VA-Vol-15-No-11-Nov-1987

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STRAIGHT AND LEVEL

by Bob Lickteig

In the October issue I introduced you to a special up-to-date report on aviashytion prepared 31 years ago I would like to further discuss this article titled Air Age as presented in LIFE magazines special issue of June 18 1956 This issue contained a series of articles covshyering the growth of all segments of avishyation up to that date plus predictions of what lay ahead in this exciting and deshymanding new industry

One of the editors Charles Murphy called the air age a technological revoshylution of incalculable scope 30 years ago Henry Ford the man who put a nashytion on wheels and who perhaps more than any other American shaped the economic geography of the US during the first half of the 20th Century theorized the airplane will soon be a part of our life The new technologies of the air are rapidly becoming the major technical effort of the American people The air is changing the nature of Amershyican society faster than it has ever been changed before This country is becomshying an air community as earlier it materialized as the worlds first aushytomobile community

As this special issue was being preshypared LIFE showed it to Eddie Rickenshybacker and asked him to write an introshyduction Captain Eddies life experi-

WHERE DID WE GO WRONG

ences unique in US aviation spans most of the airplanes existence and both its military and civilian developshyment Eddie Rickenbackers comment follows

When I looked at this special issue I found my mind traveling over a pershysonal air past which until then had not seemed so distant The 2000 mile per hour X-2 at Edwards Air Force Base made me think of the wood and fabric 120 mph Nieuport in which nearly 40 years ago I fought my first air battle over France

Those beautiful pictures portrayed in this article of the beauty of the airmans sky brought back memories of the most magnificent sights of this earth I have ever seen - the Himalayas at sunset during a crossing of the hump in a later war and as I studied the pictures showshying what goes on in the American air during a single 24 hour span I rememshybered what it was like when I became an airline operator 33 years ago - dirt runways no ground-to-air radio a box lunch for the passengers and a tail skid for a brake It all seemed difficult enough then but now I can say that the daily management of the US air is one of the most complex and intricate opershyations done by man

LIFE makes it clear what is happenshying to us how paradoxically we are abshysorbing the air age revolution without really understanding it how the need and the will to master the worlds air has brought changes which are reshapshying our economy our cities and our global relationships This special article shows how military and civilian aviation are intertwined how the progress of commercial flying depends on military daring and experimentations for new engines and new planes

The most important point is that we are only now crossing the threshold of

the Air Age Its true wonders are not yet at hand - they are only imminent For what has seemed forever I have strugshygled along with my competitors and felshylow pioneers to persuade people to fly Last year the US airlines carried more than 40 million passengers But this total was made up of only 10 million individuals using air service over and over In fact as of this date only about 8 percent of the American public has ever flown at any time This percentage however is growing with the advent of the first true airborne generation I do not expect to be on hand for the first voyage to Mars nor am I particularly inshyterested in organizing a coach service in that direction But this I say as one has ventured with the vanguard into the shallows of space let us go forward boldly making sure of our rightful place in the air for freedom and for good

With so much going for aviation 30 years ago where did we go wrong We as the greatest nation in the world have learned to live and thrive with the aushytomobile from the Model T to the luxuryshypowered limousines to 60-passenger motor coaches and the 18 wheelers that criss-cross the nation day and night serving our every need Is there that much difference between ground and air transportation All the predictions and forecasts in 1956 were for a smooth integration of all types of aircraft using the vast ocean of air that surrounds us

Today we are involved in a major batshytle over the use of this airspace It seems strange that we can develop the technology to produce these air vehishycles but cannot agree on how to use them Its too bad Henry Ford is gone If he were here today perhaps he could solve our problems

Remember were better together Welcome aboard join us and you have it all bull

2 NOVEMBER 1987

PUBLICATION STAFF PUBLISHER

Tom Poberezny

VICE-PRESIDENT MARKETING amp COMMUNICATIONS

Dick Matt

EDITOR Gene R Chase

CREATIVE ART DIRECTOR Mike Drucks

MANAGING EDITORADVERTISING Mary Jones

ASSOCIATE EDITORS Norman Petersen

Dick Cavin

FEATURE WRITERS George A Hardie Jr

Dennis Parks

STAFF PHOTOGRAPHERS Jim Koepnick Carl Schuppel

Jeff Isom

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NOVEMBER 1987 Vol 15 No 11 Copyright 1987 by the EAA AntiqueClassic Division Inc All rights reserved

Contents 2 Straight and Levelby Bob Lickteig 4 AlC Newsby Gene Chase 5 Almost Homeby John F Hanson 6 Dean Richardsons Cessna LC-126-C

by Norm Petersen 10 Interesting Members - Niels Sorensen

by Noel Allard 11 Mystery Planeby George A Hardie Jr 12 Spartan NP-1 by George E Goodhead Jr 17 Members Projectsby Gene Chase 18 A Love Affair with AI Mooneys Little

Wooden Wonder the Culver Cadet by Charles W Harris

22 Type Club Activitiesby Gene Chase 23 Vintage Seaplanesby Norm Petersen 24 Vintage Literatureby Dennis Parks 25 Volunteersby Art Morgan and Bob Brauer 26 Welcome New Members 27 Letters to the Editor 27 Calendar of Events 29 The Vintage Trader

FRONT COVER Dean Richardson pulls along side the photo plane with his award-winning LC-126-C painted in Military Air Transport colshy

Page 6

Page 12

Page 18

ors For the story on this really unique rebuild see page 6 (Carl Schuppel)

BACK COVER The two aircraft pictured were part of a fleet of three operated in the 1920s by the Brock amp Weymouth Engineering Company of Philadelphia The aircraft appear to be Fokker Clls These were three seat civil versions of the CI having an enclosed cabin seating two passengers The engine looks to be a Siddeley Puma of 230 hp The aircraft were used for photographic surveys with the camshyera and an operator in the cabin (EAA Archives Photo)

The words EAA ULTRALIGHT FLY WITH THE FIRST TEAM SPORT AVIATION and the logos of EXPERIMENTAL AIRCRAFT ASSOCIATION INC EAA INTERNATIONAL CONVENTION EAA ANTIQUECLASSIC DIVISION INC INTERNATIONAL AEROBATIC CLUB INC WARBIRDS OF AMERICA INC are registered trademarks THE EAA SKY SHOPPE and logos of the EAA AVIATION FOUNDATION INC and EAA ULTRALIGHT CONVENTION are trademarks of the above associations and their use by any person other than the above associations is strictly prohibited

Editorial Policy Readers are encouraged to submit stories and photographs Policy opinions expressed in art icles 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 Wittman Airtield Oshkosh WI 54903-3086 Phone 414426-4800

The VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by EAA AntiqueClassic Division Inc of the Experimental Aircraft Association Inc and is published monthly at Wittman Airtield Oshkosh WI 54903middot 3086 Second Class Postage paid at Oshkosh WI 54901 and additional mailing offices Membership rates for EAA AntiqueClassic Division Inc are $1800 for current EAA memQers for 12 month period of which $1 200 is for the publication of The VINTAGE AIRPLANE Membership is open to all who are interested in aviation

ADVERTISING - AntiqueClassic Division does not guarantee or endorse any product offered through our advertisshying 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 AntiqueClassic Division Inc Wittman Airfield Oshkosh WI 54903-3086

VINTAGE AIRPLANE 3

and other sport aviation activity for the metal tabs that secure the tubushyExperience must include a minimum lar trailing edges to the rudder and

of three years of full-time employment elevators in the editorial office of a magazine or Walt offers his guidance and a corner other type of publication Editing experishy of his shop to any chapter member ence is required and layout and photoshy wanting to make fittings etc to further graphic skills are desirable the project

EAA would like to fill this position by Chapter 7 meets at Flanders Valley January 1 1988 Please send resumes Airport Flanders New Jersey to Golda Cox EM Wittman Airfield Oshkosh WI 54903-3086 ARROW SPORT AVAILABLE

Compiled by Gene Chase Anyone interested in restoring a 1936 WHO IS CHUCK Arrow Sport Model F should contact Lt

Weve received letters and phone Col Louis J Tobin PO Box 1383 CAREER POSITION AT EAA OPEN calls asking for more identification of the Travis AFB CA 94535 Phone 707

back cover photo on the September 438-5598 or 5605 EAA Headquarters is inviting the subshy1987 issue of The Vintage Airplane mission of resumes by qualified pershyThe photo is from the Stier Collection in MISSING SEVERSKY P-35 sons interested in a career position in the EAA Photo Archives and was simply its editorial department Responshy Readers may remember a Letter tocaptioned Chuck in Parasol - 1929sibilities would initially center around the Editor in the April 1987 issue of

We should have noted that no further editorship of The Vintage Airplane and The Vintage Airplane in which the writer information was available to us If anythe production of Warbirds magazines wondered what happened to areader can identify the pilot of the Heath but would grow to include a significant Seversky P-35 he recalled seeing in aSuper Parasol or the location wed be role in the production of Sport Aviation hangar at Nogales Arizona in 1960delighted to add the information to ourDuties would principally involve editing The writer of the letter I W Ikerecordsand magazine production but would Stevenson (EAA 82203 NC 3704)

also include research writing and PO Box 202 Menominee MI 49858shyAlC CHAPTER 7 PROJECT photography The successful candidate 0202 received quite a few letters with

for the position would be required to reshy EAA AntiqueClassic Chapter 7 is suggestions on its whereabouts locate to the Oshkosh Wisconsin area building a Heath Parasol as a chapter He learned from the manager of the

Qualifications for the position include project Newsletter editor Walt Ahlers Nogales Airport that the plane was a degree in journalism or a combination reports Its hard for me to imagine flown to California several years ago of bachelors degree and employment what has been accomplished by a few and is now in the collection of the experience in the publishing field Lanshy kids Between my son Buddy daughter Planes of Fame Museum 7000 Merrill guage skills are essential in any case Nancy and another 11-year-old in the Avenue Box 17 Chino Airport Chino A minimum of a Private pilots license neighborhood the ribs for the wings are CA 91710 Ed Maloney is president of is required as well as an enthusiasm going together quickly All the tail surshy the Museum which owns many aircraft for homebuilt antique classic warbird face structures are completed except several of them rare and flyable bull

EAA Archives Photo - Stier Collection

4 NOVEMBER 1987

ALMOST HOME

by John F Hanson (EAA 125280 Ale 4183) 2950 Laurentide Ann Arbor Michigan 48103

Almost home I sit in the Lakefield airshyport office in western Ohio watch ing the rain fall on my J-3 Im two hours from Ann Arbor and the weather has fallen to the point where Ive sought shelter at this small midwestern airport Now the rain is runn ing off the yellow fabric of my Cub giving it the wet look without the expense of urethane I wait and watch

Time to think about the aspects of cross-country flying in a J-3 and nothshying else to do so I take pen in hand and think and write Ive come this far today from Middletown Ohio and before that from London Kentucky I was weathshyered in for three days in London and when it cleared enough to sneak out I did

Cross country in a Cub is many things to me but one thing it is NOT is fast One must be flexible about things when traveling VFR in a small plane but when youre going in a J-3 it helps to be downright philosophical A bit of headwind can reduce your groundspeed to a walk and give you plenty of time to observe the country around you Farmers wave and cows slowly lift their heads to watch you pass as they lunch on fresh alfalfa You can even see their jaws move as they chew The countryside belongs to them but in a way it belongs to you too as you

survey things from your lofty perch The stops you make on such a trip

are some of the best things about traveling with a J-3 A Cub is at home on small fields and one finds the people there to be pleasant Folks have the time and the inclination to be friendly at little airports Make a fuel stop and they will as often as not offer you a car to go into town for lunch giving you the chance to see from ground level the same town you just circled before landshying Its a different town when viewed first from a Cub then from the ground than it would appear from greater disshytances

From a jet overhead at 35000 feet the passengers look down and see a small gathering of buildings and remark Not much of a town From the J-3 howshyever you see things differently You see the small colorful pots hung by the porches and smell fresh mown hay in the summer You see Grandpa raking leaves smell the smoke and see young children excitedly carrying pumpkins in the fall You see farmers pickups gathered around cafes at breakfast time in the winter and kids in light jackets flying kites in the spring You see not just buildings and land from low altitude in a Cub you see life and nowhere in the country is life prettier than in the many small towns that dot our counshytryside Not much of a town you say You d better not say that in Americas heartland or to a J-3 pilot The smaller the town the better

And what of a Cub itself It is legenshydary in aviation and for good reason A design from the 1930s the airplane rose from the depths of the Great Deshypression to become THE true classic It is an open cockpit plane in the summer and a (chilly) closed cockpit plane in the winter It is the ultimate sport airplane whether on wheels skis or floats

