Vintage Airplane - Apr 1978

8/12/2019 Vintage Airplane - Apr 1978

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Here it is; the announcement that you have beenwaiting for Our EAA Antique/Classic Division 's newmembership contest is off the ground and is in fullflight. The rules are very simple. PR INT your nameand Division membership number on the back of eachDivision membership application which you now havein your possession, and then give the applicationsto your friends after you have told them why theyshould join the Antique/Classic Division. Or makea short speech on the subject at your next EAA chapter meeting and sign up your chapter members. Ortalk to the gang that hangs out at your local airportand get ,nem to sign up. That's all you have to do .The rest will be accomplished for you by Headquarters.For any contest there have to be prizes, and yourHeadquarters staff have some great ones just waitingto be mailed out. When the first five new membershipswith your name and Division membership number printed on the back arrive at Headquarters, you will besent one pair of original military style goggles complete with a leather pouch . When the second five(a total of ten) new members are received with yourname and number on the back, you will be shipped abeautiful new brown genuine leather flying helmet.Additional goggles and helmets will be sent to youeach time an additional five and ten new membersrespectively bearing your name and number are received, so there is no limit to how many goggles

The Restorer's CornerBy] R. Ni elander, Jr.Division Pres ident

and helmets you can win. On December 31,1978, Headquarters wi ll total the number of new membershipssponsored by each member during this entire year,and the member who has sponsored the most new members will receive a free five year membership in theEAA Antique/Classic Division. Sounds great, doesn't:t? Earn one, two, three, four or more sets of beautiful new goggles and helmets just by tel l ing youraviation-minded friends and acquaintences about theEAA Antique/Classic Division and getting them to join,and then put yourself in the running for the big prizeof a five year free membership, too .You should have about 24 membership applicationson hand in back issues of this magazine, but if youneed additional ones , just write to Headquarters. Thestaff will be happy to send you all that you can use.This contest is open to all members of the EAAAntique/Classic Division, even to those new memberswhose membership application may have countedtoward another member's prize . Only your officers,directors, advisors and Headquarters staff are inelligible to win prizes.Elsewhere in this issue you will find our annuallisting of type clubs and /or newsletter editors. YourDivision Officers encou rage you to support the typeclubs of your choice , particularly if you own thattype airplane. The majority of those listed publishnewsletters which, in many cases , are the only sourcesof information concerning parts and maintenance procedures on that particular type aircraft. Most ofthe officers and editors are extremely dedicated, andmany times they do not even ask for enough remuneration to cover the printing and mailing costs of theirnewsletters. The cost of joining a type club runsall the way from just making your desires known tothe club to sending a contribution for postage andprinting to just a few dollars a year. Nowhere elsecan such a wealth of information be obtained for sucha small investment.

Calendar of EventsAPR IL 16 - GRAND PRAIRIE , TEXAS - Annual Fly-In sponsored byEAA Chapter 34 . Contact George C Sims, 8171292-4233 or 292-3798 .MAY 5-7 - ROANOKE RAPIDS, NORTH CAROLINA - Spring Fly-Insponsored by AntiquelClassic Chapter 3.MAY 5-7 - CHINO, CALIFORNIA - 4th Annual Southern California Regional Fly-In. Sponsored by EAA Chapters 1, 7, 11, 92, 96,448 and 494 . Contact Gene Vickery, 1115 S. Sierra Vista Avenue,Alhambra, California 91801 . 2 1 3 1 2 8 9 8 9 4 4MAY 19; 20 21 - HORN POINT, MARYLAND - Potomac AntiqueAero Squadron Fly-In . Aerodrome built by Francis du Pont 2miles west of Cambridge on Maryland 's Eastern Shore. For information contact Bernie Funk, Office 301-952-4770.MAY 26, Z7 28 - WATSONVILLE, CALIFORNIA - 14th Annual WestCoast Antique Aircraft Fly-In and Air Show at Watsonville Airport. Co-sponsored by the Northern California Chapter, AntiqueAirplane Association and the Watsonville Chamber of Commerce.For information, contact : Earl W. Swaney, Publicity Director, 525Saratoga Ave., No.3, Santa Clara, California 95050. 415/645-3709 '(days); 4081296-5632 (evenings).MAY 26-29 - HARVARD, ILLINOIS - Monocoupe Fly-In . Dacy Air

port . Held in connection with Ryan Fly-In. Contact Willard Benedict, 129 'Cedar Street, Wayland, Michigan 49348 .MAY 28 - TOUGHKENAMON, PENNSYLVANIA - A gathering ofMoths, Garden Flying Field . Unicom 122.8, 80 octane. 215/2688988 .JUNE 2-4 - ATC HI SON, KANSAS - The Annual Fly-In of the GreaterKansas City .Chapter, Antique Airplane Association will be heldat Amelia Earhart Memorial Airport . Contact Dick Shane, 8315Floyd, Overland Park , Kansas 66212 . 913/648-3139"or Kermit Hoffmeier, 103 N.W. 64th Terrace, Gladstone, Missouri 64118. 8161436-3459:JUNE 3-4 - GENERAL MOTORS WILDCAT TEST PILOT and GroundCrew reunion . Contact Dick Foote, P.O. Box 57 , Willimantic,Connecticut 06226 - 203/423-2584 or Dan Hanrahan , 470 ElmoreAvenue , Elizabeth, New Jersey On08 - 2011254-4481 . Names andaddresses appreciated.JUNE 9 11 - SPRINGFiElD, OHIO - 2nd Annual Spring EAA MidEastern Regional Fly-In (MERFI). Air Show, awards, on airportcamping, static displays, etc. Please check NOTAMS. ContactMyrna Lewis, 241 Bassett Drive , Springfield , Ohio 44506. 5131323-2424 .JUNE 17-18 - FREDERICKSBURG , VIRGINIA - Antique Aircraft Fly In , Shannon Airport . Air Show attraction s: Bob Hoover, Bob Rus sell and Duane Cole.JULY 1-2 - GAINESVILLE , GEORGIA - 11th Annual Cracker Fly-Inat Lee-Gilmer Airport. Awards will be presented in all categories .Our banquet will be at the Gainesville Holiday Inn Saturday night ,July 2. Len Povey has accepted an invitation to be guest speaker.Accommodations - Gainesville Holiday Inn and other local motels.I ,formation : Jim Ealy , 3535 Childers Road, Roswell, Georgia 30075,404/993-4568.JULY 1-9 ' - BLAKESBURG, IOWA - Wright Brothers 75th Anniversary Fly-In at the Antique Airfield. Includes World War II PT andliaison Plane Fly-In July 1-3, Fairchild Club Fly-In and Unique Airplane Fly-In July 6-9 :JULY 14-16 - MINDEN, NEBRASKA - Second Annual National Stinson Club Fly-In. Pioneer Field near Harold Warp's Pioneer Village. BBQ Friday night for early arrivals. Saturday night banquetand awards. Scheduled events. Fly-In Chairman Bob Near, 2702Butterfoot Lane, Hastings, Nebraska 68901 . 402/463-9309

JULY 29-AUGUST 5 - OSHKOSH, WISCONSIN - 26th AnnualEAA Fly-In. Start making your plans now - it isn't too early.


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hoto by Chris So rensen)John Bow den s Cu rtiss Rob in

ditorialtaffPublisherPaul H. Poberezny

EditorDavid Gustafson

Associate Editors:H. Glenn Buffington , Robert G. Elliott, AI Kelch , Edward D. WilliamsReaders are encouraged to submit stories and photographs. Associate Editorships are assignedto those writers who submit five or more articles .which are published in THE VINTAGE AIRPLANE during the current year. Associates receive a bound volume of THE VINTAGE AIRPLANE and a free one-year membership in the Division for their efforts. POliCY-Op inionsexpressed in articles are solely those of the authors . Responsibility for accuracy in reportingrests entirely with the contributor.

