is spread over such a brief period of

By Brad Thorn as President

Antique/Classic Division

time. If any of the FAA drafters of the reply to EAA own an aircraft or are associated with anyone who has restored an antique or classic aircraft, they can verify this fact. Any help received by the restorer to cut costs without reducing safety is justified, unless we are not interested in persons owning aircraft for sport and recreation.

The FAA takes exception to the statement that aircraft owners must educate certified mechanics on the idiosyn­crasies of their aircraft in the later process of supervising and signing off work done on the older aircraft. They are entitled to this position, but the fact remains that many EAA antique and classic owners have presented evidence of the failure of the A&P to properly conduct and maintain an aircraft inspection, and some items had to be corrected by the owners. Again, a finger is not being pointed at anyone, as we agree that the scope of the A&P certificate is very broad and it is inconceivable for such a person to know everything about every model and type of aircraft. All we are looking for is a practical solution to our problem that is a real one, and it can be helped.

The EAA proposal did not demand that all antique and classic owners be required to participate in the program as proposed. It was entirely optional. The system would still permit the owner to continue with the A&P and IA inspections on an annual basis. Therefore, we have trouble accepting the opposition to the EAA proposal and also the FAA's denial. If it had been a change affecting all owners we could understand the opposition, but when one group tells another how they have to live without presenting options, then we do have serious reservations on accepting it.

Much of the foregoing was taken from David Scott's "Washington Report," for frankly, he said it all . We are going to continue our efforts, tailoring them along the lines of FAR 65, Subpart E - Repairmen, but limited in scope and authority appropriate to our needs. We will work closely with anyone wishing to present their ideas, as we firmly believe it is practical to extend authority where it has been found wanted without jeopardizing safety.

The October issue of The VINTAGE AIRPLANE will carry both the original EAA proposal and the FAA denial. Your comments, as always, are solicited and will be con­sidered in the continued effort to achieve our aims. •

2 SEPTEMBER 1983

PUBLICATION STAFF

EDITOR Gene R. Chase

MANAGING EDITOR Pat Etter

EDITORIAL ASSISTANT Norman Petersen

FEATURE WRITER George A. Hardie, Jr.

EAA ANTIQUE/CLASSIC DIVISION, INC.

OFFICERS

President Vice President W. Brad Thomas, Jr. Jack C. Winthrop 301 Dodson Mill Road Route 1, Box 111

Pilot Mountain, NC 27041 Allen, TX 75002 919/368-2875 Home 2141727-5649 919-368-2291 Office

Secretary Treasurer M. C. "Kelly" Viets E. E. "Buck" Hilbert Route 2, Box 128 P.O. Box 145 Lyndon, KS 66451 Union, IL 60180

913/828-3518 815/923-4591

DIRECTORS

Ronald Fritz Claude L. Gray, Jr. 15401 Sparta Avenue 9635 Sylvia Avenue Kent City, MI 49330 Northridge, CA 91324

616/678-5012 213/349-1338

Dale A. Gustafson AI Kelch 7724 Shady Hill Drive 66 W. 622 N. Madison Ave. Indianapolis, IN 46274 Cedarburg, WI 53012

31 7/293-4430 414/377-5886

Robert E. Kesel Morton W. Lester 455 Oakridge Drive P.O. Box 3747

Rochester, NY 14617 Martinsville, VA 24112 716/342-3170 703/632-4839

Arthur R. Morgan John R. Turgyan 3744 North 51st Blvd. 1530 Kuser Road Milwaukee, WI 53216 Trenton, NJ 08619

414/442-3631 609/585-2747

S. J. Wittman George S. York Box 2672 181 Sloboda Ave.

Oshkosh, WI 54901 Mansfield, OH 44906 414/235-1265 419/529-4378

ADVISORS

John S. Copeland Stan Gomoll 9 Joanne Drive 1042 90th Lane, NE

Westborough, MA 01581 Minneapolis, MN 55434 617/366-7245 6121784-1172

Robert G. Herman Espie M. Joyce, Jr. W 164 N9530 Water Street Box 468

Menomonee Falls, Wi 53051 Madison, NC 27025 414/251-9253 919/427-0216

Gene Morris Daniel Neuman 27 Chandelle Drive 1521 Berne Circle W.

Hampshire, IL 60140 Minneapolis, MN 55421 312/683-3199 612/571-0893

Roy Redman S. H. "Wes" Schmid Rt. 1, Box 39 2359 Lefeber Road

Kilkenny, MN 56052 Wauwatosa, WI 53213 507/334-5922 4141771-1545

SEPTEMBER 1983 • Vol. 11, No.9 COPYRIGHT © 1983 EAA ANTIOUE/CLASSIC DIVISION, INC., ALL RIGHTS RESERVED

Contents

2 Straight & Level by Brad Thomas

4 AlCNews Page 5

by Gene Chase 5 Pangs of Nostalgia

by Mort Kelman 6 24th Annual National Waco Reunion

by Ray Brandly 8 Type Clubs and Other Aviation

Organizations 10 The Australianising of November

82627 by Tony Stinson Page 6

1 5 Mystery Plane by George Hardie

15 Calendar Of Events 16 BordenlThompson Aeroplane

Posters from the 1930s by Gene Chase

18 Letters to the Editor

Page 10

FRONT COVER .. . Frank Fox's 1931 Waco aCF-2, NC11482, SIN 3562 from Rockville, MD. Sunset at the 24th Annual Waco Reunion. See story on page 6.

(Photo by Ken Borisch)

BACK COVER . . . The only Aeronca Champ in Australia flies over Sydney Harbouron July 25, 1982 (mid-winter) . See story on page 10.

(Photo by Doug Plant)

Editorial Policy: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. Material should be sent to : Gene R. Chase, Editor, The VINTAGE AIRPLANE, P.O. Box 229, Hales Corners, WI 53130.

THE VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by EAA Antique/Classic Division, Inc. of the Experimental Aircraft Association, Inc. and is published monthly at 11311 W. Forest Home Ave., Franklin, Wisconsin 53132, P.O. Box 229, Hales Corners, Wisconsin 53130. Second Class Postage paid at Hales Corners Post Office, Hales Corners, Wisconsin 53130 and additional mailing offices. Membership rates for EAA Antique/Classic Division, Inc. are $18.00 for current EAA members for 12 month period of which $12.00 is for the publication of The VINTAGE AIRPLANE. Membership is open to all who are interested in aviation.

ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through our advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken.

Postmaster: Send address changes to EAA Antique/Classic Division, Inc. , P.O. box 229, Hales Corners, WI 53130. VINTAGE AIRPLANE 3­

,­

~ewsU Compiled by Gene Chase

TOP ANTIQUE/CLASSIC AWARD WINNERS AT OSHKOSH '83

Grand Champion Antique - 1947 Fairchild 24W, NC77655, SIN W46355. Charles Bell, Sheboygan, WI.

Reserve Grand Champion Antique - 1934 Beechcraft BI7L, NC270Y, SIN 3. Richard L. Perry, Hampshire, IL and Richard W. Hansen, Batavia, IL.

Grand Champion Classic - 1946 Aeronca 7 AC, NC84998, SIN 7AC-3722. Robert K. Armstrong, Rawlings, MD.

Reserve Grand Champion Classic - 1948 Luscombe, 8F, N1373B, SIN 6000. George Chaffey, Pittsburg, CA. Other award winners and details of the 1983 Conven­

tion will appear in the October issue of The VINTAGE AIRPLANE.