Fifty years after it first took off the J-3 is still thrilling pilots and giving kids their first airplane rides from pastures and little grass airports If every person who learned to fly in a Cub could stand up and be counted Im sure the total would stagger us all Ive had many an old-timer walk up to my Cub at the gas pumps and reach out to touch it They turn to you and say Well Ill be darned A J-3 I first soloed in one of these in 38 Their voice drifts off as they turn to look over the Cub with a glint in their eye They touch it and theyre young again

All this philosophy and the day has passed at little Lakefield airport Its still raining Time to put my pen and paper aside and get the Cub put away for the night Tomorrows another day The November rain will probably change to snow as I sleep and so the kind fellows here have offered to squeeze the J-3 into their shop hangar for the night Its a little extra work for them but then again this is a small town airport and folks are real people here Well sure be back my J-3 and I if not to this exact airport to one of a thousand like it bull

VINTAGE AIRPLANE 5

Cruising low over the Wisconsin country side the LC-126 shows its tapered full cantilevered wing with its seven-foot chord at the root In spite of the windshield extending to the forward spar of the wing this model Cessna is often referred to as The Blind Bomber

DEAN RICHARDSONS CESSNA LC-126-C

by Norm Petersen

(Photos by Carl Schuppel except as noted)

Perhaps you wondered about the ancestry of the unusual Cessna 195 on the front cover of this months Vinshytage magazine Let me assure you that it is indeed a classic airplane in the truest sense of THE word It is also the subject of this article which will explore the history behind this Oshkosh 87 award winner - Best of Class III - 150 hp and up

Our subject is a 1952 Cessna LCshy126-C N4666T SIN 7802 which is the military version of the Cessna 195 This beautifully redone aircraft is owned and flown by Dean Richardson (EAA 114432 NC 5264) of 7317 Whitacre Road Madison WI 53717 His airplane is one of 83 Cessna LC-126 (Light Cargo) aircraft that were built and sold to the military during the years 1949 to 1952

The first 15 LC-126 were delivered in January 1950 complete with wheels skis and Edo 38-3430 floats These were used by the 10th Rescue Service 6 NOVEMBER 19B7

Squadron in Alaska and were extenshysively tested in severe usage The sershyvice pilots developed a short landing procedure that would make a present day antiquer cringe with remorse With the brakes locked up tight and the flaps extended the pilots would hit the runshyway tailwheel first and slide to a full stop in 100 feet (Apparently the tires were expendable) The feat is quite amazing for a 3350 lb airplane

Following the rather surprising perforshymance of the original 15 aircraft 68 adshyditional LC-126-B and LC-126-C aircraft were delivered to the Air Force and used for light cargo and personnel hacks Deans N4666T is from this latter group and is one of 527 Cessna 195s on the FAA register today The list inshycludes 263 Cessna 195 132 Cessna 195A 128 Cessna 195B one LC-126shyA one LC-126-B and two LC-126-C Deans airplane is carried on the regisshyter as a 195 and for some unknown reason is listed as a 1942 airplane when the date of manufacture is 1952

Growing up in Madison Wisconsin Dean Richardson learned to build model airplanes at an early age culshyminating in his first airplane ride in a

Beech Bonanza at age 10 By the time he was 12 his father had taken him on flights in North Central DC-3 airliners often getting to go up in the cockpit and observe the pilots at work (it was differshyent in those days folks)

Fascinated with airplanes Dean joined the Mt Horeb (WI) Flying Club in the mid-sixties and earned his Private license in a 152 and 172 Buying a Lusshycombe 8A 65 hp he learned the art of flying a tail dragger from a sod fie ld After some 400 hours of enjoyable flyshying he brought the 8A to Oshkosh and promptly sold the aircraft

On Fathers Day June 19 1983 Dean and his wife Wendy drove to the Palmyra (WI) Flight Breakfast where they ran into Gene Chase Vintage editor who had flown in his Davis D-1 shyW parasol with yours truly aboard

All of us there remember a local pilot pushing his Cessna 170B out of a hangar and hanging out a sign For Sale The 170B was absolutely origi shynal down to the last nut and bolt and the oohs and aahs were like a chorus Dean Richardson sought out the owner and bought the 170B on the spot - shaking hands on a gentlemens

A smiling Dean Richardson poses with his pretty 13-year-old daughter Erin in front of the award-winning Cessna LCshy126-C alias 195

agreement with the paperwork to be done on Tuesday

A phone call on Tuesday ellicited the fact that the owner had accepted $500 from a Chicago buyer Acknowledging he may have made a mistake the owner called the Chicago buyer and explained the gentlemans agreement In an exemplary display of honesty (and backbone) the Chicago buyer said If he had a gentlemans agreement with you he gets the airplane Im number two

Dean bought the 170B and started polishing the bare aluminum With the shine really looking good he flew the four-placer to East Troy WI where the red trim was repainted With everything looking like new he flew the 170B (N2681 D) to Oshkosh 84 and garnered the Outstanding in Type award Early in 1986 Dean sold the 170B to Michael Willey (EM 281197 AlC 11520) of St James New York and started the search for a 195

After about five months of searching a 195 was located in North Carolina The owner sent Dean a video tape of the airplane and it looked good - as a civilian airplane Dean was invited to North Carolina as a guest of Larry Morshyris and spent four days studying the airplane Dean learned a great deal about the aircraft and the owner learned a great deal about how rare an LC-126-C was Dean bought the 195 and flew it back to Wisconsin Cruise was 170 mph at 14-1 2 gph and he was back in Madison in 5 hours and 15 minshyutes Not bad for a 1952 airplane

The 195 with its civilian paint job had

Original semi pointed spinner fits well with Hamilton Standard prop and bump cowl Top of cowl and inside upper half of wheel pants are painted in dull olive drab for anti glare Note stall strip near wing root

only 40 hours on its 275 Jacobs engine which had been done by Jacobs Sershyvice Company of Payson Arizona It ran like a watch (not digital folks the old wind-up kind) and was in quite reshymarkable shape The seats had been nicely redone by the previous owner and gave a starting point for the rebuild Dean wanted to redo the instrument panel carpet interior headliner and paint The big job started by flying the bird to Central Aviation in Watertown Wisconsin and putting Randy Effinger and Sandy Schumacher to work

Numerous technical manuals and reshyports on the LC-126-C were located by EM Librarian Dennis Parks and Capt Dave Easton of the Air Force contrishybuted more specifications on colors An original Operations Manual and Strucshytural Repair Manual were obtained from ESSCO in Akron Ohio One big advanshytage in the project - the entire airplane had been zinc chromate primed at the factory and there was no corrosion to be found

Making a drawing using the bulkshyheads for position reference Dean laid out the Stars and Bars for the fuseshylage sides Imagine the delight when the old paint was stripped away - the Stars and Bars were etched in the aluminum and were plainly visible Randy was able to layout the patterns perfectly

A friend of Deans mentioned to him that a few LC-126-C aircraft were used as VIP transports in SE Asia and were painted in MATS (Military Air Transport Service) colors These often included prop spinners wheel pants and the whole works This would be the paint scheme that Dean would use The painting was done at Central Aviation and involved gobs of masking paper and masking tape When looking over

the airplane you must admit the detailshying is superb

The instrument panel was rebuilt by Chuck Van Allen a technician at Halshyverson Avionics in Madison Wisconsin Using some very clever ideas and exshyceptional workmanship Chuck was able to do the complete job without deshystroying any of the original panel The full IFR panel includes a King Audio panel Apollo 612D Loran King KX155 digital ADF with printout auto pilot King 209 Glide Slope head Terra 920 Nav Com King 76 transponder and a slaved

Left side cowl lists all nomenclature relashytive to the airplane including the serial number Bayonet type exhaust stack is original equipment

VINTAGE AIRPLANE 7

Dean Richardson cruises by in his Cessna LC-126-C with the landing gear hanging in the normal bow-legged fashion The absence of struts makes for a clean airplane

Dean Richardsons Cessna LC-126-C

gyro system The original military panel eyebrow lights were retained

A close look at the cabin headliner and interior reveals a first class piece of work by Sandy Schumacher Her deshylicate touch with needle and thread plus the ability and tenacity to do the fabric work exactly as original (and sometimes ever nicer) really sets the tone for an award-winning project An added bonus is a quieter airplane due to sound insushylation used throughout

Certain extras were included with all LC-126 aircraft before they left the facshytory Seaplane fittings for Edo floats and ski fittings were standard along with hoisting rings above the cabin and special lift points on the rear of the fuseshylage Besides a courtesy light in the right wing to illuminate the door at night each wing has a landing light set at difshyferent angles for night landings An emergency door on the left side of the fuselage is standard for the LC-126 and a large baggage door on the right side behind the cabin is designed for the loading of litter cases

The engine compartment features dual oil coolers along with a special Venturi cowling ring which really holds engine temperatures down on a hot day Peak temperatures are 145 deshygrees on a warm day while in winter the oil coolers can be shut off if the tem-

Posing for its picture in front of the crowd at Oshkosh 87 the LC-126-C cuts a pretty picture with its overall light grey paint scheme and colorful detailing Pilots lefthand window rolls down like a car - a touch of class

Original military channel tread tailwheel tire sits below tailwheel boot on the LC-126shyC Note fin and rudder which has a Cessna 170 origin Elevator trim is located on right elevator 8 NOVEMBER 1987

Nicely done instrument panel is full IFR yet retains the look of the original panel Dual control yoke is standard on LC-126 Note original eyebrow lighting over each instrument

Highly prized and sought after original aluminum wheel pants effectively streamshyline the 650 x 10 wheels and tires Wittman spring gear has proven to be simple and trouble free

peratures get below 100 degrees The wheel pants and brakes are origshy

inal and Dean merely restored them to new condition rather than convert to some other wheels and brakes Perforshymance to date has been perfect One of the really hard to find items was the military channel tread tailwheel tire Dean looked high and low for weeks

c

~ $ ~ E o z 1gt ~

~----~~------------------------------------~==~--~~ c

Military style left side escape door is visible in this photo Door is hinged from the top and swings up against wing Note tiny mirror on right side of cabin interior which allows pilot to see forward on right side - normally a blind spot

before he discovered one on Dick Wixoms (EAA 132607) Stearman at Janesville Wisconsin Offering a brand new tire and a few beads of wampum Dean was able to convince Dick to let the channel tread tire go It was one more point of originality for the judges to score on

With the Best of Class III award proudly placed next to his earlier Best

of Type award Dean is rapidly coming to the forefront of the classic restorers He looks forward to making some family trips to Minneapolis Tucson and Phoenix this winter Wherever the LCshy126-C shows its pretty paint scheme admiring eyes will carefully watch as it taxies by

Like we said in the beginning its unique bull

From this angle we get a good look at the overall shape of a 195 (LC-126-C) with its big round engine and five place cabin Note large baggage door which is large enough to load a litter patient through Wing flaps do not show as they are of the split type that come down from the bottom side of the wing

VINTAGE AIRPLANE 9

nteresting Members ------NIELS SORENSEN-----shy

Editors Note A native Minnesotan Niels Sorensen has played an active roll in Minnesota aviation for nearly 60 years Many many fortunate pilots have benefitted from his tutelage and his unshyselfish devotion to everything aeronaushytical has helped to bring credit to the history of Minnesota aviation Following is his story as revealed to author Noel Allard

Niels Sorensen was born April 17 1912 in Minneapolis Minnesota As a kid he worked for a farmer near Wold shyChamberlain Airport there In 1930 he made his first flight but it wasnt until six year later that he learned to fly in an OX-5 powered Curtiss Robin NC9289 (In 1934 Lindbergh visited nearby Ripshyley Minnesota and Sorensen was there to snap his photo with a Brownie camera) Sorensen at the time of his solo was working for Western Electric Soon his vocation would be entirely aviation related

Just before his first solo on July 5 1936 Sorensen joined the Naval Reshyserve Squadron VO-7 (observation)

As his flying experience increased Sorensen became a flight instructor operating out of Oxboro Airport in Minshyneapolis When Oxboro closed in 1937 or 1938 Sorensen transferred to Cedar Airport and later to the larger WoldshyChamberlain Airport

In December 1938 Sorensen bought his first airplane a 1930 Buhl Pup The Buhl which eventually ended up with Luscombe wings was initially kept in a small hangar at the Christian Brothers farm 66th amp Bloomington Minneapolis The airport at the time was little more than a hayfield near a working farm In April 1939 Sorensen and the Christian Brothers expanded their aviation trainshying with the addition of a Taylor CUb The team also got into sales and six Porterfields were sold before 1940

Sorensen had a few failures too I was flying a student who was also a lawyer to Des Moines to take a deposshyition Sorensen said On the way back between Ames and Nevada Iowa at night the engine swallowed a valve and began hammering I had a good idea where the unlighted Nevada airstrip was and got in The lawyer asked if that happened often He then quit flying

I was lucky in the 1930s period I 10 NOVEMBER 1987

was conservative and a little bit afraid of airplanes I wasnt as casual as people are today - they jump into their airplanes just like they jump into their cars I think that has resulted in a lot of problems