ANTIQUE/CLASSICDIVISIONOFFICERSPRESIDENTJ. R. NIELANDER, JR.P.O. BOX 2464FT. LAUDERDALE, FL 33303

VICE-PRESIDENTJACK WINTHROPRT. 1, BOX 111ALLEN, TX 75002SECRETARYW. BRAD THOMAS, JR.301 DODSON MILL ROADPILOT MOUNTAIN, NC 27041TREASURERE. E. " BUCK" HILBERT8102 LEECH RD .UNION, IL 60180

DirectorsWilliam I. EhlenRoute 8 Box 506Tampa, Florida 33618

Claude l Gray, Ir .%35 Sy lvia AvenueNo rthridge , California 91324

Dale A. Gustafson7724 Shady Hill DriveIndianapolis, Indiana 46274

Richard WagnerP.O. Box 181l yons Wi sconsin 5 148Advisors

Rona d Fritz1989 Wil son, NWGrand Rapids , Michiga n 49504

Roger I. Sherron446-C Las Cas itasSanta Rosa , Ca liforni a 95401

AI Kelch7018 W. Bonniwell RoadMeq uon, Wisconsin 53092

Morton W. lesterBox 3747Martinsville Virgi nia 24112

An hur R. Morgan513 North 91st StreetMilwaukee Wi sco nsin 53226M. C. " Kelly" Viets

RR 1 Box 151St ilwell , Kan sas 66085

Stan Gomo ll1042 90th Lane , NEMinneapolis , Minnesota 55434

Robert E. Ke sse l445 Oakridge DriveRo chester, New York 14617Robert A. Whit e1207 Falcon Drive

Orlando, Florida 32803THE VINTAGE AIRPLANE is owned exclusively by EAA Antique/Classic Divis ion, Inc ., and is publishedmonthly at Hales Corners , Wisconsin 53130. Second class Postage paid at Hales Corners Post Office .Hales Corners. Wisco nsin 53130. and additional mailing offices. Membership rates for EAA An t iquelClassic Division. Inc .. are $14.00 per 12 month period o f which $10.00 is for the publication of T HEVINTAGE AIRPLANE. Membership is open to all who are interested in aviation .

The VINT G AI!1PLANEOFFICIAL MAGAZINEEAA ANTIQUE/CLASSIC

DIVISION INC.of THE EXPERIMENTAL AIRCRAFT ASSOCIATION

P.O. Box 229, Hales Corners , WI 53130CopyrightO 1978 EAA Antique/Classic Division . Inc., All Rights Reserved.

APRIL 1978 VOLUME 6 NUMBER 4CONTENTS

Cover Photo by Chris Sorensen; 193 7 odel A-7S-300 Stearman)The Restorer's Corner by J. R. Nie lander , Jr . . .. .. .. .. 2Calendar of Events . . . .. 2A Vintage Pilot by David Gustafson . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 4Fords Are Where You Find Them by Byron (Fred) Fredericksen .. . . . .. 8Antique and Classic Aircraft Type Clubs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . .. 9Bill Chomo Reports: Philosophy of Re storation .. . . . . . . .. . . . . .. . .. 10We Were There In Numbers Even If" They Ain ' t Making Them Like That Anymore " by Wm. J. " Bill " Ehlen . .. . . . . 12Vintage Album . .. .. . . .. .. .. .. . . . 14Dean Tilton ' s Grand Champion Travel Air 2000 by Jack Cox . . . . . 16Whi stling In The by Paul H. Poberezny .. . . 17National Stearman Fly-In by Thomas E. Lowe . .. . . . .. .. . 18Clear To Land compiled by Kell y Viets . .. .. . . .. . . 21Res tor ation Tips: Equal or Better by Dorr 8. Carpenter . .. . 22Periodicals of Interest to the Antique/Classic World by Leo Op dycke , 23Letters .. . .. . . .. . . 25

EAA ANTIQUE/CLASSIC DIVISION MEMBERSHIPo NON-EAA MEMBER - $20.00. Includes one year membership in the EAA Antique/Class ic Divi sio n, 12 monthly is sues of THE VINTAGE AIRPLANE; one year membership in the Experimental Aircraft Association and se parate membership ca rds.SPORT AV IATION magazine not included.o EAA MEMBER - $14.00. Includes one year membership in the EAA .Antique/C lass icDivision, 12 monthly issues of THE VINTAGE AIRPLANE AND MEMBERSHIP CARD.(Applicant must be current EAA member and must give EAA membership number.)

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~\ V ~ r 1 \ Plto"rBy avid Gustafson Editor

(Photographs Provided by Sabbie Ludovici)

Sabbie Ludovici started logging hours over fiftyyears ago. Now that's not necessarily remarkable initself, but the picture changes a little when you dis-cover that he's still spending 363 days a year on a field,still logging 30 to 35 hours a week as an instructor -and half of those are spent with the only FAA Approvedaerobatics curriculum in the country At the age of67, Sabbie has the kind of mental acuity and sensitivityto flight that makes kids envious.As a teacher, he hangs on to what he was taughtover fifty years ago: fly by feel. Or as he puts it: "You'vegot to learn to fly by the seat of your pants; you 'vegot to feel it in your fanny." And he 's quick to pointout that no amount of federal regulating will ever havean effect on someone's, ah , fanny. "You can'tregulate safety." What he's talking about is a totalphysical, intellectual commitment to sensing whatthe airplane is doing. Naturally, anyone who learnedto fly, as Sabbie did, in a Standard -1 which couldn'tbe trimmed and which had a grand total of four unreliable instruments (altimeter, tachometer, oil pres-sure and temperature), would know exactly what he'stalking about.I began to find out what he was talking about fouryears ago when he agreed to check me out in theCessna 120 I'd just bought. It was my first taildragger.We were in the pattern practicing touch-and-go ' s.I 'd worked through three stages: mexican jumpingbean, kangaroo, Kamikaze. The score was Sabbie:32,000 hours; me: 105. We were on base leg. Theplane was rocking.Sabbie barked at me, "relax, dammit " I tried to."You've got white knuckles," he added accusingly,"and I can see the muscles bu lging in your arms andwrists." I wiped the sweat off my palms and turned

to final. "Think of the airplane as your lover. You'renot going to grab or squeeze or jerk a woman, areyou? Maybe you do. You shouldn't. Fondle that control stick and it'll be nice to you. Make love to yourairplane." His voice was softer and some color beganto show in my hands about that time. As he extendedhis metaphor about the airplane as a woman I musthave developed a bit of color in my face too, for hestarted chuckling and slapped his thigh . I wondered

Sabbies Waco 10 built in 1928 and powered with anOX-5 that reportedly came off Lindbergh s lenny.

what kind of an image he used when giVing flyinglessons to a woman . Then I chuckled . See. It's funwhen you relax."We touched down, rolled; then I throttled for

ward and lifted the tail. "Get that tail up sooner, andget it up higher now keep it straight," Sabbie


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Photo y David Gustatson)Sabbie Ludovici at 67 with his typica l grin. Fifty yea rs offly in g and still going strong.

You had to do more than fl y to keep go ing in the thirtiesSabb ie welds the gear back onto a j-3 that hed ferriedout of a field.

coaxed. Then he snapped again, don't jerk it off the laxed, I was still over-controlling. You're drivingrunway . ease it off. now , instead of flying . Leave the ailerons alone . You ' reWe leveled off at 8 feet and Sabbie focused on working too hard. He turned to me. There's nosomething below like he'd never seen it before even turbulence up here today, you know, but you sure arethough . he'd been over that part of the field thou working hard to create your own with those controls.sands of times. See those ruts down there? I used to There was another kind of turbulence in his voice.haul logs over that road when I was a kid. Made some His hands waved then fell on the right wheel. I let goof my flying school money doing that. and braced myself for another of Sabbie's flying exWe turned final again, and though I was more re- amples. The plane lurched, tipped , hopped, dove and

round 1940 Sabbie (second from right) ran a .mechanicsschool. His students are seen here recovering a Travelire

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sacheted. The aluminum skin crackled . Sabbie wascompletely relaxed. See, he shouted in mock seriousness, see how you can make your own storm. Isaw vividly. You don't have to keep readjusting forevery puff of wind. t was like riding with an ItalianJohn Wayne on a bucking bronco which had polishedoff a bale of loco weed . He suddenly let go of the stick,folded his arms, and pulled his feet back from the rudder pedals. He 'd done it with hundreds of students.