MOST SMALL CONTINENTALS NOW APPROVED FOR AUTO GAS

The FAA has amended the EAA Aviation Foundation's Supplemental Type Certificate (STC) SE634GL, which permits the use of unleaded automotive gasoline in the Teledyne Continental 0-200 engine, to also include the following Continental engines:

A-40-5 A-75 series A-40-2, 3, 4 C-75 and C-85 series A-50 series C-90 series A-65 series Approval for these engines was granted on the basis of

their similarity with the 0-200. This amendment opens the door for use of auto fuel in

almost all the popula:r lightplanes of the late 30s and 40s - the Cubs, Aeronca Chiefs and Champs, Ercoupes, Lus­combes, Cessna 120s and 140s, Taylorcrafts, etc. However, an example of each of these aircraft will have to undergo flight testing by the Foundation. Technical Director Harry Zeisloft is currently negotiating with the FAA to come up with a more expeditious test procedure, so that approvals for the thousands of aircraft involved can be obtained in a reasonable time frame.

The Foundation anticipated the approval of all the small Continentals when it obtained the STC for the 0-200 and knew, therefore, that it would ultimately be faced with the obligation to approve all the applicable airframes. This was a primary factor in the determination of the price of the 0-200 STC ... because it would have to help finance these many additional approvals, plus, of course, the on­going Cessna 182 testing.

"WORST CASE" TESTING SUCCESSFUL

Harry Zeisloft has also announced the Foundation's successful completion of a test contract for the University of Michigan involving the use of auto fuel in aircraft engines. The U ofM formulated two batches of"worst case"

fuel to explore the outer limits of ASTM D-439 gasoline. "Really garbage" and "swamp gas" are a couple of the kinder descriptions given the fuel by Foundation and U of M personnel - nevertheless , our little 01' Auto Gas 150 has been slurping it up as if it were the best of AMOCO ... or whatever. No problems of any sort were encountered during the testing.

NEW LlAISONITRAINER TYPE CLUB

Bob Byers (EAA 96158, AlC 1869) is forming a new type club for ownerslenthusiasts ofliaison and trainer type aircraft. He is receiving encouraging support from everyone he has discussed the project with and hopes to have the group organized and a newsletter in the offing by the time this is being read.

For additional information contact Bob at 3378 St. Augustine Rd., Saukville, WI 53080. Tel. 414/377-7500.

WILLOW GROVE HISTORICAL AIRCRAFT ASSOCIATION ATTEMPTS TO PRESERVE

OLD PLANES

The Willow Grove Historical Aircraft Association is facing an uphill climb to get their proposed museum project off the ground. Seven rare aircraft are currently displayed out- of-doors at the Willow Grove Naval Air Station, about 20 miles north of Philadelphia, PA.

The planes include a Convair YF2F "Sea Dart," a U.S. Navy jet fighter designed for water takeoffs and landings. Another is the German Messerschmitt Me 262-Bl "Sturmvogel" World War II jet night fighter. An example of a WWII Japanese plane is the Kawanishi NIKI "Mighty Wind," a floatplane fighter.

The German and Japanese aircraft have been at the Air Station since the end of WWII, having been captured as war prizes. Only in the last 10 years has there been a concerted effort to restore and protect all aircraft. Much of the work has been done by Naval personnel.

Enlisted persons and officers from the various outfits based at the Air Station, including some family members have "adopted" individual aircraft. Using available surplus and donated materials, the volunteers have re­stored and painted the exteriors as closely as possible to their exact original markings. None of the aircraft is oper­ational. Hundreds ofhours oflabor and research, including correspondence with labor experts abroad, have gone into each restoration.

The current effort has the enthusiastic support of the Secretary of the Navy, John F. Lehman and the Air Sta­tion's Commanding Officer, Captain Russell K. Schulz, who has worked extremely hard on the project.

The aircraft are owned by the U. S. Navy and are technically on loan for display by the Air Station.

For more information on the association write: Mr. James V. Healy, Willow Grove Historical Aircraft Associ­ation, clo John Healy and Sons, Inc. , 707 Tatnall St., Wilmington, DE 19899.

For more information on the aircraft write: Public Affairs Office, Naval Air Station, Willow Grove, PA 19090, or call 215/443-1776.

(Continued on Page 14)

4 SEPTEMBER 1983

PANGS OF

/7,1·:··, . ... ."'. ..

\':\.I . ' . ,

,/......~ I . , ~

By Mort Kelman 222 Harbor Road

Cold Spring Harbor Long Island, NY 11724

There I was, driving to Roosevelt Field on Long Island, New York one day in November of 1940 when, 10 and behold, a sign looms up announcing, "6 gals for $1.00, including tax."

Today, be it fuel or flesh, it certainly would be sheer fantasy . .. BUT WAIT! that wasn't all. Adjoining this now long-defunct sign was a large placard proclaiming, "FREE, this Beautiful All-Metal Luscombe Airplane, ask for free coupons."

Needless to say, the occasion was a publicity stunt. Engineered by the Garden City Garage (Garden City, NY), sellers of Flash gasoline, a popular fuel of the day, the Luscombe 8A was offered as a coupon draw, or to quote a dog-eared, still readable circular, "Can you use a brand­new airplane or $1,000 in Cash? We are giving away,

absolutely free, the plane or the Cash (Winner's Choice) in one of the most sensational contests ever held."

For a few moments, let us reflect upon such a stupend­ous event, even way back then ... only the Good Lord knows who won the Cash or Luscombe, which was truly a beautiful craft and a mainstay of student pilot training, just as the popular Cessna and Piper ships are today. But could one envision a similar happenstance being adver­tised in like manner in the 1980s?

Evidently those MU3T have been the days. No wonder so many gloryseekers were so eager to span the Atlantic - fuel was so cheap that it was less expensive to fly than go by ocean liner. Editor's Note: The FAA Aircraft Registration records dated 10/30/82 show the owner of this 1940 Luscombe 8A, NC28754, SIN 1515 to be: Duane U. Norgren, 5 Lomas Cantadas, Orinda, CA 94563.

Author/photographer Mort Kelman is a longtime con­tributor to aviation periodicals, a former publicist/photo­grapher in the USAF, now a retired Lt. Colonel, residing in Cold Spring Harbor, Long Island, New York . •

VINTAGE AIRPLANE 5

24th Annual

ITHTIOITHL WHeo fitUITIOIT

By Ray Brandly (EAA 38963, AIC 480)

700 Hill A venue Hamilton, OH 45015

(Photos by Ken Borisch)

As each annual fly-in approaches, the anticipation and excitement continues to mount as we wonder what this year's reunion will bring. We have the unique opportunity as organizers of this reunion, to be at the airport as each Waco arrives. The thrill of seeing the thirtieth or the fortieth Waco arrive is just as great as when the first arrival appears.

Wacos flew in from fifteen states for the 24th annual Waco Reunion at Hamilton, Ohio. Those hot, dry days of June 20 through June 26 provided the proper setting and inspiration for those who own and fly, and those who would just love to own a Waco.

There were thirty-seven of the finest Wacos assembled at the annual Waco Reunion, creating a most colorful and memorable collection. People and planes were attracted from coast to coast. Some came early and many from far away places like Junction City, Oregon or Sargentville, Maine and Ft. Worth , Texas.