In 1940 Sorensen started flying for Mcinnis Aviation the FBO at WoldshyChamberlain When the FBO started a satellite operation training Navy cadets the Civil Aviation Authority War Training Service at Victory Airport Sorensen changed airports again

1940 was a busy year for Sorensen He was licensed by the CAA as a desigshynated flight examiner (flight examiners got no fee then - their services were gratis)

In March 1941 Sorensen moved to Hinck Flying Service as a Civilian Pilot Training Program instructor He taught aerobatics in a Waco UPF-7

The WTS was a screening proceshydure - the student got 10 hours of dual to see if they could qualify as military pilots If they did they went on to the military The CPT program was to get kids through private commercial and inshystrument Most of those students went into the airlines

Before the war I got an airline applishycation but I never filled out the applicashytion The reason the pay was so lousy I was doing real well (flying instruction) instead of starting at $150 - I was inshystructing aerobatics for Hinck and Mclnshy

nis and making three times as much Nobody could see into the crystal ball

Called to active Naval Reserve duty in 1941 Sorensen was attached to a PV-1 squadron Later he was officer in charge of Merrimac satellite training field During the course of the war he was stationed in St Louis Minneapolis and Florida where he instructed in PVshy1s In 1945 he was flying PV-1s off the Aleutian Islands

The Aleutians were a dead zone he said Never found any subs No sonar no anything just your eyes

During his military career Sorensen flew N3Ns N2Ss Vought OSU-1s SNC-1 03Us SUs Spartan NP-1s SNCs SNJs GB-1 (Staggerwing) INshy1 s (Martin B-26 - Sorensens first trishygear airplane) PV-1s NH-1 Howard inshystrument trainers and PBOs (Lockheed Lodestar)

During his military career his only significant problem occurred in a PV-1 with an instructor flying We made a bad landing and went up on the nose

Back in Minnesota after the war Sorensen and Ed Sieber started Lakeshyland Skyways Sieber had flown with Mid-Continent Airlines and then Braniff Sieber is now a real estate agent (Ed Sieber amp Associates)

In the 1950s a friend asked Sorensen if he wanted some time in a P-51 Sorensen eagerly took the opportunity

(Continued on Next Page)

----------------- by George A Hardie Jr----------------shy

Heres another two-place low-wing monoplane from the early 1930s that never reached production The photo was taken at Oil City Pennsylvania in 1934 and was submitted by Warren E Wood of Charlottesville Virginia Anshyswers will be published in the February 1988 issue of THE VINTAGE AIRPLANE Deadline for that issue is December 101987

Tom Henebry of Camarillo California recognized the August Mystery Plane and wrote the following

It is the International Triplane deshysigned by Ed Fisk and built in the Long Beach California area early in 1925 Designated the CF-10 it was originally powered by two OX-5s and used as an airliner around Los Angeles When the Dole Race prize was announced in 1927 it was fitted with Wright Whirlwind J-5s and larger gas tanks and entered in the race as the Pride of Los Angeles

One of the several sponsors in the race was cowboy movie star Hoot Gibshyson Ed Fisk built several aircraft using the octagonal section fuselage built of Haskelite an early form of impregnated plywood His financial partner J W Catron did not share Fisks enthusiasm for this monstrosity and did not risk his coin on this turkey The planked fuseshylage must have been extremely heavy and to aid pilot visibility the center wing was not attached to the fuselage The two place open cockpit was located just forward of the tail section so it doesnt appear in most photos

On August 11 1925 the plane was ferried from Long Beach to Oakland California for the start of the race Pilot James L Giffen navigator Theodore S Lundgren and Lawrence Weil a friend were aboard when the trip lane apshyproached the recently bull-dozed Oakshyland runway On landing the plane bounced and swerved on the soft runshy

way so the pilot poured on the coal for another go-around Low and slow with one engine sputtering the aircraft slid into the Bay and came unglued The three persons aboard were all rescued without injury

Other answers were received from Doug Rounds Zebulon Georgia Willshyiam Fischbach Alameda California H G Buffington San Diego California Robert Wynne Mercer Island Washshyington Mike Rezich Chicago Illinois and Charley Hayes Park Forest Ilshylinois

to get the time in his logbook Ive flown 125 different aircraft he

said one of the oddest was a National Blackbird It had a French nine-cylinder Salmson engine and no sides to the cockpit You sat in it like you would a box It was an unlicensed aircraft at old Nicollet Field west of Cedar airport Owned by a fellow named Russell Nicollet it was another strip like Chrisshytians There was a dump in the middle of it - just a pile of junk They used to burn some potato fields in the vicinity and the fires made it easy to find the airport from the air

Sorensen continued flying professhysionally with Lakeland Skyways until

1977 when he retired During retirement he began looking for an airplane buildshying project and settled on the World War I SE-5 single seat fighter

Before starting on the project Sorenshysen researched construction techshyniques and materials on the SE-5 He wanted to build one as close in size and design as he could

I m trying to stick as close to original as possible he said Metals today are better they (World War I builders) used cold rolled steel for fittings (On the replica SE-5) we will use chromoly 4130 which is 10 times as good Bolts and hardware are better - nickel steel bolts as opposed to carriage bolts used

in the original But well still use spruce Im going to discount what pilots of

the time said (about the SE-5) because the young cadets didnt have much exshyperience The pilots claimed it landed too fast (60 mph) and had poor aileron control They probably only had about 100 hours logged and in nothing but Standards In the SE-5 there is a big long control stick so there are tremendshyous leverages I think that is why they overloaded the wings sometimes and pulled the wings off The pilots had no chutes Im not building the SE-5 for competition It is a replica except for the instruments bull

VINTAGE AIRPLANE 11

5PIlR

Spartan NP-t by George E Goodhead Jr (EAA 3603 Ale 5176) 6326 East 4th Street Tulsa Oklahoma 74112

Spartan Aircraft Company Tulsa Oklahoma produced its model NP-1 milshyitary primary trainer for the US Navy from 1940 to 1942 It was a two-place tandem biplane with an upper wing span of 33 ft 8-38 inches height 9 ft 4-1 2 inches and a length of 24 ft 7-34 inches The empty weight was 2080 Ibs with a useful load of 720 Ibs and a gross weight of 2800 Ibs It had a welded steel fuselage frame fabric coshyvered aft of the rear cockpit with aluminum lift off panels forward to the firewall on both sides of the fuselage for easy access and servicing

The wing was constructed of lamishynated spruce spars spruce ribs and 12 NOVEMBER 1987

drag struts all fabric covered with the exception of the removable metal tips Interplane and cabane struts were streamline steel tubing The ailerons were of riveted aluminun alloy construcshytion with fabric covering

The fin and stabilizer were stressed skin aluminum alloy construction and the elevator and rudder were of riveted dural framework fabric covered The split-axle type landing gear and the swiveling tail wheel were equipped with oleo shock absorbers The ship was powered with the Lycoming Model Rshy680-8 220 hp engine

Construction on this prototype Sparshytan first designated the NS-1 was started in the early part of 1939 The fuselage frame jigs that were used to build the Spartan C-3-165 and Model 225 in the early 1930s were utilized to construct the side panels for the NS-1

However when the two side panels were attached together the fuselage was narrowed by over 12 inches since the NS-1 was to be a two-place tandem and the C3s were three-place with a wider front cockpit

Upon completion of the prototype Jess Green General Manager of the Spartan Aircraft Company test flew the plane for 45 minutes on September 23 1939 This original prototype NX17634 was painted with Army trainer colors blue fuselage and yellow wings desigshynated the NS-1 and presented to the Air Force in- hopes of obtaining an Army Primary Trainer contract Since this did not materialize the ship was repainted Navy yellow presented to the Navy and on July 10 1940 Spartan received a contract to build 200 deSignated at this time the NP-1

One additional Spartan NP-1 was

The Spartan NS-1 NX17634 with blue fuselage and yellow wings with which the comshypany hoped to gain an Army primary trainer contact

Spartan NS-1 NP-1 NX17634 repainted all yellow with added ring cowl and landing gear fairings The Navy ordered 200 of these primary trainers on 71040

To help further the war effort Spartan Aircraft Co and its employees donated this NP-1 The Spirit of Spartan to the US Navy Here employees apply finishing touches

built and donated to the Navy by Comshypany President J Paul Getty with all materials furnished by Spartan and emshyployees donating their time for one day which was more than enough manshyhours to construct an average NP-1 On March 30 1942 this plane was preshysented to Lieutenant W F Marriner Chief Naval Inspector at Spartan who accepted it on behalf of the Navy

Much to everyones surprise J Paul Getty closed the Spartan factory in 1960 after 32 years of operation Among the aircraft produced were the models C2 C3 C4 C5 7W Executive NS-1 (later designated NP-1) and the one and only models 12 (no additional name) and 8W Zeus Spartan also provided major assemblies and other parts for Boeing Consolidated CurtissshyWright Douglas Fairchild Goodyear Grumman Lockheed Martin North American and Republic During the companys final 12 years they proshyduced thousands of luxurious mobile homes

At this time I was fortunate to be good friends with Fred Stewart Chief Enshygineer at Spartan and his associate Lloyd Pearce I was given access to the attic above the large engineering room to obtain any drawings and tracings I was interested in After a full day carryshying arm loads down three flights of stairs I ended up with a panel truck full of prize possessions Among these tracings were over 500 pertaining to the Spartan NP-1 which at a later date I donated to the Experimental Aircraft Asshysociation They are still in the EAA Lishybrary in the original carton in which they were shipped

In November 1969 an ex-Army Marshytin B-26 pilot Walter L Wright (EAA 76569 AlC 292) 2280 SW Fernwood Circle Lake Oswego Oregon 97034 obtained parts of a Spartan NP-1 from Clover Park Trade School Thun Field near Tacoma Washington These parts were from NP-1 factory serial no 1 Navy no 3645 On March 25 1970 three wing panels and wing struts were obtained from W C Clantz in Charlotshytesville Virginia that came from the Unishyversity of Virginia These parts were off NP-1 serial no 86 Navy no 3730 The airframe was purchased February 14 1972 from Charles Hellinger and George York of Mansfield Ohio This plane serial no 47 Navy 3691 came from Wooster College in Ohio

Missing the right upper wing and aileshyron as well as the complete horizontal stabilizer Walter obtained my name and requested drawings for these parts I had some 20 prints made from the tracings at a local blueprinting company and mailed them to him At a later date Walt visited the EAA Museum (then in Hales Corners Wisconsin) and had adshyditional prints made from other tracings

In 1975 Walt transferred ownership of the NP-1 to his son Jeff an Air Force

VINTAGE AIRPLANE 13

5PIIR C-130 pilot in hopes of speeding up the be told from the original Bill also built restoration Jeff contacted Bill Yoak of the missing metal aileron Carlsbad California who after much While those parts were being built time was induced to take on the building Walt and Jeff were busy building the of the metal stabilizer from the factory missing right wing panel From then on drawings The finished product cannot the project progressed steadily to com-

Factory side view of NP-1

Spartan NP-1 CN 2 Navy SIN 3646

NP-1s in the Spartan factory

pletion The Spartan was test flown by Jeff on July 13 1987 its first flight in approximately 45 years Jeff reported it was light on the controls and very steady in the air but was under-powshyered for some aerobatics

The NP-1 had a reputation of having bad stall and spin characteristics thereshyfore most of the 201 NP-1s were either

destroyed or donated to aviation schools for ground school instruction This is puzzling since the NP-1 was the same basic aircraft as the model C3 deshysigned by Willis C Brown in the late 1920s A quote from an early Spartan brochure reads From an aerodynamic standpoint the plane (Model C3) was designed so that it would not stall and

Factory data plate for Jeff Wrights NP-1 N29800 SIN 3691

VINTAGE AIRPLANE 15

The only Spartan NP-1 currently flying is Jeff Wrights N28700 SIN 47 in which he made the planes first flight in 45 years on 71387

in flight tests it demonstrated unusual non-stalling characteristics Some thirty well-known pilots who have flown the machine were unable to make it spin with engine on or off The plane showed no tendency to slip off on one wing from any position when all flying speed had been lost Instead as it nears a stall the nose settles and the plane moves forward in a safe glide

Editors Note George E Goodhead Jr was born in 1914 and has lived in Oklahoma all his life Always interested in aviation he was an avid builder of models as well as a photographer and his photo collection numbers in the thousands His first three hours of dual flight instruction were in a Collier Amshybassador before signing as a student with Spartan School of Aeronautics in 1937 (10 hours for $60) He soloed in a J-3 Cub and went on to get his comshymercial license and flight instructor ratshying

In 1944 he instructed for Spartan in Fairchild M-62As (PT-19s) and later worked for them as an inspector in the plant While WW was winding down George returned to his pre-war job at Bell Telephone in Tulsa He retired from that company in 1976 In 1961 George was instrumental in forming the Spartan Alumni Association which celebrated its 25th anniversary last year G R