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The plane bobbed a few more times, leveled off,and glided smoothly to the runway . There's no reason to be frightened of an occasional bump on final ,, he said softly and seriously. And there's no reasonto be afraid of this machine falling apart either .Suddenly, it struck home that fear had been the enemy,not the wind and not the plane. Sabbie had seen myfear a lot earlier and finally decided to scare it out ofme. We shut down in front of his hangar and heclimbed out gingerly. With a broad smile that madehis ears stand out a little he said you ' ll make it . Idid. A few more hours with Sabbie and I felt like ClarkGable with Vivian Leigh. I literally went with the wind .Then a couple years ago Sabbie kissed one of hisfemale students, hopped out of the plane with anexpression of success, and stood back while she tookoff for her first solo flight. It was his wife, Louise.She was 63 at the time. I always wanted to teach her,he said calmly over coffee, but when we wereyounger there never seemed to be any time. She wasbusy raising the kids. Of course, she always wantedto learn, so I guess now's as good a time as any. Hispride was obvious.Sabbie's son, Joe, was ready to solo an airplaneat the age of 10. We had to stick seven cushionsunder him to bring his eyes above the plane's instrument panel. He'd been flying with me for over nineyears. I started holding him in my lap when he wasnine months old. When he was eighteen months Icould talk him through a landing by anticipating hismoves and telling him when to pull back on the stick.Then a winter went by and Joe stayed on the ground. Thenext time I took him up and told him to 'pull back'he nearly stood the airplane on its tail. I forgot totake into account that he had become much strongerand quicker with his reflexes.Louise, Joe and I were only three people out ofabout 3,000 that Sabbie has introduced to the art ofsafe, sensitive flying. Unfortunately, what he knowsabout relaxation and feeling in flight, is dying out.People teach you to tune dials and memorize rules,but they don't get down to fundamentals. I've straightened out a lot of pilots who were taught the wrongway and who wound up being afraid of flying. Someof them were high time pilots and some of them wereeven CFI's. What does a scared CFI teach? Sabbiedoesn't hold back when he gets into the subject offlight instruction: Seventy-five percent of the flightinstruction in this country stinks today. They don'tteach you how the airplane can take care of itself.Too many operators are anxious for a dollar and let astudent solo before he's ready. They promise theycan get you to solo in six hours and they do it and

that's stupid. You can't deal with a set period of hours ,you have to deal with individual personalities. Hebelieves that 70 percent of the instructor's effort shouldgo into teaching relaxation and feeling, 20 percentgoes toward breaking the driving habit or overcontrolling, and 10 percent goes into teaching skills.There's fifty years of experience behind that idea. It 'sthe kind of experience the FAA would profit from ifthere were some way they could gear up to listen.Sabbie's one of those rare people who found away of life that he could embrace with undiminishedinterest for a half century. In fifty years of flyingand instructing I 've never been frightened by it orbored by it, he says convincingly . While he easilylooks like he's 67, he has the kind of energy thatmocks the white hair that 's left on his head. He tellsstories with the flourish of a Zorba and commandsattention like a Pied Piper. He'll drop just about anything he 's doing on the ground to turn his hands intoairplanes and talk about flying. And when you hearhim say that reminds me or there was thispilot . . . it often becomes hard to get a word in edgewise . I love talking to people, he once confided ,then grinned and added slowly, maybe too much.All those years have given him a lot to talk about.

Unlike a lot of boys in the 1920's who watched abush pilot put down in a local pea patch, then boughta two-dollar ride and left for flying school, Sabbiedidn't even get a close-up look at an airplane until hewas on his way to flying school.It was 1926 when I made up my mind to go. I was16. I'd seen planes way overhead, but never got achance to look at one or fly in one, he recounts. No,I got hooked when I ran across a full-p age ad in PopularMechanics for the Sweeney Aviation School out inKansas City, Missouri. It was the idea of speed more

than anything that excited me. He made up his mindand told his mother: There was a great storm. A yearlater, though, I was on my way. I got a lot of help fromLindbergh. When he made his great flight in '27 therewere a lot of sons who finally won their arguments.Sabbie left his native Rhode Island with the ad in hispocket.

His first ride overwhelmed him with disappointment . There was no sense of speed. None. It was almost like that old Standard J-1 just hung there in space.It was slow. I was ready to give up. But on the secondlesson my instructor let me take the controls and mydesire for speed was left in the clouds. Those lessonscost him 35 a crack and he used to get up at 3:00a.m., walk thirteen blocks, and then fly until thewinds came up.

Sabbie used the Waco 10 until 1938 when it was crushedby a hangar roof that fell in during a hurri ne,

Sabbie nd Walt Scheibe pose in front of Walt s AW Cessna,

There weren ' t any aviation weather reports inthose days, there weren't any air sectionals, the planesdidn't have radios - there was no one to talk to, andit was rare to find one that even had a compass .On cross-country trips he'd literally stick a wet thumbin the air, glance at the position of the sun, and climbinto the cockpit with his copy of the Rand McNallyRoad Atlas. With those kind of conditions you eitherdeveloped a feeling for flight or took up farming (some


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rricanes sure raise havoc with airplanes. This on e, in4 to d Sabbie s PT-23 into the trees . Somehow t wascked out without any damage.

In 1946 Sa bbie took delivery on a new Taylorcra ft e120 which he still own stimes suddenly). When he was on the ground, Sabbiebusied himself with a wrench, a needle and thread,or a paintbrush, and he developed the knowledgeequivalent to an A&P.A couple years later, Sabbie hitched back to RhodeIsland . He befriended Joel Meynard and the two wentoff in search of an airplane (with a little financial helpfrom Sabbie's mother). They scoured the New Yorkarea for a plane, but found nothing for sale. While atRoosevelt field, however, he did make the acquaintance of a young aviatrix: Amelia Earhart. They camehome empty-handed and found that there was a Waco10 on Block Island that had been wrecked ten hoursafter it had left the factory. Doug Harris had rebuiltit. When Harris had found he couldn't rebuild theengine and couldn't purchase a new one from thefactory, he changed the mount and installed an OX-5.That engine reportedly came off of Lindbergh's oldJenny (it was a small world then, too). Sabbie and Joelbought the Waco 10, then flew it up to Woonsocketwhere they opened the L&M Flying Service and School."And almost immediately after that, we were shutdown by the Federal Government." Someone hadcrashed and in the space of a couple days the FAR's

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became pregnant with new rules about licensing.Sabbie and Joel of course complied; "there was nochoice." Soon after, they were running their serviceagain, doing charters, joy rides and the occasionallesson. It was 1930 and things were slow.Anyone's first airplane becomes their lifetimefavorite," says Sabbie. I don't care what kind ofmachine it is, it's always the best. The Waco 10 inSabbie's life lived to be rebuilt a couple times until

the hurricane of 1938 retired it permanently. In theeight years he flew it, however, he logged enough experiences to fill a book. Like the time he went uplate in the morning to relax a little; he'd only hadabout an hour's sleep the night before. He fell asleepin the Waco for 15 minutes and flew 20 miles in theprocess without losing any altitude or altering hisheading. That's a trimmed airplane

At another time, he was up on a sight-seeing tripwith a friend. They circled this and buzzed that, andin the process a thunderstorm moved in betweenthem and the airport. They had two choices: go toBoston or go through the storm. Sabbie decided,mainly because he didn't know much about thunderstorms back in 1932, to fly through it and satisfy hiscuriosity. I was very lucky, and I guess the good Lorddidn't want me yet. He admits he really didn't getscared while he was in the storm because he was toobusy. Almost immediately after entering the melee,the control stick was ripped out of his hand. It wasall over the cockpit," Sabbie recounts , "but for allthe violence, it averaged out to level flight, after afashion, and a straight heading to boot." Some fashion'' 'There was an incredible amount of rain and tu rbulence, but none of the vertical drafts you hearabout." At least that's what he remembers. His altimeter wasn't the sensitive type. "When I got out, Iwas ready to quit flying, but that feeling didn't evenlast to the airport."In 1937 Sabbie was ferrying home a brand new 40horsepower Taylorcraft. The weather service hadreported some mild storms and he was eager to gethome . He decided to fly around the cells (no more ofthat straight-through stuff) and took off with a fulltank. He went around a total of 14 thunderstorms,some of which were so big and savage that they produced huge newspaper headlines the next day. In theprocess of storm dodging, Sabbie found himself overwilderness areas without roads, fields or runways.Finally as night began to fall he found a grass strip,put down and checked out a suspicion that had beenbuilding up: he had less than one cup of gas left inthe nine-gallon tank. That was the closest he ever cameto running out of gas.

On another occasion, in the late 30's, a friend ofSabbie's put a J 3 in a field to sit out a thunderstorm.He was a tad nervous at the time and wound up with"unapproved" retractable gear. The next day, Sabbiehauled out some welding equipment and tacked thegear together. He couldn't weld in the fuselage forfear of burning up the fabric , so he fished a 2"x4"in along a broken longeron and secured it with balingwire. There were still some gaping holes in the fabric,however, and they needed attention before the yellowbird could be ferried back to the airport. The ownerhad brought dope and thread, but forgot to bringsome fabric. They begged some pillow cases from afriend, covered the holes in the true spirit of CAM 18and took off for better facilities.In August of 1942, Sabbie left Rhode Island to participate as a civilian flight instructor in a Navy train ing program. He was with that program until late in1944 when he switched over to the Air Force for achance to fly the hump from India to China . He wasin with 8,000 others, all of whom found themselvesout on the street when the Burma Road was finished .So, Sabbie went home and set himself up again as anFBO.During his civilian career , he's worked at six airports. One of those was turned into a racetrack , twowere converted to apartment complexes, one becamea shopping center and another is now a college campus.Sabbie had built one of those fields himself. His wifetold me: he used a wheelbarrow to cart stones offthe field and built a hangar with his own hands."Sabbie added: "I became the airport manager, mechanic, instructor, charter pilot, bookkeeper, salesman . you name it." Louise reminded him: "youused to come home from that job as an auto mechanic,grab a bag full of sandwiches, a whiskey bottle filledwith coffee and down the works on the way to thefield."