There were numerous comments about the continued improvement in the quality of Waco restorations. This is merely a reflection of the pride of owning and flying a Wacu. Some people have been known to bring two Wacos to Hamilton from as far away as Trenton, New Jersey.

Among the enjoyable features ofthe 24th Annual Reun­ion were the Friday noon to midnight barbecue provided by one of our members, George "Sky King" Vaughn, the unforgettable and much needed shuttle bus/hospitality 6 SEPTEMBER 1983

Typical outstanding Waco UPF-7 from South Strafford, Vermont flown and owned

by Richard Bushway.

Six of the thirty-seven outstanding Wacos that attended the 24th annual Waco Reunion.

wagon that was provided by the Heins brothers, who are also Waco Club members. The Awards Banquet was held at the Holiday Inn on Saturday night where each pilot who brought a Waco was recognized.

Sunday afternoon, as we looked out over an almost empty field where just the day before, thirty-seven beauti­ful Wacos sat wing tip to wing tip, we wonder if all this really did happen, or were we dreaming?

But it really does happen every June at Hamilton Airport. Editor's Note: Ray Brandly reports that plans are already underway for the 25th Annual National Waco Reunion in 1984 and this silver anniversary event will feature the greatest collection of Wacos and Waco lovers ever. Ray is president of the National Waco Club and Bonnie Borisch (EAA 115075, AIC 3253) is secretary . .. G.R.G. •

Three excellent examples of the sixteen fifty-year-old Wac os, were the 1932 IBA,

the 1928 ATO and the 1931 QCF-2.

Awards presentation at the Saturday evening banquet at the Holiday Inn.

West Coast members Henry & Alice Strauch flew this 1933 UBF-2, N13075

from Junction City, Oregon. Back home this Waco is usually operated on floats.

The Friday barbecue prepared by club member George "Sky King" Vaughn

will be repeated next year by popular demand.

VINTAGE AIRPLANE 7

Aeronca Aviators Club - a Division of Pea Patch Airlines Joseph E. Dickey, Chief Pilot 511 Terrace Lake Road Columbus, IN 47201 812/342-6678 Newsletter: Quarterly AAC

Quarterly PPA Dues: $12 annually AAC

$12 annually PPA $18 annually AAC and PPA

Aeronca Club Augie and Pat Wegner 1432 28th CI. Kenosha , WI 53140 414/522-9014 Newsletter: 3-4 per year Dues: $3.00 per year

Aeronca Lover's Club Buzz Wagner Box 3, 401 1st Street East Clark, SD 57225 605/532-3862 Newsletter: Quarterly Dues: $15 per year

Aeronca Sedan Club Richard Welsh 2311 East Lake Sammamish Place, S.E. Issaquah, WA 98027 Newsletter: 3 per year Dues: $2.50 per year

Air Force Historical Foundation Col. Louis H. Cummings, USAF (Ret) - Exec. Dir. Bldg. 1413, Room 120 Andrews Air Force Base, MD 20331 301 /981-4728 Newsletter: Aerospace Historian Dues: Individual membership - $25

American Bonanza Society Air Safety Foundation (Society) John M. Frank, Executive Director Mid-Continent Airport , 1922 Midfield Rd. P.O. Box 12888 Wichita, KS 67277 316/945-6913 Newsletter: Monthly Dues: $20 per year (U.S. and Canada)

$40 per year (Foreign)

American Navion Society A. R. Cardono, Chairman of the Board Betty Ladehoff, Executive Secretary Municipal Airport, Box 1175 Banning, CA 92220 714 /849-2213 Newsletter: Navioneers (Monthly) Dues: $25 per year

Bird Airplane Club Jeannie Hill P.O. Box 89 Harvard, IL 60033 815/943-7205 Newsletter: Occasional Dues: Postage donation

Bucker Club John Bergeson , SecretarylTreasurer 615 West May Street MI. Pleasant, MI 48858 Newsletter: Every other month Dues: U.S. - $7.50 per year

Foreign - $10 per year

Cessna Airmaster Club Gar Williams 9 So. 135 Aero Drive Naperville, IL 60565 Newsletter: None Dues: None

International Cessna 120/140 Association Dorchen Forman Box 92 Richardson , TX 75080 817/497-4757 Newsletter: Monthly Dues: $10 Domestic

$15 Foreign

Cessna 150/152 Club Skip Carden, Executive Director P.O. Box 15388 Durham, NC 27704 919/471-9492 Newsletter: Monthly Dues: $15 per year

International Cessna 170 Association, Inc.

Velvet Fackeldey, Executive Secretary Route 2, Box 274 Hartville, MO 65667 Newsletter: Flypaper (11 per year)

The 170 News (Quarterly) Dues: $15 per year

International 180/185 Club, Inc. (Cessna)

180-185 Owners Only Charles Bombardier, President 4539 N. 49th Avenue Phoenix, AAZ 85031 Newsletter: 9 or 10 per year Dues: $10 per year

Eastern Cessna 190/195 Association Cliff Crabs 25575 Butternut Ridge Road North Olmsted, OH 44070 216/777-4025 Newsletter: One annually Dues: $10 per year

Culver Club Larry Low, Chairman 60 Skywood Way Woodside, CA 94062 41 5/851 -0204 Newsletter: None; inquiries addressed

on individual basis Dues : None

Dart Club Lloyd Washburn 3958 Washburn Drive PI. Clinton, OH 43452 Newsletter: Now and then Dues : None

De Havilland Moth Club Gerry Schwam 1021 Serpentine Lane Wyncote, PA 19095 215/635-7000 or 215/886-8283 Newsletter: Quarterly Dues: U.S. and Canada - $7 per year

Overseas - $8.50 per year

De Havilland Moth Club of Canada R. de Havilland Ted Leonard , Founder

and Director 305 Old Homestead Road, Keswick Ontario L4P 1 E6 Canada 416/476-4225 Newsletter: Periodically Dues: $10 annually

Ercoupe Owners Club Skip Carden, Executive Director Box 15058 Durham, NC 27704 919/471-9492 Newsletter: Monthly, with special editions Dues: $15 per year

Funk Aircraft Owners Association G. Dale Beach 1621 Dreher St. Sacramento, CA 95814 916/443-7604 Newsletter: The Funk Flyer (10 per year) Dues: $10 per year

Howard Club Jack Hogan P.O. Box 291 Santa Paula, CA 93060 Contact Club for further information

Little Round Engine Flyers Ken Williams, Chairman 331 East Franklin Street Portage, WI 53901 Contact Williams for further information

8 SEPTEMBER 1983

AND OTHER AVIATION ORGANIZATIONS

Continental Luscombe Association Silver Wings Fraternity Southwest Stinson Club Loren Bump, President "Aviation Pathfinders" Gary Murdock, President 5736 Esmar Road Russ Brinkley, President 12150 E. Harney Lane Ceres, CA 95307 Box 1228 Lodi, CA 95240 209/537-9934 Harrisburg, PA 17108 209/368-6091 Newsletter: 6 per year 717/232-9525 Newsletter: Monthly, yearly roster Dues: $10 per year Newsletter: Slipstream Tabloid monthly events

Luscombe Association John B. Bergeson 615 W. May Street Mt. Pleasant, MI 48858 Newsletter: 6 per year Dues: $7.50 per year

Newspaper Dues: $5 per year

Staggerwing Club Jim Gorman, President 1885 Millsboro Road Mansfield, OH 44906

Dues: $10.00

International Swift Association Charles E. Nelson P.O. Box 644 McMinn County Airport Athens, TN 37303

Tri-Pacer Owners' Club 419/529-3822 615/745-9547

Edwin F. Wach, Editor 1412 10th St.