Jeff gives his sister-in-law Ruth Wright a ride in the NP-1 C 16 NOVEMBER 1987

MEMBERS PROTECTS ----------------- Compiled by Gene Chase -----------------

Monocoupe 110 Special

Frederick E Ludtke (EAA 46948) 1427 E Manor Freeland Washington 98249 is nearing the end of his Monocoupe 110 Special project Power is a 185 hp Warner Fred is shown here holding the fiberglass bump cowl which he made Its truly a work of art and extremely light too

Fred is well known in the Pacific Northwest as an aerobatic pilot and that is his intended use of this Monocoupe (Gene Chase photo)

Aeronca Champ

This nicely restored 1946 Aeronca Champ N81870 SIN 7AC-493 is owned by Mike Gregg (EM 154077 N C 8239) 819 7th Street Staples Minshynesota 56479 Mike spent 18 months restoring the plane completing the job in September 1985 The covering is the Ceconite 7600 process with a finish coat of Imron Mike plans to replace the metal prop on the Continental A-65 with a wood prop

Last year Mike and his son flew the Champ from their home in central Minshynesota on a 2000 mile round trip to Oshawa Ontario sleeping four nights under the wing Total flying time was 12 hours and they flew over Mikes grandshyfathers farm just as his father had in 1943 in a 8-17 bull

Curtiss JN4D

Chet and Marian Peek (EM 262717) 1813 Danfield Drive Norman Oklahoma 73072 and their newly reshystored 1917 Curtiss JN4D Jenny Chet

spent several years on this beautiful reshystoration and flew it for the first time on 10687 Its F M registration number is N2525 Further details will appear in a future issue of The Vintage Airplane

VINTAGE AIRPLANE 17

A Love Affair with Al Mooneys Little Wooden Wonder bull bull bull

bull bull bull the CULVER CADET by Charles W Harris (EAA 96978 AlC 2158) 3933 South Peoria Tulsa OK 74105

This story began 46 years ago when a 13-year-old boy in a small town in Okshylahoma saw a picture of an airplane that literally reached down and touched his soul That airplane was AI Mooneys inshyspired gift to the pre-war light airplane world the Culver LCAILFA Cadet

The young boy had been an aviation buff since his earliest recollection He had gone to pasture airports and to the air shows with his dad He had read about and knew all the flying machines all the famous aviation names and events and he was in love with it all But the Culver was something else

How could anyone create anything so beautiful The Cubs Taylorcrafts Aeroncas Luscombes and their larger and more expensive counterparts were much admired but oh oh the Culver It was so small so sleek sooo beautiful and it had such performance How could the Taylorcrafts and Luscombes do 90-95 and the Culver do 120 (guaranteed) How could it have reshytractable landing gear How could it have the gorgeous elliptical wing planshyform It had it all speed range and beauty It had the aviation world talking and it had the special elusive quality shya mystic

In the fall of 1940 and the spring of 1941 the orders poured in to the Port Columbus Ohio plant at a rate that exshyceeded production capability AI and Art

Mooney were amazed at what was hapshypening Knight Culver who owned the company was very pleased it apshypeared the design and production team he had acquired from Clare Bunch and Monocoupe had rung the bell practically the first time out A series of events reshysulted in the production facility being moved to Wichita and it was here that things really began to move From Sepshytember 1940 to October 1942 Culver built 350 civil models of the little wooden wonder It was the quantum leap that had been long sought in the light plane world It was to be the role model of the larger more powerful high performance machines that the industry would proshyduce in the post-war years

Our subject airplane Culver LFA NC41716 Serial no 433 was built in

18 NOVEMBER 1987

Wichita in February 1942 It went to Colorado when first sold and shortly thereafter to the LA basin of California where it resided for nearly 40 years beshyfore being acquired by the author in 1984 whereupon it was flown to Okshylahoma It had had some 20 owners had good care and eventually got to rest some 8-9 years during the 1960s when its owner at that time took it apart and hung it up in the roof of a hangar It was acquired by another owner in 1968 whereupon it was completely remanushyfactured by Culver specialist Richard Miller and put back in the air In 1983 the original Franklin 90 was replaced by a Continental C85-12F

Your author had soloed at sixteen in a Cub operated T-crafts Aeroncas and even a BT-13 during the late 1940s as a college student While active sport flyshying had to be put aside in the 50s and 60s when family and business priorities were paramount the writer stayed very close to aviation through his companys aircraft finance and leasing business which handled everything from Cubs to DC-8s Most business trips were by prishyvate light and medium twins and in time the urge to once again fly the fun airplanes was too great to deny As the 70s emerged the author was to get back in to the cockpit to actively own operate and fly a collection of unique aircraft including a very sharp original

Charles Harris prepares to fly his pride and joy The lettering on the gear fairing reads The Way We Were - In the Summer of 42 Note leading edge slots

580 hour TT J-3C65 Cub a show class factory 1977 Pitts S2A with air show paint a beautiful Red Devil paint 1976 Pitts S1 S which won the National Adshyvanced Aerobatic Championship at Fond du Lac in 1977 with prior owner Pete McManus at the controls and an 800 hour 1949 8F Luscombe (presently awaiting restoration) Through all of the re-found fun flying the dream of his

early teen years the Culver kept rousshying embers of fire in his mind The search began in the late 70s the reshysearch began at the same time There are some 120 Cadets still on the FAA registration lists however it is believed by the most knowledgeable Culver buffs that only approximately 25 of the machines are actually airworthy and currently flying These flying airplanes

The front view of the Cadet shows its clean lines The landing gear retracts inward

VINTAGE AIRPLANE 19

The vertical wheel between the sticks is rotated by hand to raise or lower the landing gear The knob behind it is the gear updown selector and lock Wheel wells protrude into cockpit outboard of each stick and contain small windows for visual determination of gear position

are all in the hands of those who genuinely revere and appreciate the litshytle wonder thus relatively few of them ever come to market In that the airplane is all wood and with fabric cover a very careful and prudent examination of each available machine is essential After many inquiries and much research (and many expensive phone calls) NC41716 seemed to be the best machine available that would be put back into its original configurashytion and appearance without substantial rebuild NC41716 was acquired in Deshycember 1985 and it was delivered to Oklahoma by the seller It went right into Frannie Rourkes shop in Bartlesville Oklahoma

Frannies a marvel He is now in his early 70s his work is known to many His rebuild of Doug Rounds big Travelair 6000 resulted in it being named AM Grand Champion in 1983 His total restoration of Bob Taylors General Aristocrat resulted in it being named Reserve Grand Champion at Blakesburg in 1986 His own 1928 OX-5 Travelair 2000 was Grand Champion in Denton in 1986 Frannie had consented to take on the heavy upgrading of the airplane

And so Frannie went to work on cowl rework engine compartment baffles blast tubes firewall work gascolator reshylocation spinner rework prop polish panel rework cockpit area upgrading rework of trim system gearleg fairings etc etc In due time the machine was put on a hoist to check and work the undercarriage Put the gear up fine shylower the gear whoa - it wont come down What It wont come down Its summer 110 in the hangar maybe 120 in the cockpit and the gear won t come down But better by far than to be airshyborne trying to get it down Frannie later finds the problem a bent gear tube () fixes it and we continue on and on

interior is put in the airplane by an inshyterior specialist and it turned out beautshyifully Frannie details all of the interior and it comes out right

We fly the (still green) machine in November 1985 and tweak it fly it again in December 1985 and tweak it and again in January 1986 In Febshyruary 1986 it is flown to Jim Dross shop in Broken Arrow Oklahoma for comshyplete repaint and exterior detailing After all of the study and research to guide Frannies work it was back to the drawshying board for the exact paint scheme and color tones

Jim Dross had graciously agreed to take on the finish detailing and exterior painting Jims great work is well-known to Stearman fans His complete reshymanufacture of entertainer Roy Clarks black and orange Stearman N54RC reshysulted in it being named best custom

Stearman in Galesburg in 1986 and Presidents Choice at the Tulsa Fly-In at Tahlequah in 1986

The most popular original Culver paint scheme was the fuselage and vershytical fin in a darker color with the wings horizontal and rudder in a lighter color this was coupled with the handsome three-finger paint stripe NC41716 would be deep maroon on the fuselage and fin and Tucson cream on the wings horizontal and rudder The paint stripes would be cream The NC numbers would be replaced on the aircraft exactly as they were 45 years before Trying to authenticate the exact dimenshysion of the paint stripes was a major concern and problem but it was finally solved Jim did the impossible on the paint and finish and the result was great His tedious attention to detail coupled with the research etc (plus normal shop work) ended when the airshycraft was finished and test flown in Janshyuary 1987 It flew as good as it looked and it looked beautiful

The two and half plus year task was finally done The machine was ferried home to Riverside Airport on Tulsas south side in March 1987 where it was met by an admiring group of airport pals some of whom had begun to wonshyder if the mythical Culver really existed

The Culver Cadet of 1940-41-42 was and is a magnificent and efficient airplane With the 85 hp Continental it delivers 135 mph cruise has 450 plus mile range comfort and appeal Comshypare those numbers with anything outshyside of todays experimentals and you get some idea of what AI Mooney created 47 years ago

It is astounding that any of the aircraft

A new and complete genuine leather The Cadets instrument panel Plane has dual stick controls with brakes on left side only

20 NOVEMBER 1981

Elevator trim handle and indicator is on ceiling Original data plate is mounted on aft bulkhead

VINTAGE AIRPLANE 21

(

The beautiful elliptical wings and horizontal tail surfaces are evident here Cabin can be entered from both sides

of the 20s 30s and 40s exist today It is certain there was never a thought that a substantial number of these 40 50 and 60-year-old airplanes would surshyvive much less fly much less be exhishybited and flown as museum quality machines The fact that this phenomeshynon has occurred has to be credited to those few talented craftsmen who not only have the knowledge but the willingshyness to rebuild and restore these wonshyderful and historic aircraft that we fondly refer to as antiqueclassic machines When we think back to the 30s 40s

and 50s and even early 60s when thousands of these machines were slowly but surely deteriorating away to nothingness on the airfields of the counshytry it really makes us all appreciate the spirit of the men and women who have given of their time and talent to provide us what we have today

The Culver LCAILFA series aircraft are wood and fabric construction they are fragile There are precious few gurus with us today who really know the airplane Larry Low Bill Lawson Paul Schyler Jack West Jim Rezich

and Susan Dusenbury are a knowshyledgeable group of these few Larry Low and Bill Lawson provided invalushyable information Bill Lawson was espeshycially helpful He has rebuilt a number of Cadets and was most helpful He knows well the love-hate relationship of the machines

The exquisite little Cadet that rang bells in a young teenagers mind many years ago is alive and well today as a beautiful flying antique that is the pride and joy of this aviation romantic bull

I ~ype ClubActivities Compiled by Gene Chase

Annual Convention Set for Alaska

The 1988 Annual Convention of the International Cessna 170 Association is scheduled for July 17-22 at Fairbanks International Airport Fairbanks Alaska Plenty of parking and camping is availshyable on the field Two FBOs with fuel trucks and radio repair facilities will be available

The convention hotel is the Sophie Station Hotel 1717 University Avenue Fairbanks AK 99709 phone 907479shy3650

Convention co-chairman are Rick and Cheryl Schikora 1919 Lathrop Drawer 17 Fairbanks AK 99701 phone (work) 907456-1566 and (home) 907488-1724 - remember the time difference

For information on the International Cessna 170 Association contact Velvet Fackeldey Executive Secretary P O Box 186 Hartville MO 65667 phone 417741-6557

AMERICAN BONANZA SOCIETY

20th Anniversary Convention

As noted in the American Bonanza Society Newsletters the 1987 Convenshytion held July 15-19 at Midcontinent Airshyport Wichita Kansas celebrated the 20th birthday of the Society and the 40th anniversary of the Beechcraft Bonanza By the time the last airplane was tied down the official count was 777 Bonanzas and Barons

It was the largest fly-in by a single organization that Wichita - The Air capital of the World had ever experishyenced It surpassed the previous record of 525 airplanes at the 1980 ASS Conshyvention in Nashville 22 NOVEMBER 1987

The airplanes came from virtually every state and six different countries on three continents and covered model years extending back to 1947 It set a new attendance record of 1760 over the previous mark of 1350 held by the 1980 Convention

In four nights and three days there were two buffets two banquets a firstshytimers breakfast a ladies luncheon exhibits plant tours flight line inspecshytions fly-bys and daily seminars and other learning opportunities

The 1988 ABS Convention is schedshyuled for July 6-10 at Nashville Tennesshysee hosted by the Grand Ole Opry and Opryland USA

For information on the American Bonanza Society contact Cliff R Sones Administrator P O Box 12888 Wichita KS 67277 phone 316945shy6913