Today Sabbie is still busy giving instructions tostudents and experienced pilots. When he was 65, hewon FAA approval for a thirty-hour aerobatic curriculum. Of course anyone who's taking it will quickly tellyou: "it's the teacher that makes the difference .So he spends 4 to 5 hours a day sommersaulting aroundthe sky and loving every minute of it. "It cleans mysystem out, moves the blood and the sedimentaround," he says. "When you learn aerobatics theright way, you learn safety, relaxation, and precision.You become a better pilot."Sabbie's students refer to him as salty and crusty,but they always do it in tones of fondness. I have yetto meet a student who didn ' t respect him along withhis fifty-year-old approach to safe flight.

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By Byron Fred) Fredericksen (fA A 99807 )3240 W. Breezewo od LaneN eenah, Wi sconsin 5 956

Perhaps twenty years too late would be a moreappropriate heading for my little tale here . I offer thisstory for those interested in Ford Tri-Motor history.I have read with much interest some of the fine worksFord historians have done through the years and morewill be done as time goes on. I think THE FORD STORYby William T. Larkins was done extremely well. Work

s u ~ as that takes a lot of research and it is good thatsome one does it. There are also Ford history publications I have not seen and the Ford I write of heremay be old news to some folks .While at a friend ' s home in Alaska a few years ago,our conversation got going on "rumors" of old airplanes in the Alaska bush . (This kind of rumor alwaysexcities me and I have followed many since I believethis needs to be done.) My host went on to say hethought he knew where there was a Ford . In fact , hehad seen it near a remote airstrip many years ago. Healso added that in all probability there may not bemuch left of it, if in fact it was still there. How it gotthere he did not know. He also said he knew of aparty that represented a group from South Of The

Border which had also been seeking this Ford. However he thought they had probably lost interest in itby this point in time.

My thoughts went back to stories I had read aboutaerial refueling with Fords over Alaska. I rememberedone about Garland Lincoln flying a Ford to refuel aLockheed 12-A in flight which Jimmie Mattern wasflying during an air search.Of course, since Ford Tri-Motors have showed upat all points of the globe through the years the onemy buddy was speaking of could have arrived at itsfinal resting place for any number of reasons. SinceI had to leave Alaska in a few days I asked my friendif he would be interested in making a trip to the "FordSite for a look-see, if I'd finance it. He agreed to doso if he found the time that winter and if the weatherwas suitable. I had things to do , and left for home.

Now perhaps some readers know all about theFord I refer to that Lincoln was flying. Maybe someone owns it today. Upon returning home I foundsome stories on the subject and they indicate Lincolncrash-landed his Ford and totaled it on the Alaskatundra during bad weather in 1937. I do not wish toquote any publications here and I did not do any newresearch on Ford history. However, I did find theregistration and serial numbers on the Ford involvedin our rumor. It was NC-8403 , model 4-AT-E , serial4-AT-65 and the name PTARMIGAN II was probablypainted on it. I also found a photograph showing Mr .Ray Peterson and a Ford Tri-Motor bearing the words

PTARMIGAN l on its fuselage. The photo was dated1932. Mr. Peterson has been involved with airplanesand airlines in Alaska for years. Ptarmigan is the nameof the official state bird in Alaska.

Within a few months of returning to Wisconsin ,I decided we should have a look at our rumor. Asagreed, my Alaskan buddy made the trip for me. It wasnot a real long trip, but it was in December. It involvedgoing from Fairbanks to Bethel, then to Flat which Iunderstand is a mining camp and has been for years .The Ford site was an hour's ride from the camp airstrip via rented snow machine .

The Ford was still there The name PTARMIGAN IIwas on the fuselage. All that was visible was the fuselage. And it had been stripped. Twelve foot high brushhad grown up around it . My Buddy took some photos,then waited out some bad weather at Flat, and finally ,via a ski equipped Cub and Fairchild F-27 to McGrathand Anchorage, arrived home four days later.He sent me the photos and a letter explaining thatthe cockpit gear, cabin interior and every other littlepart had been removed. The tail feathers had beendamaged, probably by a dozer blade. He figured aFord restorer had gotten to it. The engines were goneas was the cowling. The wings are said to be buriedin stones under the fuselage but he did not see themdue to the deep snow .He ended his letter with the words, we are justtwenty years too late. For the record: The Alaskan Ford was a model 4ATE Serial Number 4-AT-65, Registration Number NC8403 . It was built in 1929 with three Wright Whirlwind engines rated at 300 horsepower. Mamer FlyingService in Spokane, Washington was the first owner.They sold it to Tom Marshall Kester and Ed Groeneykein 1934, and that same year it was damaged beyondrepair while being landed at an airstrip at Flat, Alaska.

Ph oto by ]. O Berr yTwe lve feet of brush has grow n up around the Ford.s

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ntique and Classicircraft Type ClubsPublication of the following Type Club informationdoes not constitute endorsement of either the listed

organizations or their officers, nor does it guaranteethe integrity of their operations. None of the listedType Clubs is affiliated with either the ExperimentalAircraft Association or its Antique/Classic Division.While every effort has been made to publish correctand up-to-date information solely as a service to themembers of the EAA Antique/Classic Division, the accuracy can not be guaranteed. Please send any additions or corrections to the Editor.

The Aeronca Chief InformationGeorge S. York181 Sloboda Ave.Mansfield, OH 44901Aeronca ClubEdward H. Schubert, Chairman28 East State SI.Janesville, WI 53545The Aeronca Owners ClubC. W . Lasher14100 Lake Candlwood Ct.Miami Lakes, FL 33014Aeronca Sedan ClubRichard Welsh2311 E Lake Sammamish PI.Issaquah , WA 98027The Airmaster ClubGar Williams, Chairman9 South 125 Aero DriveNaperville, IL 60540The American Bonanza SocietyB. J. McClanahan, M.D.P.O. Box 13Hornel, NY 14843The American Bonanza SocietyReading Municipal AirportBox 3749Reading, PA 19605American Navion SocietyA. R. Cardono, Chairman of the BoardBox 1175, Airport StationBanning, CA 92220The Bird Airplane ClubMrs. Richard C. Hill, SecretaryBox 89Harvard, I L 60033Canadian-American Amphibian Assoc.Don Kyte, PresidentBox 527Diablo, CA 94528

Cessna 120-140 AssociationBox 92Tom Teegarden, PresidentRichardson, TX 75080Culver ClubLawrence Low, Chairman60 Skywood WayWoodside, CA 94062The Dart ClubLloyd Washburn3958 Washburn DrivePI. Clinton, OH 43452The Dehaviland Moth ClubJohn Bright, Chairman221 East Ransom SI.Kalamazoo, MI 49007Eastern Cessna 190/195 AssociationCliff C. Crabs25575 Butternut Ridge Rd.N. Olmstead, OH 44070The Ercoupe ClubM . C. "Kelly" VietsRR 1 Box 159Stilwell, KS 66085Ercoupe Owners ClubSkip Carden , PresidentBox 15058Durham, NC 27704The Fairchild ClubKen Love, President1102 Main SI.Crete, IL 60417Fokker VereinDr. Stanley S. Murel812 East Park RowArlington, TX 76010The Funk Aircraft Owners Assoc.G. Dale Beach, Chairman1621 Dreher SI.Sacramento, CA 95814