Newsletter : Quarterly Dues: $10.00 per year

Newsletter: Monthly Dues: $25; $35 - Family

Aurora, NE 68818 402/694-2218 Newsletters: 6 per year Dues: $20 per year - U.S. and Canada

$30 - Foreign

Porterfield Airplane Club Chuck Lebrecht

Stampe Club Carl Carlsen, President 1173 Los Robles Drive Santa Paula, CA 93060 Newsletter: Occasionally Dues: $10.00

International Taylorcraft Owner's Club Bruce Bixler, President 12809 Greenbower Road Alliance, OH 44601 216/823-9748 Newsletter: Quarterly Dues: $10 per year

3121 E. Lake Shore Drive Wonder Lake, IL 60097 Stearman's Restorers Association The Vintage UltralightNewsletter: Included in dues Tom Lowe (Incorporating "The Uncommon Cub")Dues: $5 per year (owners) 823 Kingston Lane Garth Elliot

Rearwin and Commonwealth Flyers Gary Van Farowe 1460 Ottawa Beach Road Holland, MI 49423 616/399-4623 Newsletter: Technical info only Dues: None

Crystal Lake, IL 60014 Newsletter: 4-6 per year Dues: $10 per year

National Stinson Club (All models except 108s)

Jonsey Paul, Chairman 14418 Skinner Road

20 Brimwood Blvd ., Unit #78 Agincourt, Ontario Canada M1V 1B7 Newsletter: Occasional Dues: None Note: For owners of vintage aircraft of not

more than 60 hp, and manufactured not later than 1941

Replica Fighters Association Frank G. Weatherly 2789 Mohawk Lane Rochester, MI 48063

Cypress, TX 77429 Newsletter: Quarterly Dues: $7.50

Vultee Owners and Pilots Association Richard Sandow 2001 Bryan Tower

313/651-7008 Suite 1350

Newsletter: Bimonthly National Stinson Club, 108 Section Dallas, TX 75201

Dues: $10 George and Linda Leamy 117 Lanford Road

214/741-1152 Newsletter: Info on parts, maintenance,

National Ryan Club Spartanburg, SC 29301 information exchange Bill J. Hodges, Chairman 803/576-9698 Dues: $10 per year 811 Lydia Newsletter: Quarterly Stephenville, TX 76401 Dues: $7.50 U.S. National Waco Club 817/968-4818 $10 Canada Ray Brandly, President Newsletter: Quarterly 700 Hill Avenue Dues: $5 per year

Northwest Stinson Club Hamilton, OH 45015 Newsletter: Every other month

Vintage Sailplane Association (Chapter of National Stinson Club) Dues: $7.50 per year Pat Storck, Secretary W. S. Wallin 3103 Tudor Road 29804 179th Place S.E. World War I Aeroplanes Waldorf, MD 20601 Kent, WA 98031 L. E. Opdycke 301 /843-8818 206/631-9644 15 Crescent Road Newsletter: Bungee Cord - quarterly journal Newsletter: Quarterly Poughkeepsie, NY 12601 Dues: Invididual - $10; family - $15 Dues: Local - $10; National - $7.50 Journal : 5 per year ($4 for sample issue)

$25 - club/business (total - $17.50) Dues: Voluntary contributions •

VINTAGE AIRPLANE 9

It might appear strange to many American EAA mem­bers that few of the aircraft types found in the Antique! Classic area at Oshkosh are to be found outside of the American continent, but it is true. Up until the 1950s, British and European aircraft manufacturers dominated light aircraft markets in most parts of the world. And the world missed out on many of the finest airplane designs every produced.

Oh, we "foreigners" were not unfamiliar with what we were missing out on. Since the U.S. has always produced and exported a large percentage of the world's aviation literature, interested people in most countries have had the opportunity to read aboutJ-3 Cubs, Travel Airs, Stear­mans, etc. but for most of us there was never the opportun­ity to delight in the flying qualities or the outright romance of owning any of these magnificent machines.

The development of the Experimental Aircraft Associ­ation and its ramifications on a worldwide basis has changed all that, at least for some of the overseas members who come to Oshkosh.

My first visit to the "World's Largest Aviation Event" was in 1978 and I have been fortunate to attend each year since.

I became interested in a classic restoration as my first venture into aircraft ownership rather than a custom-built type and I wanted something we did not have in Australia - something "unique" to us. Those who have never gone through the "First-of-Type" process in Australia can never know how difficult that word "unique" is to achieve in the aviation sense.

During Oshkosh 1979, I became involved with the Cessna 120-140 Association. I thought a good 140 might be just the right classic type airplane for Australia.

Their president at the time, Tom Norton took me flying in his 140 and I became convinced to look around for such a classic Cessna over the following year.

On arrival back in Australia after Oshkosh '79, I made enquiries about any existing 120s and 140s which might have been on the local register. Members at our Sport Aircraft Association of Australia meetings told me that there had once been a 140 in New Guinea, but that was the closest one of them had ever come to these shores.

Undeterred, I checked our Department of Transport regulations concerning importation of First-of-Type air­craft into Australia. They are based on the same type of regulations existing in the U.S. for aircraft types which have never been on the American register - that is, original type data must be submitted for approval. The difference in Australia's case is that our aviation authorities like to have the subject aircraft match up to modern-day manufac­turing and specification data.

We found the Australian Cessna distributors most cooperative in our attempts to obtain the required data from Cessna, but the manufacturer had long since lost the ability to retrieve the original design and testing data for the 120 and 140 models. So it was "too hard".

A longtime friend of the Sydney sport aviation com­munity is a Pan Am pilot, Jim Carter. Jim wanted a share in a classic aircraft based in Australia, so that he could enjoy flying with us during his frequent visits.

Jim knew I had come to the end of the road with the Cessna 140 idea, so the two of us began looking around at Aeroncas during the 1980 convention.

Being familiar with the prices being asked for fully restored classic airplanes, plus the prospect of having a freight bill of around $4000 to ship the aircraft to Aus­tralia, we thought the whole idea was hopeless.

I had never counted on the unstoppable spirit of Jim. One morning in March 1981, I was awakened by a 5

a .m. phone call, "Hey Tony, you wanna buy an airplane?"

'The ltustra

By Ton. (EAA 9501

P.O. 1 Brook vale,

AUS'lAt Oshkosh 1981 as N82627.

It was Jim, calling from his home in Watsonville, Califor­mao

"Ah, Jim, what are you talking about?" "There's a guy right here in Watsonville who has this

real good Areonca Champ and the price is low, so I thought it might be a good ship for us to fly in Australia."

Enter Bill Taylor, longtime Australian EAA member, Wichhawk builder and senior Qantas Captain. Bill offered to check out the Champ at Watsonville during an upcoming trip to the U.S. and report back on the machine, shipping costs and parts availability.

On Bill's return home he reported that the 1946 7 AC Champ was in need of much T.L.C. but was good value for the money and had been hangared at Watsonville while owned by a Mr. Frank Roger. Along with two other Sydney­based members of the Sport Aircraft Association of Au­stralia, I became interested. We wanted low-cost flying and we knew of no other airplane in Australia which operates on three gallons an hour at a time when aviation gas costs $2 a gallon. Believe me, the autogas testing being done by EAA, together with similar testing being done in Australia will make the difference between the little guy

lianising 01 :r B2621 Stinson , Ale 7274) )X 531 r.s.w. 2100 1ALIA (Photos by Tony Stinson)

continuing to fly, or being forced out of the sky altogether in this country.