SOUTHWEST STINSON CLUB

The following article by Gary Murshydock Vice-Preisdent of the Southwest Stinson Club appeared in a recent SWSC newsletter

The Right Maroon

A recent discovery of an old Air Asshysociates Inc parts catalog has revealed many of the paint colors by Berry Brothers that were used on most of our Stinsons A full page of color chips in perfect condition gave me an opportushynity to run down to the paint store and do some color matching What I found may surprise some of you Imron No 143 I have been told by more than one is a perfect match for the Stinson mashyroon not so I found this to be lighter than the paint chip Berry Brothers gave for Stinson maroon the full name is Stinson Garnet -Maroon This color matched perfectly with Imron No 32678UH

Other Berry Brother paint chips for Stinsons were Diana Cream used for

the side stripe etc Orange Yellow for 1946-47 Stinsons Stinson Green also 1946-47 Stinsons Insignia Blue used only on 1946 Stinsons and Stearman Vermilion also used only on 1946 modshyels

The blue used on some 108-3s was by Lowe Brothers This is called out on a 24 x 36 blueprint I have from Univair (part number 108-3092140)

Berry Brothers had a complete line of Aircraft Finishing materials known as Berryloid Aircraft Finishes This Air Asshysociates Inc Book (copyright 1949) stated that Berry Brothers had over 30 years experience in aviation finishes and had such efficiency that they were known to be the standard of quality (like our Stinsons) in the aviation industry

For information on the Southwest Stinson Club contact Dick Goerges President 3619 Nortree Street San Jose CA 95148 phone 408274-9179

LUSCOMBE ASSOCIATION

From the current issue of The Lusshycombe Courant the newsletter of the Continental Luscombe Association edited by Loren Bump comes this good news for California residents who own antique classic and unique aircraft

Californias Senate Bill 95 was reshycently signed into law by Gov Deukmeshyjian which exempts many antique and unique aircraft from the personal propshyerty tax rolls Private aircraft 35 years old or older as well as any aircraft of any type or model of which there are fewer than five known to exist worldwide are exempt

The bill does not include aircraft used for commercial purposes regular transshyportation or held for sale The owner must file for exemption at the local tax office and pay a one-time filing fee Also the owner is required to display the plane to the public at various times of the year such as at fly-ins

For information on the Continental

Luscombe Association contact Loren Bump President 5736 Esmar Road Ceres CA 95307 phone 209537shy9934

NATIONAL BIPLANE ASSOCIATION

Vol 1 No1 of Biplane News the quarterly publication of the National Bipshylane Association has just arrived at EAA Headquarters Its an eight-page newsshy

letter on high grade paper containing news photos and other items of note including the following

Using the FAA Aircraft Registry data NBA tabulations show there are 5651 biplanes registered The largest group of biplanes is Stearmans followed by Pitts A partial breakdown looks like this Stearmans 2016 Pitts 909 Starduster 499 Waco 344 Beech Staggerwing 207 Navy N3N 141 Meyers 98 Fleet 69 Laird 10 Wiley Post 1 Buhl 1

FAA data does not indicate how many are in license and of course there is no way to know how many are

out there which are not registered Fifteen percent of the National Bipshy

lane Associations promotional post cards mailed to FAA-registered biplane owners were returned by the Postal Service marked Undeliverable Forshywarding Expired or Moved Left no Forwarding Address

In reporting this percent of returns to the mailing list source NBA was adshyvised that airplane owners were known to be very negligent about notifying the FAA Aircraft Registry of their address changes (A possible consequence is the re-assignment by the FAA of these inactive N-numbers Many vintage airplanes have lost their original regisshytration numbers due to such laxity by owners GRC)

For information on the National Bipshylane Association contact them at Hangar 5 4-J Aviation Jones RVS Tulsa OK 74132 phone 918299-2532 bull

VINTAGE SEAPLANES by Norman Petersen

Interesting photo of a 1949 Cessna 195 N3877V SIN 7339 mounted on Edo 38-3430 floats and being pumped by Nick Oppegard left and serviced by Roger Seiler on the wing Photo was taken on 28 July 1984 at a marina on the Saginaw River Bay City MI as the plane was being flown from New York to Seattle Note missing bumper on left float

VINTAGE AIRPLANE 23

by Dennis Parks Configuration ond half of 1931 was 172 Ibshp The highest power loading was for the CycshyOne of the trends examined was that loplane which struggled through the airTrends in Airplane Design - of configuration ie biplane vs monoshycarrying an astonishing 30 Ibs perplanes and open cockpit vs closed airshy1931 horsepowercraft There was a definite trend in the

ratio of monoplanes vs biplanes At theThe October Vintage Literature took Wing Loadingend of 1930 it was almost a 50-50 splita look at the Department of Comshywith a slight edge for monoplanes The average wing loading in 1931 deshymerces Aeronautics Bulletin No 21

In 1931 there was a further decline in clined to 11 Ibs per square foot comshyTrend in Airplane Design as Indicated the amount of new biplane designs with pared to a high of over 19 for the newby Approved Type Certificates which only five getting approvals in the second designs of the second quarter of 1930examined the trends as evidenced by half of 1931 The ratio of monoplanes vs The highest wing loading for the yearthe 390 aircraft for which approvals had biplanes for the year was 68 percent to was 1831 Ibssq ft for the Lockheedbeen issued between March 29 1927 32 percent There were 43 monoplane Orion also the fastest new plane of theand January 1 1931 approvals and 20 biplane yearI thought it would be interesting to

The lowest wing loading was for thecontinue the examination by looking at slowest new plane of the year the Cycshythe aircraft issued type certificates in loplane This goes to demonstrate the1931 and see if there were any discershyrelationship between wing loading andnible trends top speedThere were 67 type certificates isshy

sued during the year four were for aushyPayloadtogiros and seven for multi-engine airshy

craft The third quarter of the year was During 1931 the average payload per most active with 23 aircraft receiving horsepower increased markedly over approval This was a definite decline the 1927-1930 period The payload per from the previous busiest third quarter horsepower during 1930 hit a low of in 1929 when 75 aircraft were apshy about 25 Ibs per horsepower The avshyproved erage payload per horsepower in 1931Through the first four years of approvshy

This no doubt reflected general busi shy was over six Five aircraft carried overals no one type dominated over the ness conditions in the country ten Ibs per horsepower If this is an indishyother in the ratio of open vs closed airshy

craft During 1931 there was a slight trend toward open aircraft with 57 pershycent of the aircraft being of open configshyuration

~peed

The average top speed of 126 mph in 1930 was continued in the first half of 1931 In the second half of the year it dropped to 115 mph This could reflect the large number of lightplanes certified during the second half of the year

The highest high-speed rating for an aircraft in 1931 was 210 mph for the Lockheed Orion The lowest high speed was 65 mph for the 22 hp Cycloplane The Orion also had the largest speed range of any aircraft certified during the year - 146 miles per hour difference between landing speed and high speed The average speed range for the year was 72 mph The lowest range was the 40 mph for the Aeronca C-3

Power Loading

The average weight supported by each unit of horsepower decreased durshying the period 1927-1930 from a high of nearly 19 Ibshp to a low in 1930 of DETIlOIT AIRCRAf- r CORPORAT ION

Odruit Mit-hbelow 15Ibshp The trend in 1931 was DETflOIT 1ocIOIFEI ORION - 7 PLACE

ENGINE P MlT amp WH ITNEY W SItowards an increase in power loading The average power loading for the secshy

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ALEXANDER AIRCRAFT CORPORATION Colorado Springs Colo

F LYABOUT D - l D-~ - 2 P LACE

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24 NOVEMBER 1987

cator of efficiency then there was a deshyfinite trend toward more efficient airshycraft Only eleven of the 63 aircraft cershytified in 1931 had payload ratios less than any aircraft certified in the previous four years

By this measure of efficiency the least efficient new aircraft design was the Stearman Cloudboy which only carshyried 2B7 pounds of payload per horseshy

power By the same token the most efshyficient aircraft was the Aeronca C-3 which carried 11 36 Ibs of payload for each horsepower

Lightplanes

One of the definite trends of the year was in lightplanes During the second half of the year nine new aircraft with

gross weights of under 1000 pounds were certified This marks the beginning of the pre-war lightplane era Among the new planes were the Aeronca C-3 the Taylor E-2 Cub and the Alexander Flyabout The Flyabout was not only the first side by side cabin monoplane in the lightplane class but also the first certified with the new four-cylinder Conshytinental A-40 engine bull

OLUIIEERS AntiqueClassic Division At Oshkosh 1987

Boy did we go to a fly-in recently We were there for two weeks and had a fine time We saw old friends and met new ones Quite naturally we got rained on then baked Everyone I know got hot tired wet cranky dusty dirty not necessarily in that order and had achshying jaws from laughing and smiling so much Before it was over we were calshyling the B7 EAA Convention Jaws IV

We had a group of people there over BOOOOO strong There was a record 1961 showplanes registered And probshyably half again as many that did not reshygister and half again that many classics that parked up north in the transient area

As far as your AntiqueClassic Divishysion is concerned let me assure you that we had some fun The field was closed to incoming transient aircraft (but not showplanes) at 1 30 pm on Friday opening day Thats the first time in EAA history the field was closed that early

On our peak day over the first weekend we had over 1100 antique classic aircraft on the field More new members joined the Division than the past two years combined Sales were up and complaints were down

We were parking airplanes in every nook and cranny of our part of the field The aircraft judges went nuts trying to find them all and Im sure they enjoyed every minute of it

I suppose this is sour grapes but I have to say it At one point during our first and busiest weekend someone came up to me and said that 12-yearshyolds were parking airplanes riding the bikes and did not know what they were doing Its a fact that every one of of

by Art Morgan and Bob Brauer

those young volunteers was at least 19 years old and had several years experishyence parking airplanes at Oshkosh They probably had more time parking airplanes than this person had flying them I would guess As it turned out this person wanted to park where he cou ldnt and as a result wasn t allowed to Sooo his feelings were hurt

And yet these twelve-year-old kids were first on the scene when we had an unfortunate incident They gave first aid that contributed greatly to the saving of a limb and took control and maintained crowd control Not too bad for a bunch of little kids huh

We had a new and valuable service this year for our volunteers We had a volunteer administration building run by Judy and Margaret and Mary Beth and several other very competent ladies This was a place where our people could go for a cool drink of lemonade or pop and a sandwich or just sit and relax Good job ladies

During the hot spell early in the week two of our volunteers Chuck and another Judy did nothing but drive around in our of our Green Machines with ice and water and wet down the wrists and necks of our people handed out wet wipes and made sure everyone had something cool to drink Talk about volunteering how can you get better than that

On one of the busiest days by prior arrangement 22 Swifts arrived in a group In less than 10 minutes five of our people recovered the aircraft from the active runway led them in and parked them all in a row Believe me that was sheer poetry to watch Less

than 10 minutes 22 airplanes 5 people Can you believe that

This month the Tip of the Oshkosh Kepe goes to every one of you EAA volunteers From the person our there frying pancakes at a chapter fly-in to the people butting heads with DC-3s at Oshkosh If it werent for you no one would have the privilege of enjoying this wacky wonderful world of sport aviashytion

Believe me I take nothing away from the air show performers who are also volunteers with as much devotion as anyone else and spending their time and money to entertain the crowd But when those air show performers hear that roar of applause they should reshymember the person picking up garbage frying eggs parking cars and picking up afterwards Without them there would be no fly-in or for that matter sport flyshying Stand tall yall

Join us and you have it allbull

VINTAGE AIRPLANE 25

WELCOME NEW MEMBERS The following is a listing of new members who have joined the EAA AntiqueClassic Division (through August 9 1987) We are honored to welcome them into the organization whose members common interest is vintage aircraft Succeeding issues of THE VINTAGE AIRPLANE will contain additional listings of new members