The Heath ClubBob Burgee, Chairman7612 Erie SI.Sylvania, OH 43560Howard ClubRichard K. Martin, ChairmanRoute 3, Aerodrome RoadGreen Bay, WI 54301International Cessna 170 Association, Inc.29010 Highway 160 EastDurango, CO 81301International Cessna 195 ClubDwight M. Ewing, PresidentBox 737Merced, CA 95340International Citabria Club , Ltd.Box 29White Lake, NY 12786International Swift AssociationCharles NelsonBox 644Athens, TN 37303The Interstate ClubBruce F. Mitchell5421 NE 43 St.Kansas City, MO 64117The Luscomb AssociationRobert Shelton339 W . Pierce SI.Macomb, IL 61455The Meyers ClubEv. Payette1604 South Custer Rd.Monroe, MI 48161Monocoupe ClubMr. and Mrs. Bud Dake, Chairmen8318 Fairbanks!lerkeley, MS 63134The Mooney Mite Owners Assoc.Box 3999Charlottesvi lie, V 22903The Moth ClubDudley KellyRI. 4Versailles, KY 40383National Ryan ClubMitch Mayborn3164 WhitehallDallas, TX 75229National Ryan Club PT-22 DivisionBill J. Hodges, Chairman308 West Moore Ave.Searcy, AR 72143National Waco ClubRay H. Brandly2650 W. Alex Bellbrook Rd.Dayton, OH 45459

OX5 Aviation Pioneers419 Plaza BuildingPittsburgh, PA 15219Porterfield ClubCharles E. Lebreckt; Chairman3121 E. Lake Shore DriveWonder Lake, IL 60097The Rearwin ClubGeorge T. Williams115 Pauque.tte SI.Portage, WI 53901Robin ClubWalter L Tufts, Chairman4138 Santa Rosa DriveMoor Park, CA 93021Rose Parakeet ClubJ. W . PoseP.O. Box 32Ingleside, IL 60041Seabee NewsletterGeorge W . Mojonnier, Editor10615 69th Place, S.E.Snohomish, WA 98290Spartan ClubDon FairbanksCardinal Air TrainingHangar 224Lunken AirportCincinnati, OH 42226The Staggerwing ClubJames C. Gorman, PresidentBox 1217Mansfield, OH 44903Stampe ClubAllen SchneiderRI. 1Brodhead, WI 53520Stearman's Restorers Association, Inc.M. Lowe, President823 Kingston LaneCrystal Lake, IL 60014Stinson ClubJ. J. Paul1518 Ronson Rd.Houston, TX 77050Taylorcraft Owners ClubMerton A. Meade, Jr ., Chairman5906 Summer LaneOxan Hill, MD 20021Travel Air ClubH. M . "Herb" HarkcomBuzzard's RoostRI. 1Mola, OK 74036U. S. Stampe ClubStephen J. Linsenmeyer127 Hollywood DriveMonroe, MI 48161

Vagabond NewsCecil Ogles, Editor448 CAve.Coronado, CA 92118Vintage Sailplane AssociationJeff Steele6053 - 25th Rd. N.Arlington, V 22207West Coast Cessna 120/140 Club, Inc.Doug Williams, PresidentBox 891Menlo Park, CA 94025Wheelchair PilotsHoward L Treadwell11018 - 102nd Ave.Largo, FL 33540World War I AeroplanesLeonard E. Opdycke15 Crescent Rd.Poughkeepsie, KY 12601Wright J-5 ClubGeorge Lanning833 Stoneburner LaneKent, WA 98031

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10/28

BILL CHOMO REPORTSPHILOSOPHV OF

RESTORATIONAn Intervi ew with Bill Choma,

Di rec tor of M aintenance & Res toration

VINTAGE AIRPLANE What is your philosophy on restoring airplanes?Bill Chomo: Well, at EAA , we ' re charged with a verygreat responsibility in that we ' re preserving our aviation history for posterity . We're fortunate in that we'redealing with something that is relatively new: aviation's only 75 years old. So we 've got a better jumpthan the museum people who are restoring Egyptianitems that are thousands of years old. Our philosophydiffers between the two types of restoring: 1) working for flying condition and (2) restoring for museumdisplay. Flying takes preference here, so all planeshave to be made airworthy , and authenticity, as far asmaterials and so on, are secondary. To some extent,that's true in Museum quality restoration. You have totake modern liberties. We want an airplane that cansit on that floor for two hundred years possibly, andnot have to be rebuilt another time. I know there areother museum people who differ with me becausethey think that an aircraft should be restored to EXACToriginal type materials, glues and everything else . Thereason I differ is that if you are looking for a two orthree hundred year life on a very perishable commodity like an airplane, you have to use the best possib le techniques that we have today - the best possib le glues (including epoxy). The dope is a good example, all of the original planes way back had varnishon them, which became britt le in a very sho rt time. A

little later, they had nitrate dope which deteriorates.The old nitrate film actually dissolves and turns backinto a natural state right in the can . That's why thereare very few old movies left. Well , nitrate dope isabout the same. It's made with nitric acid and cellulose. Cellulose is dissolved by nitric acid until all acidis consumed, so it 's neutral . But the stuff will turn acidagain, as this process never stops with acid, and eventually it will eat the fabric off the airplane . This is oneof the reason s that butyrate dope was developed. Sowhy would you put nitrate dope on it just for the sakeof being authentic and have the fabric fall off in tenyears?Tires are another example of a problem. On original tires, the rubber just has to deteriorate over a certain number of years . The ozone in the air destroysthe rubber. Then you have to find sources of supply toget original configuration tires. That's a must, even onthe flyable airplane s.

Hardware's also difficult, because we have modernized our bolts. Unless you go to a local hardwarestore and buy tractor nuts and bolts , you really don ' thave the same style of bolt and nut that they had backthen. A lot of the original materials are just not in useanymore.

Naturally, some things like the integrity of the airplane, its general shape and some details like the ribst itching ca n be kept true to form. With rib stitchingfor example, the same spacin g that was used when itwas originally built, shou d definitely be retained. Youdon't want to change any of that. It's somethin g that afuture scholar , a hundred years from now , is go in g to

Photo y Dick Stouffer)Bill Choma !left) lays on some tape overrib stitch ing on the elevator of the Dehavil-land Rap ide being res tored in th e shops.Phillipe Van Pel t lencls a hand.

want to know - how far the rib stitches were apartor how many tacks were used to hold the fabric downon the leading edge.

On the other hand , what do you do for accuracywith some of the rare aircraft , where there were absolutely no blueprints . Usually you can copy some of th eparts from original s. That's an art in itself. But, whenthe part is actually missing, what did it look like ?The search can wind through old photos, magazines,or books and you pull out a ten-power magnifyingglass, trying to decipher from the picture what the partlooked like and what its scale was. It takes a fantasti clibrary.VA: Of the airplanes you 've restored for EAA, howmany have been given the Mu seum treatment?BC: The only two that I can think of that weren ' t restored to flying condition were the Pheasant and thePfalz . Those two were restored to museum status .That's only because they would have required majorrebuilding and since EAA had no idea of ever flyingthem , there was no reason to do the extra work . Conseq uently, the Pheasant was not even recovered. Itwas rejuvenated and repainted , with the original fabric on it. Someday we're go ing to have to completelyrestore that airplane . The flying wires , or flying cab les,in some instances, were just cleaned up but not replaced. They wo u ld not be ai rworthy. The engineswere not go ne through. They were cleaned on the outsid e, but not disassembled and overhauled .VA: Have they bee n pickled?

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12/28

e ereThere In Numbers Story and Photos ByWm. } Bill Ehlen ven f E 26796, le 44They Ain't Making Them Like Rt 8 Box 506Tampa Florida 33678That Anymore

Those of us whose only detected vice is havingmade a clandestine mistress of our deep love for theolder airplanes have certainly bumped our heads andbutts against the laws of man and nature many, manytimes. In fact, I doubt if you could flit from hither toyon more than once or twice before becoming convinced that somebody or something was trying tocrowd you between a rock and a hard place. If thefriendly folks don't throw you a curve, there is always Murphy to contend with.If Murphy isn't enough, there is always the restof that horde of rules makers that came after Faraday and Einstein. There are guys l ike Sodd whoseSecond Law says: Sooner or later, the worst possible set of circumstances is bound to occur. Andthat philosopher Simon, who enunciated the law,Everything put together falls apart sooner or later.

And there is no way we can forget Gumperson whofirst postulated the theory of the Perversity of in animate objects, after which he concluded that Youcannot determine beforehand which side of the breadto butter. He then went on to state with profoundwisdom, The probability of anything happening isin inverse ratio to its desirability.So, we who dreamed up this mid-winter bash,known as the Sun 'n Fun Southeast Regional Fly-In,knew what kind of odds were against us. The firstyear, there was an impassable front that lay acrosssouthern Georgia, and a sudden rain storm madeus wonder what was going on when it hit. And thesecond year we should have started wondering whenan unaccustomed frost put a chill on our campers.Last year, we finally knew for sure that Murphy andall his cohorts were after us when, for the first timein history, snow fell in Lakeland.More sane folks, I'm certain, would have givenup, but who in their right mind could ever call pilotssane? However, long before the airplane loused upour life myoid Grand-daddy, that sage from around

Rabbit Hash, Kaintuck, learned the Non-ReciprocalLaws of Expectations. As published, they said 1)negative expectations yield negative results, and2) positive expectations yield negative results.Long years of poker playing made quite a mathematician out of old Gran-pappy, and he figured that if

you punched the 1/X button on any pocket calculatoroften enough, the reciprocal of that second truismcame up and read: negative results yield positiveexpectations. He then postulated that famous corollary to Murphy's laws that has become our bible,Don't believe in miracles - RELY UPON THEM.