I was not familiar with the genealogy of the Champ, although the design had been a favorite subject for me as a model design. I did not know that "Champs ain't Champs". In other words, there are differences between the Aeronca 7 AC and other Champion-produced airplanes, which Australian aviation authorities might consider im­portant. We have quite a few Champion 7EC, 7FC, 7GCBC types in Australia . Thinking I had avoided the First-of­Type syndrome, I applied for an import permit for N82627, SIN 7AC-1269 which our group had decided to buy. We were told there should be no problem with the certification in Australia.

Meantime our energies were being taken up with the planning for a crazy scheme to rent a Boeing 747 Combi airplane from Qantas and using volunteer EAA members as crew, fly it to Oshkosh '81. This was the Oshkosh Express.

When we had talked about the means of getting the Champ to Australia, Jim thought he might actually fly it around the world "the other way". That is, across the U.S.,

then across the Atlantic (like Lindbergh), then from Europe down through the Middle East, through India, across the Timor Straits to Northern Australia. Don't laugh, it has been done before.

However, by May we had resigned ourselves to shipping the Champ across the Pacific towards the end of the year.

The week before I left for Oshkosh '83, I received a call from our friendly Department of Transport Regional office in Sydney. "You know that Aeronca we have the import application for? Well, it appears to be a first-of-model; you'd better come in and talk abouf it." With all the Oshkosh Express planning, mountains of correspondence with EAA and on the eve of departure on that adventure, this was all we needed.

Our friends at the Department had checked their files and found there had been no Aeronca 7 AC Champ regis­tered in Australia before. Later we were to find this to be untrue. However, there had been plenty ofChampion-built airplanes registered, so they were calling ours a "First-of­Model" not "First-of-Type". I argued that our 7AC only had 75 hp and all the subsequent Champion-built airplanes had much more powerful engines; besides our bird had been flying for 35 years, so what was the problem?

It appeared that the non-standard 75 hp was the prob­lem. The 7AC had a Continental 65 hp engine and ours had been altered to 75 hp.

However, our DOT people were most cooperative. They asked me to obtain the STC relating to the horsepower change and a statement or proof that ureaformaldehyde glue had not been used in the wing. It seems U-F glue deteriorates with age and there was no way we were going to import an airplane glued with it.

It was at this point we found what a fantastic group of people EAA has in the Antique/Classic Division. We needed to call on their help since there was no turning back now.

A call to Brad Thomas in North Carolina started a veritable torrent of Antique/Classic Division help in quickly solving our "downunder" regulatory problems.

The Oshkosh Express carried ten airplanes from Syd­ney to the 1981 EAA Convention. With the possibility that one or two might remain in the U.S. after the Convention, we thought there just might be space to squeeze a little old Airnocker into the vast rear cargo hold of the B747 Combi. So it was decided that Jim Carter would fly N82627 from Watsonville to Oshkosh in the hope that it might "fly" to Australia on the Express return flight.

Jim's flight across the U.S. was something of an epic, although I know that many EAAers make that trip in small airplanes each year. Jim made 18 stops and included a takeoff at a density altitude of 9,000 feet fully loaded. He arrived at Wittman Field on the Sunday, just before the historic flypast of the Qantas Oshkosh Express 747. Jim had parked our ship a "fer piece" down by the ul­tralight section and I almost ran to see it.

I was followed by a crowd of Qantas pilots. They stood there a long time in silence, until finally Bob Rosewarne said, "Ah, Tony, I think Bill was right. It certainly needs some T.L.C ." I was not too disappointed. After all, there are not too many people who live as far away from Oshkosh as I do and can claim to have flown their own aircraft at the EAA Convention.

Ever heard of an Export C of A (Certificate of Airwor­thiness)? For the uninitiated, an Export C of A is when one country (in this case the U.S. FAA) examines a particu­lar airplane design against the standards applied by another country (in this case Australia), and issues or does not issue a C of A.

The Export C of A is carried out by a local FBO who, on completion of it, calls his (friendly) FAA inspector to

Looking more like a Champ every day. Wings have just been installed with tail surfaces being prepared for rigging.

check and sign the aircraft out as meeting the export requirements. In the case of a 1946 Aeronca Champ going to Australia, the U.S. FAA would need a waiver from the Australian authorities for acceptance of the aircraft before they would be willing to certify for export .

Where were we to find a local FBO close to Oshkosh who would get our machine through this process, delivered to Milwaukee, checked by the FAA there, stripped of wings and engine and ready to be loaded into a 747 freight hold in little more than a week? I was worried.

On the Wednesday of the 1981 EAA Convention, Jim Carter and I flew our little Champ down to Lyons, Wiscon­sin to Wag-Aero to buy some spares. No problem with that. The U.S.A. has to be the best place in the world to buy aviation parts . . . you just fly in to your friendly parts supplier who has everything you need, pack it in the airplane and flyaway . Anyway, that is how it seemed to me.

On the way back from Lyons, we stopped at Dodge County Airport at Juneau, Wisconsin and met Chuck Swain. Now Chuck is a true lover of Airnockers and when he heard that we wanted to take the Champ home on the Oshkosh Express, he said he would be delighted to handle the Export C of A and do all those things necessary to "get it through".

Chuck solved the 75 hp STC problem by converting the engine back to 65 hp when he overhauled it. Our friends at the head office of Australian D.O.T. duly sent a telegram of approval to the FAA in Milwaukee and on August 17, 1981 November 82627 was loaded aboard the Oshkosh Express, along with thirteen other aircraft. More EAA friends were on hand to make it all possible at Milwaukee. These included Carl Koehling, who had made his facilities there freely available for the Express operation from the beginning.

The Express 747 was flown out of Milwaukee by none other than Capt. Bill Taylor who had been involved in checking our Champ back in California.

On the night of August 19, the Express landed at Kingsford-Smith International Airport, Sydney, where it was met by a group of EAA members and unloaded im­mediately. It is a tribute to Qantas Airways that through the entire Oshkosh Express operation, not one aircraft was damaged in transit in any way.

With the Champ safely settled in a workshop and its wings gracing my garage, it was time to take stock.

We did not really know what condition our bird was in - not under the covering anyway. The engine had been freshly overhauled by Chuck Swain and the wing covering job was a relatively recent one.

Kelvin Gore is a man of tremendous aeronautical en­gineering talent. He is the regional engineer in my home state, New South Wales, for the Sport Aircraft Association of Australia and was our chief engineer for the Oshkosh Express operation. Kel would handle most of the fuselage work on the Champ and the rigging.

On removing the fuselage covering, we found all of the wood parts to be full of dry rot. The tubing in the rear of the fuselage needed attention to corrosion and a new panel had to be made. A new set ofwood fuselage parts was made as was a complete new set of cowlings.

We thought it would be ready to fly by Christmas, but Christmas came and went. More parts were being brought from the U.S. and I have been delighted to find that there are still companies like Wag-Aero and Univair making parts for these old airplanes.

At this point, it might be worth passing on something about buying modern-day parts for old airplanes like the 7AC Aeronca. We needed a door lock and looking in a catalog I found such a door lock specifically noted as being

for "Aeronca 7 AC Champion". On receiving the lock, I found it a quarter-inch thicker than the door on our 7 AC, so we had to build up the door to accept the new lock.