Morris Kenneth E Roanoke Texas

Wagner Jack M Lakewood Ohio

Lewis Ronald Old Hickory Tennessee

Condon Camela Jo Dayton Ohio

Kanengieter Arlyn D Bellevue Iowa

Newman Gene Decatur Alabama

Schmucker B E Mitchell South Dakota

Hilton Howard T Cassadaga New York

Lanier Jr A J Dallas Texas

Strok Michael J Edgewater Maryland

Levin Alan S Santa Monica California

Hall Warren L Okeechobee Florida

Fields Edward N Hudson Florida

Haggenmacher Scott Jonesboro Arkansas

Stebbins Scott A Spokane Washington

Sandlin Deanna Appleton Wisconsin

Hoefelmann Charles D Mineral Wells Texas

Eakins Jeff L Fort Wayne Indiana

Burmeister Thomas A Des Moines Iowa

Gurnee Edwin Canterbury New Hampshire

Eskildsen Howard Green River Wyoming

26 NOVEMBER 1987

Larrabee Jr Bryce B Harvard Massachusetts

Disch Dennis F Monroe Wisconsin

Kopp Michael E Irvine California

Larson Harry Chippewa Falls Wisconsin

Sherrard Thomas Hamilton Ohio

Breen P C Lock Haven Pennsylvania

Terry Donald E Grand Island Nebraska

Holmquist Jr John D Austin Texas

Ulatowski Frank Englishtown New Jersey

Spolerich Jr James G Corvallis Oregon

Stansberry Jr Reese E Mascot Tennessee

Knight Ronald W Tacoma Washington

Trutwin Michael S Paul Minnesota

Nickerson DA Woodland California

Sabin Dennis R Chehalis Washington

Quinzio Joseph T Tonowanda New York

Dutschke Gerald H Carrollton Texas

Eanes Mike Grand Prairie Texas

Benson Wallace J Webster Wisconsin

Maxwell Jr Bruce R Tempe Arizona

Larson Paul S Beverly Massachusetts

Sharpe Jr Victor V Riverview Florida

Majka Daniel D Palatine Illinois

Townsend Merton LeRoy Waterloo California

Engdahl Roger St Paul Minnesota

Dale Melvin E Minneapolis Minnesota

Speer Steven J Okeechobee Florida

Imp Francis R Milwaukee Wisconsin

Hollis Jeff L South Haven MiChigan

BuchananJohn C Ada Michigan

Bernhard Marvin Paul Pinckney Michigan

Bowles Jr Donald E Dallas Texas

Hunter Leighton W Venice Florida

Williamson John Mahomet Florida

Miller Steven L Houston Texas

Schulze Thomas Bloomville Ohio

ONeal Danny Venus Florida

Ammentorp William Cannon Falls Minnesota

Schrank Thomas W Neshkoro Wisconsin

Turan John S Daytona Beach Florida

Benner Leslie W Missouri City Texas

Justice David Victoria Australia

Oestry Paul R Naperville Illinois

Wansink F J Nicholasville Kentucky

Weiler Jerry Port Angeles Washington

Hammond James F Yellow Springs Ohio

Gossett Jr Harold Midlothian Texas

Tracy Gene A Amery Wisconsin

Charette Richard F Wadsworth Texas

Kingman David R Ft Walton Beach Florida

Spitzer William F S Joseph Missouri

Trovillion Dwayne V Mount Morris Michigan

Nelsen Ted Columbus Nebraska

Jacobs Paul R Naperville Illinois

Parker Jr Richard L Fort Wayne Indiana

Haugen Kenneth N Anoka Minnesota

Cummins Charles E Brighton Colorado

Dolan Michael A Minneapolis Minnesota

Orr Thomas L Akron Ohio

Isbell III John B Fort Payne Alabama

Voorhis Wesley M Sussex New Jersey

Caldwell Paul S Jonesboro Arkansas

Andres Jr Edward A Waynesville Ohio bull

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Dear Gene

Thank you for sending the complimentary copies of the September 1987 issue of The Vintage Airplane The front cover photo of the Noorduyn Norseman on floats is like the one I flew for several years in the bush I have several hundred hours in this type aircraft and the photo brought back a lot of memories

I enjoyed Norm Petersens article in that same issue about Bob Gehrings Taylorcraft He does an excellent job of writing

Thanks again for the magazines and I

hope to see you at the fly-in next summer

Regards

Ray Goss 1623 Curtis Lane R R 7 West Bend WI 53095

Dear Buck

In one of your Pass It to Buck columns

you mentioned that youd never seen a sucshycessful enamel paint removal operation on a rag airplane

The best thing Ive found is butyrate dope - it softens the enamel and it can be scraped off It doesnt work too well for an entire airplane but its good for patching

Doug Rounds (EAA 78381 NC 532) R R 1 Box 200-A Zebulon GA 30295

VINTAGE AIRPLANE 27

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VINTAGE AIRPLANE 29

Sf~WA~S STATEMENT OF OWNE~~~j~~tt1~~~8~NT AND CIRCULATION

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0 I01911161 9 141 ]I SeptTHE VINTAGE AlJUgtLANE 21 1997~THE JOURNAL OF THE AIRPlANE 1920middot1940

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WW1 AERO (1900middot1919) and SKYWAYS (1920middot1940) our two Journals which contain

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I KNOWN BONDHOLDERS MQATGAOEES AND OTHER SECUfltTV HOLDERS ~ING OA HOLOINO 1 PERCENT OR MORE OF TOT L AMOUNT OF 10NO$ MORTGAGES OR OTHER SECURITIES (II _

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F 3528 Iv I (S~~ IIIJi ____ 1

The fabulous times of Turner Doolittle Wedell

and Wittman recreated as neveT before in this 600-page two-volume series Printed on high grade paper with sharp cleaT photo reproduction Official race results 1927 through 1939 -- more than 1000 photos -- 3-view drawings -- scores of articles about people and planes that recapture the glory the drama the excitement of air raCing during the golden years

TIM~RE-UVE IT

Volume 1 and 2 sold at $1495 each -- add $200 postage for fiTst item and $100 for each item thereshyafter -- a total of $300 for both volumes SPECIAL OFFER With purchase of both THE GOLDEN AGE OF AIR RACING Vol 1 and Vol 2 above you may select FREE one of the fOllowing EM Pilot Log Book (11-16552) EM Propeller (or rotor) Log Book ( 11 -16566) or EM Engine and Reducmiddot tion Drive Log Book (11-13951) Offer good while supplies last l Send check or money order to EM Aviation Foundation Wittman Airfield Oshkosh WI 54903-3065

30 NOVEMBER 1987

Youve borrowed a buddys airshyplane to fly the family to a reshymote grass landing strip for a weekend of camping The

weather is warm and the great outdoors beckons Life doesnt get much better But what if your flight doesnt go as planned A VEMCO wants you to be a protected pilot Beshyfore you fly a borrowed rented or flying club airplane call AVEMCO for the best aviation insurance available In most cases the owners inshy

surance protects him not you If you have an accident it is probshyable that you will be sued and suffer financial loss (attorneys fees court costs judgments and more) AVEMCO however can help you protect yourself against potential financial loss Deal direct with AVEMCO Youll avoid time and confusion while taking advantage of rates that are among the most competitive in the industry We can even bind your insurance right over the phone Be a protected pilot Call AVEMCO today toll-free

STRAIGHT AND LEVEL

by Bob Lickteig

In the October issue I introduced you to a special up-to-date report on aviashytion prepared 31 years ago I would like to further discuss this article titled Air Age as presented in LIFE magazines special issue of June 18 1956 This issue contained a series of articles covshyering the growth of all segments of avishyation up to that date plus predictions of what lay ahead in this exciting and deshymanding new industry

One of the editors Charles Murphy called the air age a technological revoshylution of incalculable scope 30 years ago Henry Ford the man who put a nashytion on wheels and who perhaps more than any other American shaped the economic geography of the US during the first half of the 20th Century theorized the airplane will soon be a part of our life The new technologies of the air are rapidly becoming the major technical effort of the American people The air is changing the nature of Amershyican society faster than it has ever been changed before This country is becomshying an air community as earlier it materialized as the worlds first aushytomobile community

As this special issue was being preshypared LIFE showed it to Eddie Rickenshybacker and asked him to write an introshyduction Captain Eddies life experi-

WHERE DID WE GO WRONG

ences unique in US aviation spans most of the airplanes existence and both its military and civilian developshyment Eddie Rickenbackers comment follows

When I looked at this special issue I found my mind traveling over a pershysonal air past which until then had not seemed so distant The 2000 mile per hour X-2 at Edwards Air Force Base made me think of the wood and fabric 120 mph Nieuport in which nearly 40 years ago I fought my first air battle over France

Those beautiful pictures portrayed in this article of the beauty of the airmans sky brought back memories of the most magnificent sights of this earth I have ever seen - the Himalayas at sunset during a crossing of the hump in a later war and as I studied the pictures showshying what goes on in the American air during a single 24 hour span I rememshybered what it was like when I became an airline operator 33 years ago - dirt runways no ground-to-air radio a box lunch for the passengers and a tail skid for a brake It all seemed difficult enough then but now I can say that the daily management of the US air is one of the most complex and intricate opershyations done by man

LIFE makes it clear what is happenshying to us how paradoxically we are abshysorbing the air age revolution without really understanding it how the need and the will to master the worlds air has brought changes which are reshapshying our economy our cities and our global relationships This special article shows how military and civilian aviation are intertwined how the progress of commercial flying depends on military daring and experimentations for new engines and new planes

The most important point is that we are only now crossing the threshold of

the Air Age Its true wonders are not yet at hand - they are only imminent For what has seemed forever I have strugshygled along with my competitors and felshylow pioneers to persuade people to fly Last year the US airlines carried more than 40 million passengers But this total was made up of only 10 million individuals using air service over and over In fact as of this date only about 8 percent of the American public has ever flown at any time This percentage however is growing with the advent of the first true airborne generation I do not expect to be on hand for the first voyage to Mars nor am I particularly inshyterested in organizing a coach service in that direction But this I say as one has ventured with the vanguard into the shallows of space let us go forward boldly making sure of our rightful place in the air for freedom and for good

With so much going for aviation 30 years ago where did we go wrong We as the greatest nation in the world have learned to live and thrive with the aushytomobile from the Model T to the luxuryshypowered limousines to 60-passenger motor coaches and the 18 wheelers that criss-cross the nation day and night serving our every need Is there that much difference between ground and air transportation All the predictions and forecasts in 1956 were for a smooth integration of all types of aircraft using the vast ocean of air that surrounds us

Today we are involved in a major batshytle over the use of this airspace It seems strange that we can develop the technology to produce these air vehishycles but cannot agree on how to use them Its too bad Henry Ford is gone If he were here today perhaps he could solve our problems