We did. Consequently, the 1978 Sun 'n Fun dawnedbright, sunny, and passably warm. It stayed that wayall week. Like all the other self-ordained psychics, Ican loudly say, I told you so.Some unofficial advance figures are quite inter

esting. This year, 9740 EAA members registered atthe Sun 'n Fun; there were 1089 pilots registered; 736people filled 285 camping units; and this year we hadtwenty of the most delightful, real down-to-earth FAAcontrollers manning our temporary tower. They logged9140 movements on the active transient runway (notcounting fly-bys, nor exhibitions).If you'll look at the aerial photo showing the Sun'n Fun sector of the airport, you'll note that almostone third of the planes on the field at that time wereAntiques and Classics. Our Antique Classic Division of the EAA was well represented. The Sun 'n Funis a regional event sponsored by EAA chapters in theeight southeastern states,the local chapters, including our large antique group known as the FloridaSport Aviation Antique Classic Airplane Association.For the second year in a row our division officersheld an all-day Board of Directors meeting duringthe fly-in, and manned a good-fellowship booth inone of the exhibition tents.This year's Grand Champion Antique award winner, a Travel Air 2000, NC6117, was restored to ab

solute mint condition by Dean S. Tilton of Lakeland,Florida. For the last two years, right here on our Sun'n Fun Field, I watched as Dean transformed a pitifulbasket case that he purchased from joe Araldi in january 1975. This Travel Air was originally built by thatfamous triumvirate, Cessna, Beech, and Stearman.Dean's rather extensive log book entries show thatin 1938-39 it was owned by jesse L Schroeder of Erie,ND, and in 1946 it was bought by Peter Bryn who apparently owned it until joe Araldi found it in Dazey,North Dakota. This 2000 still has the original 90 HP,OX-5 engine. Its log book shows that it was acceptedfor the U.S. Army, May 8,1918.Of side interest, Dean decided it would be bestto use 20 inch Bendix wheels, fitted with 30-5.00, 4-plytires, as used in 1929: These' tires were made for Deanby the Universal Tire Co., of Lancaster, Pennsylvania.For awhile it looked like a complete overhaul onthe old OX-5 would be a serious problem, but by astroke of antiquer's luck, a stranger named ClarenceBenjamin, from way down east in Maine, supplied anoriginal OX-5 Overhaul Manual. From there on, Deansays it was only busted knuckles.Another winner I was privileged to get closeracquainted with when I had a chance to bus its owners to the car rental agency, was the Super 260Navion which won the Best Custom Restored Classic over 165 HP. Mr. and Mrs. Hale Andrew flew theirbeautiful prize winner down from Berkley Springs,West Virginia where they left 31 inches of snow.So, while almost everything north of the deepsouth was seriously snowed-in, a goodly number didsucceed in escaping the frozen Nawth.

We're deeply indebted to fellows like Dave Vergason who was FAA Chief of our temporary towerand his gang of controllers. At a bash before theweek began, I was invited to bend elbows with them.Believe it or not: secretly, they have the same mistress that we do.

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ANTIQUE MERITORIOUS AWARD WINNERStampe SV-4 N666DH ow ned by Don Henry St.Augustine FL

ANTIQUE & CLASSIC WINNERSAntique AwardsGrand Champion Antique - Travel A i r 2000 ,NC611 7 - Dean Tilton , Lakeland , FLGolden Age Champion - CTO Waco, NC7527 Ern ie Moser, St. Augustine, FL

Silver Age Champion - Fleet 9, NC66V - DickDurst, Orlando , FLPlatinum Age Champion - Lockheed 12A, NC-25628 - Bob Allen , Fayetteville, NC.WW II Era Champion - Cessna T50, NC69072 jim Kramer , Palm Beach, FLClassic AwardsGrand Champion Classic - Stinson 108-3, N963 Red Smith, Lakeland, FLBest Restored, Up to 100 P Mooney Mite,N346M - john Wright and B. McKinney, Greenville,Sc.Best Restored 101165 P Aeronca Sedan, CFAKT - Ernie Sykes and jim Powls, Brampton, Ont. ,Canada.Best Restored Over 165 P Ryan Navion, N5437-Hale Andrew, Berkley Springs, WV .Classic Best Of Type - Ercoupe, N2279H - johnWright, Springfield, IL.Classic Best Of Type - Swift , NC3834K - j. M .jones, Clarkston , GA.

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14/28

VintaglMen and hBest Restored Classic Over 165 HP Ryan Navion

N5437K owned by Hale Andrew o Berkeley Springs,WV. L KP

Best Classic Restored UpTo 1 HP Mooney MiteN346M,-owned by John Wrightand B. McKinney o Green-ville, Sc.

A part o the gaggle o Ercoupes that arrived at the Sun nFun.

4

Aeronca - Most Authentic Restoration - N82934, owned


15/28

lbumge MachinesD 78Ehlen

by Archie Young of Reddington Beach, FL

Sun 'n Fun's SW corner of Lakeland Airport. Left to right: Hugh Morelandand Col. Bob Blackburn, whoused their arctic gear to flyclown frolll the orthwes tTerritorie s of Florid a inHugh s recently re storedSte arm an, are greeteci byHa rold Wa tson the thirclmember of their CounterfeitAir Force .

The Antique Classic parking area as viewed through the wings of a Stearman.

ended it as a part of Peter Bryn's personal cache happened: the lightly loaded Travel Air responded to a


16/28

Dean Tilton's Grand ChampionTravel Air 2000y Jack Cox Editor of Sport Aviation

Reprinted from Sport Aviation

When we think of the late 20s, inevitably it isof Lindbergh and the Spirit of St . Louis. On a moremundane level, however, that was the time of the3-place, open cockpit, OX-5 powered biplane. Itwas the heyday of the American Eagle, the AlexanderEaglerock, Swallow, KR-31, Command-Aire, Waco 10and the Travel Air 2000.The Waco 10 and the Travel Air 2000 were the Fordand Chevy of the lot and as long as two antiquersare left breathing, the relative merits of each willbe argued with gusto ... a stein or so, usually.They were built in the greatest number and survivetoday in the greatest number to stoke the fires of theantique airplane hobby. The most colorful comparisonof the two I ever heard came from the late M. B.Dusty Huggins of Timmonsville, South Carolina. Inthe 30s and late 40s Dusty operated one of the nation's larger crop dusting outfits, following the growing season each year from Louisiana to Canada. Atone time he managed a fleet of nearly 30 Wacodusters - mostly Model 10s with any sort of radialengine he could hang on them. Dusty loved the Wacosand, in fact, retained a couple of them until the dayhe died, just for old times' sake ... but readily(and I think with no little pride) admitted they werea handful on the ground. So much so, that he keptseveral Travel Airs on hand to check out new pilotsbefore turning them loose in the Wacos. Even then,9 out of 10 would groundloop on their first landingin a Waco, Dusty would guffaw. His experience wasthat the Waco stood up better under the incredibleday-to-day pounding they took in the dusting business,but that the Travel Airs were more pleasant, docileairplanes to fly.Today one is fortunate indeed to lay hands on anexample of any of the Roaring 20s OX-5 jobs. One soblessed is Dean Tilton of Lakeland, Florida. Three yearsago he bought a basket case Travel Air 2000 from JoeAraldi and finished its complete restoration just in timeto win the Grand Champion Antique trophy at Sun'N Fun78.Dean's beautiful Travel Air, NC6117, Ser. No. 615,began life in Walter Beech's Wichita aeroplane worksin 1928 and for a great while appeared to have

of Travel Airs stashed away on his Dazey, North Dakotafarm. A few years ago, however, Mr. Bryn began to selloff some of his treasures and Joe Araldi was shortlyat his door, empty trailer at the ready.For a variety of reasons, one of which was havingmore antique airplanes than time, Joe never got aroundto restoring the Travel Air and eventually sold it toDean - minus an engine . Dean began work three yearsago and flew the airplane for the first time on January9 13 days before the start of Sun 'N Fun 78. Butthat's getting ahead of the story.