Later I found that the Champion 7EC with its door lining accepts the "7 AC lock" with no alteration at all.

We were not looking for an absolutely authentic resto­ration, although I had carefully read about the rebuild done by Ron Wojnar on his 7AC to win the '78 Grand Champion Classic Award. We cut the original fuel gauge, which had long since become unserviceable, from the fuel tank and replaced it with a compass in the same location.

Ours was not the basic need to own a showplane, rather one which looked as close as possible to original but with a more comprehensive set of instruments and a modern radio .

We lined the inside with vinyl and installed a new headlining along with all new control cables and a new firewall. With the fuselage sporting a new cover, it was time to turn our a ttention to painting.

We wanted to paint our 7AC in authentic factory colors. In looking around at Champs on the line at Oshkosh I had seen many shades of orange and yellow, with all of their owners declaring theirs were "authentic factory colors". Obviously most of them had to be wrong.

Earlier, Brad Thomas had put me in contact with John Houser, a dedicated Aeronca enthusiast who still works for the company in Middletown, Ohio. John's patient sup­port for us over many months proved the difference bet­ween us registering our bird in Australia and having to sell it again overseas. My first enquiry to John concerned paint colors.

John indicated that no authentic chips of the original 7AC factory colors remained. However, if we took the Randolph color chart and used cruiser orange plus a shade between Baja Yellow and Dallas Yellow, we should have the colors about right. Our great consolation in this is that we will never have an argument in Australia as to whether we have matched factory colors or not . . . remember we have Australia's only Aeronca 7 AC Champion.

Our Department of Transport became involved once the restoration had been completed. It seems they had the original factory type certificate information, but not the original manufacturer's handling notes on the 7 AC, and these they demanded, all 70 pages of them, before they would give our old girl an Australian Certificate of Airwor­thiness.

John had already provided the proof that casein glue had been used in the wings and now he provided the original handling data.

Until this time, we had believed ours was the first 7 AC to enter Australia. On seeing our airplane at Sydney's Bankstown Airport, a number of aviation old timers began remembering they had seen another one "back in 1948".

Further research showed that in 1948, Aeronca had apparently been represented in Australia by a firm called Stack & Co. in Sydney. They had imported both a 7AC Champ and an HAC Chief. We have found no trace of the Chief but I'm reliably told the Champ crashed into the sea about 50 miles south of Sydney in 1949. So we might not have been the first, but we still have the only Aeronca 7AC in Australia

It was now early in March and we had been working towards having our airplane ready to take to the National Convention of the Sport Aircraft Association of Australia at Mangalore, Victoria during Easter.

We had been allocated the Australian registration "X­Ray-Charlie-Alpha," VH-XCA and early in February, November 82627 lost its United States registration.

In the event, we missed the S.A.A.A. Convention by one week, although XCA first felt Australian air under

"Roadable Airnocker," towed from restoration shop to Bankstown Airport for completion of restoration.

First engine runup after restoration at Bankstown. All involved had to have a "drive around".

During early test flying of restored Champ. Jack Zaplatel wheels into Sydney's Hoxton Park airport.

VINTAGE AIRPLANE 13

her wings on March 13, 1982. Our Champ now shares a hangar with three T-18s, a

couple of BD-4s, a Victa Airtourer and a Beech D17. The little Aeronca is proving an excellent aircraft for

Australian conditions and I don't know why many hun­dreds of them were not sold here.

Our flying is mostly from grass fields which are some­times quite short, areas that the Aeronca 7 AC can handle with ease.

We also have plenty of entertainment through the uniqueness of the 7AC in Australia . It will raise a few eyebrows among the U.S. Airnocker fraternity to learn that more than one tower controller in Australia, on seeing us taxi out has asked whether we are an "ultralight". And a lot of people here have trouble pronouncing the word Aeronca.

Of course, among those of our members who have been to Oshkosh (400 in 1981), there are many who want to fly our 7AC.

From reading this story, it will be clear that one way and another we would never have owned our Aeronca without the active support of so many EAA friends both in the U.S. and Australia . To Brad Thomas, John Houser and the whole army of Antique/Classic Division mem­bers who helped us, I just want to say thank you.

For those who say the EAA is becoming too large and impersonal, I believe it is time to think again. None of us would have the involvement and enjoyment we receive from grass roots aviation today without such an interested and incredibly well run organization. May its influence continue to grow worldwide .•

AlC NEWS ... (Continued from Page 4)

RED BARN HAS NEW LOOK

(Photo by Bob Herman) The south end of the storage area which now sports new win­dows and doors.

The Red Barn with the newly enclosed storage area on the left. Photo taken by Bob Herman on 7/17/83 before the Antique/Clas­sic logo was in place for Oshkosh '83.

Volunteers worked feverishly to complete a major reno­vation of the Antique/Classic Red Barn in time for Oshkosh '83. The former open storage area on the south side was enclosed and paneled, creating an area for a combination administrative office, storage, and meeting room. 14 SEPTEMBER 1983

This allows virtually all of the original barn to be used for membership and merchandise sales, thus reducing the over-crowded situation that existed before.

Volunteers from the Milwaukee and Oshkosh areas who donated many hours of their time and construction skills were Bob and Linda Lumley, Al Kelch, Bob Herman, Dave Broadfoot, Don Morrissette, Bob and Mary Ann Kuhlow, Greg Beyer, Norman Staples and Tom Brost.

When the new construction was finished, Dee Doyle, Art and Kate Morgan cleaned up the area and had it ready for the onslaught of Convention-goers who were obviously pleased with the facility's new look.

The next project will be the addition of a covered porch on the north side of the barn, similar to the one at the Antique/Classic headquarters building at the Sun 'n Fun site, Lakeland, Florida. Contributions were solicited at Oshkosh '83 for the purchase of materials for the porch and volunteers are needed to do the construction work under the guidance of Bob Lumley. Bob plans to undertake the porch job in the spring of 1984.

This new addition, complete with porch swings and chairs, promises to be one of the most popular spots at future conventions.

NEW LOW COST EAA FL V-IN INSURANCE AVAILABLE

EAA Fly-In/Ultralight Competition Insurance is now available to current Chapters through a revised program. The basic program provides a one-million dollar liability policy specifically designed to provide appropriate insur­ance protection for Chapter-sponsored Fly-Ins, Fly-Outs and Ultralight Competitions. The chart below outlines the basic program.

Estimated Approximate Category Attendance Premium Deductible

1 day orless 0-500 $100 -0­1 day orless 501-5000 $200 -0­

2 days Up to 5000 $300 -0­3 days Up to 10,000 $400 $500

All events not falling within the above parameters are classified as "special events" and are subject to individual quotations.

Application for EAA Fly-In/Ultralight Competition in­surance should be made no less than four weeks before the scheduled date of the event.

For further information about this insurance, please contact the Chapter Office at EAA Headquarters, P.O. Box 229, Hales Corners, WI 53130, phone 414/425-4860 .•

worked for Curtiss in 1927 and com­ in the June 1956 EAA Experimenter pleted when he worked for Bellanca Magazine. in 1929. Andy Surini and I talked "A second airplane of the same de­MYSTERY PLANE with Cirigliano when he lived in Far­ sign was built by Ashley as the Ashley mingdale, NY. He gave us the story SP-5, ID No. 899W. A photo of theBy George Hardie of how the airplane was designed by airplane appeared in the AAHS Jour­a Curtiss engineer named David D. nal, Winter 1970. Both of these Ashley as a sort of scaled down Hawk. airplanes were still in existence a few I wrote an article about the airplane years ago."