Remember were better together Welcome aboard join us and you have it all bull

2 NOVEMBER 1987


Tom Poberezny


Dick Matt

EDITOR Gene R Chase




Dick Cavin


Dennis Parks


Jeff Isom







616678-5012 815923-4591



617366-7245 813823-2339










Mansfield OH 44906 419529-4378



3121779-2105 616624-6490



414255-6832










Page 6

Page 12

Page 18








VINTAGE AIRPLANE 3












4 NOVEMBER 1987

ALMOST HOME











VINTAGE AIRPLANE 5



by Norm Petersen


























VINTAGE AIRPLANE 7













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VINTAGE AIRPLANE 15










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20 NOVEMBER 1981


VINTAGE AIRPLANE 21

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VINTAGE AIRPLANE 27






















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VINTAGE AIRPLANE 29




Leo Opdycke Editor






























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TIM~RE-UVE IT


30 NOVEMBER 1987





Tom Poberezny


Dick Matt

EDITOR Gene R Chase




Dick Cavin


Dennis Parks


Jeff Isom







616678-5012 815923-4591



617366-7245 813823-2339










Mansfield OH 44906 419529-4378



3121779-2105 616624-6490



414255-6832










Page 6

Page 12

Page 18








VINTAGE AIRPLANE 3












4 NOVEMBER 1987

ALMOST HOME











VINTAGE AIRPLANE 5



by Norm Petersen


























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Leo Opdycke Editor






























~2 ~ bull~===~~~ ~= ~~~____t-__~~--------t------~~~O~fla~_~~ --~~ ==~ ~=


F 3528 Iv I (S~~ IIIJi ____ 1



TIM~RE-UVE IT


30 NOVEMBER 1987















4 NOVEMBER 1987

ALMOST HOME











VINTAGE AIRPLANE 5



by Norm Petersen


























VINTAGE AIRPLANE 7













c

~ $ ~ E o z 1gt ~

~----~~------------------------------------~==~--~~ c







VINTAGE AIRPLANE 9







































VINTAGE AIRPLANE 11

5PIlR



















VINTAGE AIRPLANE 13









VINTAGE AIRPLANE 15










Aeronca Champ



Curtiss JN4D



VINTAGE AIRPLANE 17









18 NOVEMBER 1987







VINTAGE AIRPLANE 19














20 NOVEMBER 1981


VINTAGE AIRPLANE 21

(























The Right Maroon
























VINTAGE AIRPLANE 23









~peed



Power Loading




r-- r-- 4

If Ii 1 )1 i-----------j ~

__ J

bull --- - --- __ - _ I ~- -~ L ---- ~




24 NOVEMBER 1987




Lightplanes




















VINTAGE AIRPLANE 25























26 NOVEMBER 1987
































































~~CEJ


pOhamp I~ eoOO -

For the

















Dear Gene





Regards


Dear Buck





VINTAGE AIRPLANE 27






















~


MISCELLANEOUS











VINTAGE AIRPLANE 29




Leo Opdycke Editor






























~2 ~ bull~===~~~ ~= ~~~____t-__~~--------t------~~~O~fla~_~~ --~~ ==~ ~=


F 3528 Iv I (S~~ IIIJi ____ 1



TIM~RE-UVE IT


30 NOVEMBER 1987




ALMOST HOME











VINTAGE AIRPLANE 5



by Norm Petersen


























VINTAGE AIRPLANE 7













c

~ $ ~ E o z 1gt ~

~----~~------------------------------------~==~--~~ c







VINTAGE AIRPLANE 9







































VINTAGE AIRPLANE 11

5PIlR



















VINTAGE AIRPLANE 13









VINTAGE AIRPLANE 15










Aeronca Champ



Curtiss JN4D



VINTAGE AIRPLANE 17









18 NOVEMBER 1987







VINTAGE AIRPLANE 19














20 NOVEMBER 1981


VINTAGE AIRPLANE 21

(























The Right Maroon
























VINTAGE AIRPLANE 23









~peed



Power Loading




r-- r-- 4

If Ii 1 )1 i-----------j ~

__ J

bull --- - --- __ - _ I ~- -~ L ---- ~




24 NOVEMBER 1987




Lightplanes




















VINTAGE AIRPLANE 25























26 NOVEMBER 1987
































































~~CEJ


pOhamp I~ eoOO -

For the

















Dear Gene





Regards


Dear Buck





VINTAGE AIRPLANE 27






















~


MISCELLANEOUS











VINTAGE AIRPLANE 29




Leo Opdycke Editor






























~2 ~ bull~===~~~ ~= ~~~____t-__~~--------t------~~~O~fla~_~~ --~~ ==~ ~=


F 3528 Iv I (S~~ IIIJi ____ 1



TIM~RE-UVE IT


30 NOVEMBER 1987






by Norm Petersen


























VINTAGE AIRPLANE 7













c

~ $ ~ E o z 1gt ~

~----~~------------------------------------~==~--~~ c







VINTAGE AIRPLANE 9







































VINTAGE AIRPLANE 11

5PIlR



















VINTAGE AIRPLANE 13









VINTAGE AIRPLANE 15










Aeronca Champ



Curtiss JN4D



VINTAGE AIRPLANE 17









18 NOVEMBER 1987







VINTAGE AIRPLANE 19














20 NOVEMBER 1981


VINTAGE AIRPLANE 21

(























The Right Maroon
























VINTAGE AIRPLANE 23









~peed



Power Loading




r-- r-- 4

If Ii 1 )1 i-----------j ~

__ J

bull --- - --- __ - _ I ~- -~ L ---- ~




24 NOVEMBER 1987




Lightplanes




















VINTAGE AIRPLANE 25























26 NOVEMBER 1987
































































~~CEJ


pOhamp I~ eoOO -

For the

















Dear Gene





Regards


Dear Buck





VINTAGE AIRPLANE 27






















~


MISCELLANEOUS











VINTAGE AIRPLANE 29




Leo Opdycke Editor






























~2 ~ bull~===~~~ ~= ~~~____t-__~~--------t------~~~O~fla~_~~ --~~ ==~ ~=


F 3528 Iv I (S~~ IIIJi ____ 1



TIM~RE-UVE IT


30 NOVEMBER 1987


















VINTAGE AIRPLANE 7













c

~ $ ~ E o z 1gt ~

~----~~------------------------------------~==~--~~ c







VINTAGE AIRPLANE 9







































VINTAGE AIRPLANE 11

5PIlR



















VINTAGE AIRPLANE 13









VINTAGE AIRPLANE 15










Aeronca Champ



Curtiss JN4D



VINTAGE AIRPLANE 17









18 NOVEMBER 1987







VINTAGE AIRPLANE 19














20 NOVEMBER 1981


VINTAGE AIRPLANE 21

(























The Right Maroon
























VINTAGE AIRPLANE 23









~peed



Power Loading




r-- r-- 4

If Ii 1 )1 i-----------j ~

__ J

bull --- - --- __ - _ I ~- -~ L ---- ~




24 NOVEMBER 1987




Lightplanes




















VINTAGE AIRPLANE 25























26 NOVEMBER 1987
































































~~CEJ


pOhamp I~ eoOO -

For the

















Dear Gene





Regards


Dear Buck





VINTAGE AIRPLANE 27






















~


MISCELLANEOUS











VINTAGE AIRPLANE 29




Leo Opdycke Editor






























~2 ~ bull~===~~~ ~= ~~~____t-__~~--------t------~~~O~fla~_~~ --~~ ==~ ~=


F 3528 Iv I (S~~ IIIJi ____ 1



TIM~RE-UVE IT


30 NOVEMBER 1987
















c

~ $ ~ E o z 1gt ~

~----~~------------------------------------~==~--~~ c







VINTAGE AIRPLANE 9







































VINTAGE AIRPLANE 11

5PIlR



















VINTAGE AIRPLANE 13









VINTAGE AIRPLANE 15










Aeronca Champ



Curtiss JN4D



VINTAGE AIRPLANE 17









18 NOVEMBER 1987







VINTAGE AIRPLANE 19














20 NOVEMBER 1981


VINTAGE AIRPLANE 21

(























The Right Maroon
























VINTAGE AIRPLANE 23









~peed



Power Loading




r-- r-- 4

If Ii 1 )1 i-----------j ~

__ J

bull --- - --- __ - _ I ~- -~ L ---- ~




24 NOVEMBER 1987




Lightplanes




















VINTAGE AIRPLANE 25























26 NOVEMBER 1987
































































~~CEJ


pOhamp I~ eoOO -

For the

















Dear Gene





Regards


Dear Buck





VINTAGE AIRPLANE 27






















~


MISCELLANEOUS











VINTAGE AIRPLANE 29




Leo Opdycke Editor






























~2 ~ bull~===~~~ ~= ~~~____t-__~~--------t------~~~O~fla~_~~ --~~ ==~ ~=


F 3528 Iv I (S~~ IIIJi ____ 1



TIM~RE-UVE IT


30 NOVEMBER 1987







c

~ $ ~ E o z 1gt ~

~----~~------------------------------------~==~--~~ c







VINTAGE AIRPLANE 9







































VINTAGE AIRPLANE 11

5PIlR



















VINTAGE AIRPLANE 13









VINTAGE AIRPLANE 15










Aeronca Champ



Curtiss JN4D



VINTAGE AIRPLANE 17









18 NOVEMBER 1987







VINTAGE AIRPLANE 19














20 NOVEMBER 1981


VINTAGE AIRPLANE 21

(























The Right Maroon
























VINTAGE AIRPLANE 23









~peed



Power Loading




r-- r-- 4

If Ii 1 )1 i-----------j ~

__ J

bull --- - --- __ - _ I ~- -~ L ---- ~




24 NOVEMBER 1987




Lightplanes




















VINTAGE AIRPLANE 25























26 NOVEMBER 1987
































































~~CEJ


pOhamp I~ eoOO -

For the

















Dear Gene





Regards


Dear Buck





VINTAGE AIRPLANE 27






















~


MISCELLANEOUS











VINTAGE AIRPLANE 29




Leo Opdycke Editor






























~2 ~ bull~===~~~ ~= ~~~____t-__~~--------t------~~~O~fla~_~~ --~~ ==~ ~=


F 3528 Iv I (S~~ IIIJi ____ 1



TIM~RE-UVE IT


30 NOVEMBER 1987










































VINTAGE AIRPLANE 11

5PIlR



















VINTAGE AIRPLANE 13









VINTAGE AIRPLANE 15










Aeronca Champ



Curtiss JN4D



VINTAGE AIRPLANE 17









18 NOVEMBER 1987







VINTAGE AIRPLANE 19














20 NOVEMBER 1981


VINTAGE AIRPLANE 21

(























The Right Maroon
























VINTAGE AIRPLANE 23









~peed



Power Loading




r-- r-- 4

If Ii 1 )1 i-----------j ~

__ J

bull --- - --- __ - _ I ~- -~ L ---- ~




24 NOVEMBER 1987




Lightplanes




















VINTAGE AIRPLANE 25























26 NOVEMBER 1987
































































~~CEJ


pOhamp I~ eoOO -

For the

















Dear Gene





Regards


Dear Buck





VINTAGE AIRPLANE 27






















~


MISCELLANEOUS











VINTAGE AIRPLANE 29




Leo Opdycke Editor






























~2 ~ bull~===~~~ ~= ~~~____t-__~~--------t------~~~O~fla~_~~ --~~ ==~ ~=


F 3528 Iv I (S~~ IIIJi ____ 1



TIM~RE-UVE IT


30 NOVEMBER 1987




















VINTAGE AIRPLANE 11

5PIlR



















VINTAGE AIRPLANE 13









VINTAGE AIRPLANE 15










Aeronca Champ



Curtiss JN4D



VINTAGE AIRPLANE 17









18 NOVEMBER 1987







VINTAGE AIRPLANE 19














20 NOVEMBER 1981


VINTAGE AIRPLANE 21

(























The Right Maroon
























VINTAGE AIRPLANE 23









~peed



Power Loading




r-- r-- 4

If Ii 1 )1 i-----------j ~

__ J

bull --- - --- __ - _ I ~- -~ L ---- ~




24 NOVEMBER 1987




Lightplanes




















VINTAGE AIRPLANE 25























26 NOVEMBER 1987
































































~~CEJ


pOhamp I~ eoOO -

For the

















Dear Gene





Regards


Dear Buck





VINTAGE AIRPLANE 27






















~


MISCELLANEOUS











VINTAGE AIRPLANE 29




Leo Opdycke Editor






























~2 ~ bull~===~~~ ~= ~~~____t-__~~--------t------~~~O~fla~_~~ --~~ ==~ ~=


F 3528 Iv I (S~~ IIIJi ____ 1



TIM~RE-UVE IT


30 NOVEMBER 1987




5PIlR



















VINTAGE AIRPLANE 13









VINTAGE AIRPLANE 15










Aeronca Champ



Curtiss JN4D



VINTAGE AIRPLANE 17









18 NOVEMBER 1987







VINTAGE AIRPLANE 19














20 NOVEMBER 1981


VINTAGE AIRPLANE 21

(























The Right Maroon
























VINTAGE AIRPLANE 23









~peed



Power Loading




r-- r-- 4

If Ii 1 )1 i-----------j ~

__ J

bull --- - --- __ - _ I ~- -~ L ---- ~




24 NOVEMBER 1987




Lightplanes




















VINTAGE AIRPLANE 25























26 NOVEMBER 1987
































































~~CEJ


pOhamp I~ eoOO -

For the

















Dear Gene





Regards


Dear Buck





VINTAGE AIRPLANE 27






















~


MISCELLANEOUS











VINTAGE AIRPLANE 29




Leo Opdycke Editor






























~2 ~ bull~===~~~ ~= ~~~____t-__~~--------t------~~~O~fla~_~~ --~~ ==~ ~=


F 3528 Iv I (S~~ IIIJi ____ 1



TIM~RE-UVE IT


30 NOVEMBER 1987













VINTAGE AIRPLANE 13









VINTAGE AIRPLANE 15










Aeronca Champ



Curtiss JN4D



VINTAGE AIRPLANE 17