Dean found the airframe to be in reasonablygood condition, requiring basically just a good cleanup, new fuselage formers and stringers, a little repairwork on the wings and cover job. The engine was a littlemore of a challenge. For a time, Dean dickered withPeter Bryn for a majored OX, but after finding it wasgoing to take a lot more time than he cared to wait,looked elsewhere. As often is the case, an OX-5 waseventually found right in his own backyard. MerleJenkins sold him a dismantled Hot Water Eight thatuntil lately had been used in the orange groves tostir up the air to prevent crop damage frost.Dean overhauled the engine, refinished the stillairworthy Fahlin propeller, covered the airframe withGrade A cotton and finished it with butyrate dope. Thefinal color coats were International Orange for thefuselage and vertical tail and Insignia White for thewings and horizontal tail. A leaf-spring tail wheel rigwas grafted onto the aft end of the fuselage to replacethe original skid and N3N wheels with hydraulic brakeswere fitted - the principal concessions to the realitiesof today's paved runway environment.A number of antiquers had provided valuable adviceand assistance along the way. An OX-5 overhaul manualwas obtained from a friend in Maine, and Ernie and LucyWebb of Charlotte, North Carolina, who own one of thefirst and still finest TA 2000 restorations, provided invaluable tips - like lining the headrest baggage compartment to avoid having the fabric damaged from within,etc. And, of course, local airplane nuts were alwaysdropping by to lend a hand here or there, kibitzingof just drinking his coffee.

The final hang-up was a useable magneto. An ad ingood 01 Trade-A-Plane ultimately provided the neededitem and paved the way for an award winning firstshowing at Sun 'N Fun. The first trip around the patchwas strictly unintentional. Dean had not flown a taildragger in many, many years, so was doing a lot oftaxiing to get the hang of it again - getting a littlefaster for a little longer each time until the inevitable

gust and launched into the breeze. Fortunately, DustyHuggins' assessment of the type was correct, for Deanwas able to get it around the pattern and back downon pavement again , safely even if not too artistically.By Sun 'N Fun time he had built up several hoursflying time and was beginning to appreciate what areally great old flying machine he had. Winning theGrand Champion Antique trophy was a very sweetfrosting on the cake.Dean Tilton is a native of Sidney, Maine. He leftthere during World War II, joining the Air Force asan aviation cadet. He progressed through the Stearmanand the AT-6 and was at a base in Waycross, Georgiapreparing to transition into P-51 s when the war ended.He and his classmates were probably the only personsin the world who greeted the news of victory with dismay they never got to fly the Mustang.After his discharge, Dean married and settled inNebraska where he became a general contractor. After12 years of battling Great Plains winters, he movedto Florida where he could operate his businesson a year-round basis. He has continued to fly overthe years and owns a Cessna Centurion, which hiswife also flies.

The Centurion is one of the most popular lightplanes of our day ust as the Travel Air 2000 was inthe late 20s. Owning one of each is what I call enjoying the best of two worlds.

Photo by lac k Cox)

GRAND CHAMPION ANTIQUET L KEL ND 78

16

official that I considered the approximately 170-175, to do this on a voluntary basis, without approval of


17/28

( \ ./ , 3 2 i /Ii

17

Whistling In The RiggingyPaul H. PobereznyEAA President

It has been some time since I wrote a Whistling InThe Rigging column, which appeared in our early issues of the Experimenter , the forerunner of ourSPORT AVIATION magazine. This column is beingwritten on my return flight from Washington, D.C. Theday and a half meeting at FAA headquarters was, as ithas always been, most enjoyable and helpful. Therewere a number of general aviation problems discussed- problems that concern all of us : Whether our airplanes are factory built, antiques, classics or homebuilts, some ownership problems are the same . Manyof the fine FAA people, who are involved in the complexity of bureaucracy, are not aware of the grassroots problems of aircraft ownership. Lately, there hasbeen increased legislation by local communities andstates adding to the complex rules, regulations andlaws of our federal government. When these rulingsare totalled up , they discourage aircraft ownership.Many of them not understood by current pilots andowners of aircraft. There is a great difference betweenflying someone else's airplane, either through rentalor borrowing and owning your own aircraft. There isconsiderable expense involved in the private ownership of an object that spends about 99 of its life tiedto the ground or setting in a hangar. I have always hadgreat admiration for tho se who have met the challenge of aircraft ownership.

While in Washington we discussed many of ourproblems and philosophies . When I mentioned to onevery understanding, pro aviation (a ll phases of it) FAA

000 general aviation type aircraft, in flying condition,to be a drop in the bucket, his first reaction was as-, tonishment. He felt that many licensed airplanes wasquite significant . Perhaps to some people it might beif 20,000 of those were in the air on any single weekend. Yet , in one medium-sized community there are probably more automobiles than the national total of airvehicles. In our conversation with the FAA man , themore we compared numbers of aircraft with boats ,snowmobiles, motorcycles and other recreational vehicles, the more he agreed we have a long way to go inaviation. There are too few aircraft owners sharing thetax load placed upon us by the local, state and federalgovernment. There is a great advantage for us all inincreasing our numbers - numbers of airplanes toprovide for a healthy general aviation future. Thatway, we would also increase the security of thoseearning a livelihood in aviation, such as the mechanic,the fixed base operator, the factory worker , enginemanufacturer and all others directly concerned withthe making of and use of the end product - the airplane. It also behooves government and the FAA itselfto establish and encourage the construction and operation of a greater general aviation fleet for recreation and transportation. That would make it easier forgovernment to justify the numbers of employees it has,and i t would insure justification for maintainingsmaller airports that will otherwise disappear in thefuture.I have always been encouraged in my visits to FAAin Washington. They need our support, good thinkingand cooperation. However, it is we who must come upwith the ideas and solutions and follow through . Don'texpect your government to do it for you.Recently, the National Transportation Safety Boardcame forth with a directive that all aircraft manufactured after 1978 should have shoulder harnesses forthe pilot and the adjoining front seat. A further recommendation was made to FAA that ll aircraft, antique,classic, etc. be required to have shoulder harnesses inthe front seats. EAA, for the past twenty-five years,has led the way in encouraging amateur aircraft builders to install the shoulder harness and our membership application has carried that pledge. However, theinstallation of the shoulder harness in a type certificated aircraft, though appearing to be a simple matter tothose at the National Transportation Safety Board,does create a problem . As we know, modification orinstalling non-approved equipment in these aircraftrequires FAA approval or a supplemental type certificate. This can be extremely time consuming as wellas costly. If it were a matter of the owner being asked

FAA, much more could be gained. However, this weare sure would not be the case. Our recommendationto NTSB is to not require a shoulder harness on themany different aircraft produced before 1978, unlesssomeone develops a very practical solution.It is often noted that our organization is looked upon as a fine group that's dedicated only to the encouragement of people to design and build airplanes.However, aviation people, aviation organizations andgovernment are learning that EAA is and has beenmuch more than that. It is an organization that grew asit learned of the needs of all phases of aviation, and,in particular, of the average individual's desire to fly.

With your continued support and your efforts tostrengthen your Division and EAA itself by encouraging all of aviation to be a part of us, we shall makegreat strides .As I have often said, there is strength in numbers ,but there must also be strength in leadership. I amvery proud of our Antique/Classic Division and thegreat help and leadership it has provided throughoutthe years, along with the special efforts that are expended at your annual Oshkosh convention.Let's all enjoy our close ties with aviation folks enjoy our aircraft and realize our responsibilities. Together we will make aviation better for those who willfollow us.


18/28

T O n L S T E R m n flY In

By Thomas E Lowe823 Kingston Lane

Cr ystal Lake IL 6 14

The 6th National Stearman Fly-In was held atGalesburg, lllillois on September 9-11, 1977 with 51Stearmans from all over the country in attendance,equaling the previous high number achieved the yearbefore. The fly-in seems to get an earlier start witheach succeeding year and in 1977 the first arrival wasalso the Stearman flying the greatest distance. BobEicher and Byron Trent arrived early in the week fromFlorida in their outstanding Stearman N2S-3, N66416,which had been the Grand Champion at the 1976 Stearman Fly-In. Sam "Ace Eli" Mendenhall , his wife, Leanna, Dave Finn, and several others also arrived early inthe week and were very helpful in completing themyriad of final details in preparation for the fly-in.