................................................

The photo in the July 1983 issue of VINTAGE AIRPLANE was taken at what was then the Chicago Municipal Airport (now Midway Airport). The airplane is a pusher built by Vernon Payne of Knight Twister fame. It was powered with a Continental A-40 and was a two-place. Mike Rezich who took the photo says it flew quite well but nothing ever came of it - no ATC.

By press time only Russ Brown (EAA 126563, AIC 6428), Lyndhurst, OH had correctly identified the Payne MC-7 monoplane. He added the fol­lowing information: wing span 33'-6"; wing area 152 sq. ft .; ply-skinned wing with fabric aft of rear spar; cruise speed 82 mph. Russ recalls the engine as a 50 hp Franklin. In the years immediately following tempt of a series to span the Pacific

The June Mystery Plane (Brown­ Lindbergh's successful transatlantic Ocean between Japan and the United Young BY-I) was identified correctly flight in 1927, a general stampede of States. The photo is from the collection by Don Dodson of Uncatilla, OR and record-setting attempts occurred as of John Warren of Yardley, PA who Herbert de Bruyn of Bellevue, W A. pilots sought fame and fortune by donated the collection to the EAA Av­

Jack McRae of Huntington Station, being first. Many ended in tragedy iation Museum library. Answers will NY sends a correction on the April while others did achieve their goals. be published in the December 1983 Mystery Plane: This photo records the end of one at- issue of The VINTAGE AIRPLANE.•

"The April Mystery Plane is the ................................................Cirigliano SC-l , ID No. 775W. built by Serafin Cirigliano, partly when he

CALENDAR OF EVENTS We would like to list your aviation event in our calendar. Please send information to the Editor, The VINTAGE AIRPLANE, P.O. Box 229, Hales Corners, WI 53130. Information must be received at least two months in advance of the issue in which it will appear.

SEPTEMBER 1-5 - TULLAHOMA, TENNESSEE - 3rd Annual Ole South Fly-In at Parish Aerodrome, Soesbe-Martin Field. Sponsored by Tennessee Valley Sport Aviation Association, Inc. For information contact Jimmy Snyder, 5315 Ringgold Road, Chattanooga, TN 37412, 615/894-7957.

SEPTEMBER 16-18 - RENO, NEVADA - Reno National Championship Air Races at Stead Airfield. Qualifying September 13-15. Airshow. Contact Greater Reno-Sparks Chamber of Commerce, P.O. Box 3499, Reno, NV 89505. 7021786-3030.

SEPTEMBER 17-18 - BALTIMORE, MARYLAND - 14th Annual EAA East Coast Fly-In at Glenn L. Martin State Airport. Sponsored by East Coast EAA Chapters. Show aircraft, static displays, flea market, forums, aerobatic demonstration, pancake breakfast, Saturday chicken barbeque. Contact Jim Eggleston, 2602 Elnora St. , Wheaton, MD 20902, 301 /933-0314.

SEPTEMBER 17-18 - GOTHENBURG, NEBRASKA - 3rd Annual Fly­In sponsored by the Nebraska Chapter of AAA. For information contact Roger W. German, Rt. 3, Box 12, Cozad, NE 69130, 3081784-4139.

SEPTEMBER 23-25 - TAHLEQUAH, OKLAHOMA - 1982 Tulsa Fly-In at Tahlequah Municipal Airport. Sponsored by Tulsa chapters of lAC, AlC, UL and AAA. For information contact Charles W. Harris, 119 East 4th St. , Tulsa, OK 74103, 918/585-1 591.

OCTOBER 6-9 - EFFINGHAM, ILLINOIS - International Cessna 120/140 Association , Inc. Annual Convention and Fly-In at Effingham County Memo­rial Airport. For information contact AI Hourigan, 839 N. 6th St. , Vandalia, IL 62471 , 618/283-0320.

OCTOBER 14-16 - CAMDEN, SOUTH CAROLINA - EAA AntiquelClassic Chapter 3 Fly-In. Antiques, Classics and Homebuilts welcome. Contact Geneva McKiernan, 5301 Finsbury Place, Charlotte, NC 27211 .

VINTAGE AIRPLANE 15

X/8Y

SEVERSKY PURSUIT X 18-Y

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BORDEN/THOMPSON AEROPLANE POSTERS

FROM THE 1930's Article Number 31

I!J.m·"""'ltIu""",,,!,,,,mlU!!I''''''IU''''''''!!1··m'!I1''''''!'''II''''''''""""""""" "' '''''''''''''''''',,',,'''''11''''''''''''';''''''''''''''11'111'''''''''11''',,'_'''''11'''''''''''''''''''''' ''" .. " II,"', I!I·.. ,,,''''''''·III·''''''''''''III.m .......,,,!II11''''''''''''''''',,, ..''''''trJ''''..""""""!!!""""''''!!!'''''''',,,!!!''''''''''''

the aircraft is: "Seversky Aircraft Corporation, Far­By Gene Chase mingdale, N.Y., produced three models - the EP-1, 2PA­200, and the 2PA-230, the last a two-place low-wing In place of the usual three-view drawing on the back monoplane amphibion."side of this poster, are the words, "Plans For This Plane

This poster, donated by Russell G. Karl of Peru, ILHave Not Yet Been Released by the U .S. Army". The described the aircraft as follows:poster, one of a very few which were dated , was printed

in February 1938. The model number X 18-Y is a mis­Seversky Pursuit for the U.S. Army nomer as it was actually the CAA registration number . .

the X denoting "Experimental". One of these planes of the familiar Seversky type and The three-view drawing presented here is from "The design, won the competition at Dayton over three com­

Aircraft Year Book For 1939" and the only reference to petitors, and, while no definite performance figures have 16 SEPTEMBER 1983

been released by the Air Corps, it is considered the fastest It is rumored that the Army has ordered seventy-seven pursuit plane in the world. It was powered with the latest of these planes powered with 1,000 hp Pratt & Whitney twin- row Wasp radial engine and a Hamilton Standard "Twin-Wasp" engines with atop speed of about 325 mph. constant speed propeller. The Seversky X 18-Y is an all metal single seat fighting

This plane was known as "the Mystery Ship" at the Monoplane with fully retractable landing gear completely 1937 Aeroplane Show held in New York. It was covered inclosed. Particulars of this plane have not yet been re­with a thin cloth so only the outline of the plane could be leased by the army authorities. observed by the public. The Curtiss Ha wk BF2C-l will be fea tured next mon th. •

l'I I

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- I\D 1'\1

36'------------------~

~----~

THE SEVERSKY EP-I

VINTAGE AIRPLANE 17

LETTERS TO THE EDITOR

Dear Gene: Thank you for the excellent article you printed in your

June issue of VINTAGE AIRPLANE regarding the STC for auto fuel in round engines.

There was one item, however, which we should have asked you to include. I am referring to the help we received from J avelin Aircraft of Wichita, Kansas. Dave Blanton generously allowed us to use his facility in Wichita for several of our tests . His advice and total cooperation helped us immensely in obtaining this STC in a limited amount of time.

We would also like to express our gratitude to the EAA for the information they have shared with us, and the cooperation we have received while seek ing thi s STC.

It would have taken us much longer and been far more difficult for us to obtain thi s STC without the excellent cooperation we received from these two organizations. Our hats are off to them both!