18 NOVEMBER 1987







VINTAGE AIRPLANE 19














20 NOVEMBER 1981


VINTAGE AIRPLANE 21

(























The Right Maroon
























VINTAGE AIRPLANE 23









~peed



Power Loading




r-- r-- 4

If Ii 1 )1 i-----------j ~

__ J

bull --- - --- __ - _ I ~- -~ L ---- ~




24 NOVEMBER 1987




Lightplanes




















VINTAGE AIRPLANE 25























26 NOVEMBER 1987
































































~~CEJ


pOhamp I~ eoOO -

For the

















Dear Gene





Regards


Dear Buck





VINTAGE AIRPLANE 27






















~


MISCELLANEOUS











VINTAGE AIRPLANE 29




Leo Opdycke Editor






























~2 ~ bull~===~~~ ~= ~~~____t-__~~--------t------~~~O~fla~_~~ --~~ ==~ ~=


F 3528 Iv I (S~~ IIIJi ____ 1



TIM~RE-UVE IT


30 NOVEMBER 1987












VINTAGE AIRPLANE 15










Aeronca Champ



Curtiss JN4D



VINTAGE AIRPLANE 17









18 NOVEMBER 1987







VINTAGE AIRPLANE 19














20 NOVEMBER 1981


VINTAGE AIRPLANE 21

(























The Right Maroon
























VINTAGE AIRPLANE 23









~peed



Power Loading




r-- r-- 4

If Ii 1 )1 i-----------j ~

__ J

bull --- - --- __ - _ I ~- -~ L ---- ~




24 NOVEMBER 1987




Lightplanes




















VINTAGE AIRPLANE 25























26 NOVEMBER 1987
































































~~CEJ


pOhamp I~ eoOO -

For the

















Dear Gene





Regards


Dear Buck





VINTAGE AIRPLANE 27






















~


MISCELLANEOUS











VINTAGE AIRPLANE 29




Leo Opdycke Editor






























~2 ~ bull~===~~~ ~= ~~~____t-__~~--------t------~~~O~fla~_~~ --~~ ==~ ~=


F 3528 Iv I (S~~ IIIJi ____ 1



TIM~RE-UVE IT


30 NOVEMBER 1987










VINTAGE AIRPLANE 15










Aeronca Champ



Curtiss JN4D



VINTAGE AIRPLANE 17









18 NOVEMBER 1987







VINTAGE AIRPLANE 19














20 NOVEMBER 1981


VINTAGE AIRPLANE 21

(























The Right Maroon
























VINTAGE AIRPLANE 23









~peed



Power Loading




r-- r-- 4

If Ii 1 )1 i-----------j ~

__ J

bull --- - --- __ - _ I ~- -~ L ---- ~




24 NOVEMBER 1987




Lightplanes




















VINTAGE AIRPLANE 25























26 NOVEMBER 1987
































































~~CEJ


pOhamp I~ eoOO -

For the

















Dear Gene





Regards


Dear Buck





VINTAGE AIRPLANE 27






















~


MISCELLANEOUS











VINTAGE AIRPLANE 29




Leo Opdycke Editor






























~2 ~ bull~===~~~ ~= ~~~____t-__~~--------t------~~~O~fla~_~~ --~~ ==~ ~=


F 3528 Iv I (S~~ IIIJi ____ 1



TIM~RE-UVE IT


30 NOVEMBER 1987













Aeronca Champ



Curtiss JN4D



VINTAGE AIRPLANE 17









18 NOVEMBER 1987







VINTAGE AIRPLANE 19














20 NOVEMBER 1981


VINTAGE AIRPLANE 21

(























The Right Maroon
























VINTAGE AIRPLANE 23









~peed



Power Loading




r-- r-- 4

If Ii 1 )1 i-----------j ~

__ J

bull --- - --- __ - _ I ~- -~ L ---- ~




24 NOVEMBER 1987




Lightplanes




















VINTAGE AIRPLANE 25























26 NOVEMBER 1987
































































~~CEJ


pOhamp I~ eoOO -

For the

















Dear Gene





Regards


Dear Buck





VINTAGE AIRPLANE 27






















~


MISCELLANEOUS











VINTAGE AIRPLANE 29




Leo Opdycke Editor






























~2 ~ bull~===~~~ ~= ~~~____t-__~~--------t------~~~O~fla~_~~ --~~ ==~ ~=


F 3528 Iv I (S~~ IIIJi ____ 1



TIM~RE-UVE IT


30 NOVEMBER 1987








Aeronca Champ



Curtiss JN4D



VINTAGE AIRPLANE 17









18 NOVEMBER 1987







VINTAGE AIRPLANE 19














20 NOVEMBER 1981


VINTAGE AIRPLANE 21

(























The Right Maroon
























VINTAGE AIRPLANE 23









~peed



Power Loading




r-- r-- 4

If Ii 1 )1 i-----------j ~

__ J

bull --- - --- __ - _ I ~- -~ L ---- ~




24 NOVEMBER 1987




Lightplanes




















VINTAGE AIRPLANE 25























26 NOVEMBER 1987
































































~~CEJ


pOhamp I~ eoOO -

For the

















Dear Gene





Regards


Dear Buck





VINTAGE AIRPLANE 27






















~


MISCELLANEOUS











VINTAGE AIRPLANE 29




Leo Opdycke Editor






























~2 ~ bull~===~~~ ~= ~~~____t-__~~--------t------~~~O~fla~_~~ --~~ ==~ ~=


F 3528 Iv I (S~~ IIIJi ____ 1



TIM~RE-UVE IT


30 NOVEMBER 1987












18 NOVEMBER 1987







VINTAGE AIRPLANE 19














20 NOVEMBER 1981


VINTAGE AIRPLANE 21

(























The Right Maroon
























VINTAGE AIRPLANE 23









~peed



Power Loading




r-- r-- 4

If Ii 1 )1 i-----------j ~

__ J

bull --- - --- __ - _ I ~- -~ L ---- ~




24 NOVEMBER 1987




Lightplanes




















VINTAGE AIRPLANE 25























26 NOVEMBER 1987
































































~~CEJ


pOhamp I~ eoOO -

For the

















Dear Gene





Regards


Dear Buck





VINTAGE AIRPLANE 27






















~


MISCELLANEOUS











VINTAGE AIRPLANE 29




Leo Opdycke Editor






























~2 ~ bull~===~~~ ~= ~~~____t-__~~--------t------~~~O~fla~_~~ --~~ ==~ ~=


F 3528 Iv I (S~~ IIIJi ____ 1



TIM~RE-UVE IT


30 NOVEMBER 1987










VINTAGE AIRPLANE 19














20 NOVEMBER 1981


VINTAGE AIRPLANE 21

(























The Right Maroon
























VINTAGE AIRPLANE 23









~peed



Power Loading




r-- r-- 4

If Ii 1 )1 i-----------j ~

__ J

bull --- - --- __ - _ I ~- -~ L ---- ~




24 NOVEMBER 1987




Lightplanes




















VINTAGE AIRPLANE 25























26 NOVEMBER 1987
































































~~CEJ


pOhamp I~ eoOO -

For the

















Dear Gene





Regards


Dear Buck





VINTAGE AIRPLANE 27






















~


MISCELLANEOUS











VINTAGE AIRPLANE 29




Leo Opdycke Editor






























~2 ~ bull~===~~~ ~= ~~~____t-__~~--------t------~~~O~fla~_~~ --~~ ==~ ~=


F 3528 Iv I (S~~ IIIJi ____ 1



TIM~RE-UVE IT


30 NOVEMBER 1987

















20 NOVEMBER 1981


VINTAGE AIRPLANE 21

(























The Right Maroon
























VINTAGE AIRPLANE 23









~peed



Power Loading




r-- r-- 4

If Ii 1 )1 i-----------j ~

__ J

bull --- - --- __ - _ I ~- -~ L ---- ~




24 NOVEMBER 1987




Lightplanes




















VINTAGE AIRPLANE 25























26 NOVEMBER 1987
































































~~CEJ


pOhamp I~ eoOO -

For the

















Dear Gene





Regards


Dear Buck





VINTAGE AIRPLANE 27






















~


MISCELLANEOUS











VINTAGE AIRPLANE 29




Leo Opdycke Editor






























~2 ~ bull~===~~~ ~= ~~~____t-__~~--------t------~~~O~fla~_~~ --~~ ==~ ~=


F 3528 Iv I (S~~ IIIJi ____ 1



TIM~RE-UVE IT


30 NOVEMBER 1987





VINTAGE AIRPLANE 21

(























The Right Maroon
























VINTAGE AIRPLANE 23









~peed



Power Loading




r-- r-- 4

If Ii 1 )1 i-----------j ~

__ J

bull --- - --- __ - _ I ~- -~ L ---- ~




24 NOVEMBER 1987




Lightplanes




















VINTAGE AIRPLANE 25























26 NOVEMBER 1987
































































~~CEJ


pOhamp I~ eoOO -

For the

















Dear Gene





Regards


Dear Buck





VINTAGE AIRPLANE 27






















~


MISCELLANEOUS











VINTAGE AIRPLANE 29




Leo Opdycke Editor






























~2 ~ bull~===~~~ ~= ~~~____t-__~~--------t------~~~O~fla~_~~ --~~ ==~ ~=


F 3528 Iv I (S~~ IIIJi ____ 1



TIM~RE-UVE IT


30 NOVEMBER 1987




















The Right Maroon
























VINTAGE AIRPLANE 23









~peed



Power Loading




r-- r-- 4

If Ii 1 )1 i-----------j ~

__ J

bull --- - --- __ - _ I ~- -~ L ---- ~




24 NOVEMBER 1987




Lightplanes




















VINTAGE AIRPLANE 25























26 NOVEMBER 1987
































































~~CEJ


pOhamp I~ eoOO -

For the

















Dear Gene





Regards


Dear Buck





VINTAGE AIRPLANE 27






















~


MISCELLANEOUS











VINTAGE AIRPLANE 29




Leo Opdycke Editor






























~2 ~ bull~===~~~ ~= ~~~____t-__~~--------t------~~~O~fla~_~~ --~~ ==~ ~=


F 3528 Iv I (S~~ IIIJi ____ 1



TIM~RE-UVE IT


30 NOVEMBER 1987
















VINTAGE AIRPLANE 23









~peed



Power Loading




r-- r-- 4

If Ii 1 )1 i-----------j ~

__ J

bull --- - --- __ - _ I ~- -~ L ---- ~




24 NOVEMBER 1987




Lightplanes




















VINTAGE AIRPLANE 25























26 NOVEMBER 1987
































































~~CEJ


pOhamp I~ eoOO -

For the

















Dear Gene





Regards


Dear Buck





VINTAGE AIRPLANE 27






















~


MISCELLANEOUS











VINTAGE AIRPLANE 29




Leo Opdycke Editor






























~2 ~ bull~===~~~ ~= ~~~____t-__~~--------t------~~~O~fla~_~~ --~~ ==~ ~=


F 3528 Iv I (S~~ IIIJi ____ 1



TIM~RE-UVE IT


30 NOVEMBER 1987












~peed



Power Loading




r-- r-- 4

If Ii 1 )1 i-----------j ~

__ J

bull --- - --- __ - _ I ~- -~ L ---- ~




24 NOVEMBER 1987




Lightplanes




















VINTAGE AIRPLANE 25























26 NOVEMBER 1987
































































~~CEJ


pOhamp I~ eoOO -

For the

















Dear Gene





Regards


Dear Buck





VINTAGE AIRPLANE 27






















~


MISCELLANEOUS











VINTAGE AIRPLANE 29




Leo Opdycke Editor






























~2 ~ bull~===~~~ ~= ~~~____t-__~~--------t------~~~O~fla~_~~ --~~ ==~ ~=


F 3528 Iv I (S~~ IIIJi ____ 1



TIM~RE-UVE IT


30 NOVEMBER 1987







Lightplanes




















VINTAGE AIRPLANE 25























26 NOVEMBER 1987
































































~~CEJ


pOhamp I~ eoOO -

For the

















Dear Gene





Regards


Dear Buck





VINTAGE AIRPLANE 27






















~


MISCELLANEOUS











VINTAGE AIRPLANE 29




Leo Opdycke Editor






























~2 ~ bull~===~~~ ~= ~~~____t-__~~--------t------~~~O~fla~_~~ --~~ ==~ ~=


F 3528 Iv I (S~~ IIIJi ____ 1



TIM~RE-UVE IT


30 NOVEMBER 1987


























26 NOVEMBER 1987
































































~~CEJ


pOhamp I~ eoOO -

For the

















Dear Gene





Regards


Dear Buck





VINTAGE AIRPLANE 27






















~


MISCELLANEOUS











VINTAGE AIRPLANE 29




Leo Opdycke Editor






























~2 ~ bull~===~~~ ~= ~~~____t-__~~--------t------~~~O~fla~_~~ --~~ ==~ ~=


F 3528 Iv I (S~~ IIIJi ____ 1



TIM~RE-UVE IT


30 NOVEMBER 1987




~~CEJ


pOhamp I~ eoOO -

For the

















Dear Gene





Regards


Dear Buck





VINTAGE AIRPLANE 27






















~


MISCELLANEOUS











VINTAGE AIRPLANE 29




Leo Opdycke Editor






























~2 ~ bull~===~~~ ~= ~~~____t-__~~--------t------~~~O~fla~_~~ --~~ ==~ ~=


F 3528 Iv I (S~~ IIIJi ____ 1



TIM~RE-UVE IT


30 NOVEMBER 1987

























~


MISCELLANEOUS











VINTAGE AIRPLANE 29




Leo Opdycke Editor






























~2 ~ bull~===~~~ ~= ~~~____t-__~~--------t------~~~O~fla~_~~ --~~ ==~ ~=


F 3528 Iv I (S~~ IIIJi ____ 1



TIM~RE-UVE IT


30 NOVEMBER 1987



















~


MISCELLANEOUS











VINTAGE AIRPLANE 29




Leo Opdycke Editor






























~2 ~ bull~===~~~ ~= ~~~____t-__~~--------t------~~~O~fla~_~~ --~~ ==~ ~=


F 3528 Iv I (S~~ IIIJi ____ 1



TIM~RE-UVE IT


30 NOVEMBER 1987







Leo Opdycke Editor






























~2 ~ bull~===~~~ ~= ~~~____t-__~~--------t------~~~O~fla~_~~ --~~ ==~ ~=


F 3528 Iv I (S~~ IIIJi ____ 1



TIM~RE-UVE IT


30 NOVEMBER 1987







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VA-Vol-15-No-11-Nov-1987

Documents