Sincerely , Todd & Charles Petersen Petersen Aviation , Inc. Route 1, Box 18 Minden, NE 68959

----------CLASSIFIED ADS---------­Regular type, 45c per word; Bold Face, 50c per word; ALL CAPS, 55c per word. Rate covers one insertion, one issue; minimum charge, $7.00. Classified ads payable in advance, cash with order. Send ad with payment to Advertising Department, The VINTAGE AiR­PLANE. P.O. Box 229, Hales Comers, WI 53130.

ACRO SPORT - Single place biplane capable of un­limited aerobatics. 23 sheets of clear, easy to follow plans, includes nearly 100 isometrical drawings, photos and exploded views. Complete parts and materials list. Full size wing drawings. Plans plus 88 page Builder's Manual - $60.00. Info Pack - $4.00. Super Acro Sport Wing Drawing - $15.00 . Send check or money order to: ACRO SPORT, INC., Box 462, Hales Corners, WI 53130. 414/ 425-4860.

ACRO II - The new 2-place aerobatic trainer and sport biplane. 20 pages of easy to follow, detailed plans. Com­plete with isometric drawings, photos, exploded views. Plans - $85.00. Info Pac - $4.00. Send check or money order to : ACRO SPORT, INC., P.O. Box 462, Hales Cor­ners, WI 53130. 414/425-4860.

POBER PIXIE - VW powered parasol - unlimited in low, cost pleasure flying. Big, roomy cockpit for the over six foot pilot. VW power insures hard to beat 3 1/2 gph at cruise setting. 15 large instruction sheets. Plans - $45 .00. Info Pack - $4.00. Send check or money order to: ACRO SPORT, INC., Box 462, Hales Corners, WI 53130. 414/ 425-4860.

WANTED: PARTS, TOOLS, MANUALS, TECH. ORDERS, SERVICE BULLETINS FOR EARLY WRIGHT 1820 F SERIES, F-50 SERIES, MILITARY -04, -78, -17, -19, -20, -25, -30, -33, -37 & -75. ODER, 13102 DAYWOOD DRIVE, HOUSTON, TEXAS 77038. 713/445-3377.

HOWARD DGA 15P, excellent shape, recent paint and fabric , good wood, recent top overhaul and backcase replacement on engine. Call Jack Braden, 316/663-4741 office, or 316/662-8756 home.

BOOKS FOR AIRCRAFT DESIGNERS, RESTORERS. OUT~OF-PRINT AND CURRENT. STATE SPECIFIC NEEDS. 4000 + ITEM CATALOG $2.00. JOHN ROBY, 3703Y NASSAU, SAN DIEGO, CA 92115.

1931 Monocoupe 110, 125 Warner with 65 hours SMOH. Completely restored . Ceconite. Licensed through August 1983. Phone 213/316-5960 or write Max Green, 5647 Marialinda St. , Torrance, CA 90503 .

WRIGHT R760 ENGINES, OSMOH OR RUN OUT, NOW A V AILABLE. ALSO GOOD SUPPLY OF NEW PARTS. 305/886-3180.

MEMBERSHIP INFORMATION EAA

ANTIQUE­CLASSIC lAC WARBIRDS

ULTRALIGHT

• Membership in the Experimental Aircraft Associa tion . Inc. is $25.00 for one year, $48.00 for 2 years and $69.00 for 3 years. All include 12 issues of Sport Aviation per year. Junior Membership (under 19 years of age) is available at $15.00 annually. Family Membersh ip is available for an additional $10.00 annually.

• EAA Member - $18.00. Includes one year membership in EAA Antique-Classic Division, 12 monthly issues of The Vintage Airplane and membership card. Applicant must be a current EAA member and must give EAA membership number.

• Non-EAA Member - $28.00. Includes one year membership in the EAA Antique-Classic Division , 12 monthly issues of The Vintage Airplane, one year membership in the EAA and separate membership cards . Sport Aviation not included.

• Membership in the International Aerobatic Club, Inc. is $20.00 annually which includes 12 issues of Sport Aerobatics. All lAC members are required to be members of EAA.

• Membership in the Warbirds of America, Inc. is $25.00 per year, which includes a subscription to Warbirds NewsleNer. Warbird members are required to be members of EAA.

• Membership in the EAA Ultralight Assn. is $25.00 per year which includes the Ultralight publication ($15 .0:> additionalfor Sport Aviation magazine). For current EAA members only, $15.00. which includes UltralIght publtcatlOn .

• FOREIGN MEMBERSHIPS: Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars or an international postal money order similarly drawn .

MAKE CHECKS PAYABLE TO EAA OR THE DIVISION IN WHICH MEMBERSHIP IS DESIRED. ADDRESS ALL LETTERS TO EAA OR THE PARTICULAR DIVISION AT THE FOLLOWING ADDRESS.

P.O. BOX 229 - HALES CORNERS, WI 53130 - PHONE (414) 425-4860 OFFICE HOURS: 8:30 - 5:00 MONDAY-FRIDAY

18 SEPTEMBER 1983

FLYING AND GLI DER MANUALS

1929, 1930. 1931 1932, 1933

2.50 ea. SEND CHECK OR MONEY ORDER TO:

EAA Aviation Foundation, Inc. Box 469 Hales Corners, WI 53130

Allow 4-6 Weeks For Delivery Wisconsin Residents Include 4% Sales Tax

THE JOURNAL OF

Classic owners! Interior looking .habby?

GJ

Finish it right with an airtex interior

Complete interior assemblies for dO-it-yourself installation.

Custom Quality at economical prices.

• Cushion upholstery sets • Wall panel sets • Headliners • Carpet sets • Baggage compartment sets • Firewall covers • Seat Slings • Recover envelopes and dopes

Free Catalog of complete product line. Fabric Selection Guide showing actual sample colors and styles of materials: $3.00.

THE EARLY AEROPLANE

•I Iet "",. VISAS!\MPLE ISSUE $4 Qlr ex products, inc. ­259 Lower Morrisville Rd., Dept. VA15 CRESCENT RD. POUGHKEEPSIE. N.Y. 12601

Fallsington, PA 19054 (215) 295-4115

l2~LIV~ tRe (7()L[)~~ ~l2A 01 AVIATI()~

Jacket - unlined tan poplin with gold and white braid trim. Knit waist and cuffs, zipper front and slash pockets. Ant ique/ Classi c 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

AntIque/Classic PIItches Large - 4Vi' across .............. $ 1.75 ppd Small - 3V.' across ....... .. .. . .. $ 1.75 ppd

AntIque/Classic Decals ­4" across (shown left) . ... .. .. .. . $ .75 ppd

Available Beck Issues of The VINTAGE AIRPLANE 1973 - March through December 1974 - All are available 1975 - All are available 1976 - February through April , August through December 19n - January through June. August through December 1978 - January through March, August, October through December

Send check to :1979 - All are available EAA Antique/Classic Division, Inc. 1980 - January, March through July, September through December

P.O. Box 229, Heles Comers, WI 531301981 -- All are available Allow 4-6 Weeks for Delivery 1982 - February, May through December

Wisconsin Residents Include 5% Sales Tax1983 - January through August Per Issue ... . .. .. ... . . . . ......... . .............. ... . .... . .. . $1.25 rpd Lindbergh Commemorative Issue (July 19n) ........... . . . .... $ 1.50 ppd

VINTAGE AIRPLANE 19