By Thursday afternoon several Stearmans had arrived and that evening Jim Leahy led a fl ight overtown to get the fly-in off to an official start. Later thatnight a fly-in kick-off cocktail party was greatly enjoyed at the Holiday Inn. On Friday Galesburg continued to be blessed with excellent weather and byevening 29 Stearmans were parked in the grass. Thursday also saw the " official" opening of the StearmanFly-In Headquarters Building, which strangely enoughlooked exactly like an old outdoor privy. It was Earlierin the week Jim Leahy had asked Sam Mendenhalland Dave Finn to buy some lumber and build a replica" outhouse". Being purists, they instead scoured therural areas surrounding Galesburg until they foundthe real thing behind a farmer 's house. Sam and Daveastounded the farmer by asking to buy it, and purchased the original "two holer" for $20. They removedit, suffering several stings from the wasps that calledit home, and brought it to the airport where it was

placed in a prominent spot on the flight line. It wasduly decorated with several vintage WW II recruitingposters, an old Sears catalog, a U.S. star insignia, andofficially marked as a "1942 two holer" . A small flagpole was mounted on the top sporting a size 44D brawhich served as a windsock. While the "fly -in headquarters" was a focal point of conversation, jokes, andribald comments, it also served as an information center about the fly-in, for as each Stearman arrived, itstype, military serial number, and N number were recorded on the side for all to see. Later Jim Leahy washeard to remark, " Well, now I'll have to clean out aspot in my hangar so that thing that ' s been outside forthe last 5 years can be in out of the weather "Just before dark on Friday evening a mass flight ofStearmans was made over town and then all the participants retreated to the Galesburg American LegionHall where they were served a delicious free chickenor fish dinner. Saturday morning dawned bright and

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(Photo y Kenneth D. Wil son)utiful bl ack and gold fully IFR equipp ed customhp Stea rm an is own ed by Gino Mass ignani.

beautiful and almost all the Stearmans rose to greetthe rising sun in the traditional dawn patrol. Severalcircuits were flown over town, then the mass gaggleproceeded the few miles west to Monmouth, Illinois toenjoy a fine breakfast at the airport served by theMonmouth Flying Club. This year was no exception ,and once again we had our usual incident at Monmouth. The New Orleans twins , John Hooper andJohn McCormick, with Hooper at the controls, landedthe i r N2S in the grass alongside the paved runwaythat everyone else was using. That was OK, exceptHooper failed to see the VASI light system that laydirectly in his path after touchdown and he demolishedit into shattered pieces of glass, tin, wire, and pipewith a direct hit with the propeller and landing gear oftheir Stearman. After close inspection there was foundto be little damage to the Stearman, except for theprop , which was replaced by one of Jim Leahy' s extraones , but with plenty of damage to Hooper' s pr ide .Later that evening at the awards ceremony, Hooperand McCormick were pre sented several bits and piecesof the VASI as a remembrance of one landing they'dlike to forget and also so that they could always carrytheir own VASI with them in the future.

After the return flight back to Galesburg the remainder of the day was filled with constant flying ,buddy hops, formation flying , conversations, and nostalgia with many former WW II pilots that flew Stearmans that attend the fly-in each year. The afternoonsaw the many Stearmans competing in the flying contests and another mass flight was flown over town justbefore sunset. One incident of interest to the pilotswas the first solo in a Stearman by 17 year old PrivatePilot Bob Baird, who flew his father's 300 Lycomingpowered Stearman at Galesburg. He was given the trophy for being the youngest Stearman pilot at the flyin and later that evening received his welcome intothe group by being thrown, clothes and all, into theswimming pool at the Holiday Inn .The awards dinner and presentations were held inthe Galesburg Aviation hangar and a good time was

(Photo y Kenneth D . Wil son)Paul Boyer (left of Lakewood, Colorado and Bill Wil kins , Th e Sil ent Eag le , deaf-mute Stearman pilotfrom Circleville, Ohio check the message board at therea r o f the Stea rm an Fl y-In Hea dquarters Building,794 2 Two-Holer ,

enjoyed by all. Numerous awards were presented bythe Stearman Fly-In, Dusters & Sprayers Supply, Inc.,and the Stearman Restorers Association. The secondannual Lloyd Stearman Memorial Award was presented to SRA President and Stearman Fly-In Co-Chairman,Tom Lowe. The SRA had established this to be theirhighest honor after the passing of Lloyd Stearman tohonor some individual whose efforts had been outstanding in preserving the history and in promotingStearman ai rplane s today. Nominations were made bySRA members and the final selection made bY 'a com mittee headed by SRA Vice-President, Larry PalmerBall. The first recipient was Jim Leahy , Fly-In CoChairman and founder. Chet Reyckert of Skiatook,Oklahoma was given the Hero Award for his accomplishment of actually making it to the fly-in this year.In 1976 he had started for Galesburg in his newly rebuilt PT 17 that had been completed only the day before , and made it only about 30 miles when a fuelstarvation problem required an emergency forcedlanding 'in a field and the termination of his flight toGalesburg. Many of the trophies were adorned withbeautiful silver wire sculptured models of the Stearman handmade by Dave Finn. They were greatly appreciated by all. The final award of the evening wasthe Dusters & Sprayers Supply Grand Champion Trophy which was presented to Bill Bohannan for his outstanding PT 17 restoration.Sunday's dawn again was welcomed with a dawnpatrol of eleven Stearmans, with the remainder choosing to sleep in a little late. The weather again was excellent at Galesburg, but was deteriorating in otherareas of the country. Six Stearmans had left Houston,Texas enroute to Galesburg and made it only into Arkansas before the weather caused them to returnhome. Many of the Stearman pilots began departingfor home knowing that the weather was destined toget worse. Several pilots including Chet Reyckert,Jimmy Maris, John and Frank Price, Dick Bardon, DickHarders, and Don Buck decided to leave for home onMonday, but instead spent several more days weath

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Galesburg woman, Mrs. Mary Bishop, also received aflight in a Stearman, along with several other prizes,


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Photo y Kenneth D. Wilson)Bill Bohannan in his newly restored Stearman PT-17,N38940 the recipient of the Dusters Sprayers Supply Grand Champion Trophy .ered in at Galesburg as the ceil ing and visibil itydropped radically Monday morning and rain poureddown for several days. They finally got to leave forhome on Wednesday, but still fought marginal VFRconditions to their various destinations.A fine Sunday morning fly-in breakfast was heldin the Galesburg Aviation hangar sponsored by theGalesburg Pilots Association. The remainder of themorning was spent in last rounds of fun flying, buddyhops, and conversing with old and new friends. Sunday afternoon an excellent air show was presented forthe public featuring aerobatics by Frank Price and Duane Cole. Stearman aerobatics were flown by JimLeahy, who as usual thrilled the crowd and astonishedthe pilots with his skill and the maneuvers he can getout of a stock Stearman, and also by Dick Baird, afly-in regular from Buffalo, New York, in his Lycoming 3 Stearman.Just prior to the start of the air show the entireHugh Carr family was given flights in six Stearmans.Marilyn Stearman Carr is the daughter of Lloyd Stearman and she and her entire family thoroughly enjoyedtheir first flight ever in a Stearman biplane. A local

as the winner of radio station WAlK s Stearman Pilotof the Year Contest. She won by correctly guessing theexact number of Stearmans that would attend the flyin.Each year the National Stearman Fly-In has continued to grow and improve with pilots and airplanes

coming from near and far to enjoy several days together renewing the warm bond of friendship generated by the love for a great old biplane. The 7th National Stearman Fly-In will be held in Galesburg onSeptember 8-10,1978 and everyone interested in Stearmans is cordially invited.

photo y Dick Stouffer)Some of the Stearman pilots and SR members wi tpart of the lineup of Stearmans at Galesburg.

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CLE R TO L nD ...

(Photo Provided y Jim Barton)Leonard Buckler and Ken Ringle inspect the resultsof someone s first so lo landing . after zero dual.Note the CAP emb l em on the side, it was the onlyway you cou ld fly during the second World War.

Compiled by Kelly Viets, EditorErcoupe News letterRR 1 Box 151

St ilwell, Kansas 66085

During World War II the only private aircraft al-lowed to fly were those in the Civil Air Patrol. A gentleman in the C.A.P. had arranged to fly from the Mo line, Illinois area to Galesburg, Illinois for some busi-ness we had there. s it was a nice day, he brought hiswife along. When they prepared to return home, hedutifully placed his wife in the cockpit, locked thebrakes, set the throttle and proceeded to prop the en-gine. When the engine caught it was running a littlefast so he called to his wife to slow it down. Now shehad never been in a plane till that morning and hadonly had the one flight from Moline to Galesburg. Shedid , however, know how to drive a car. So she did asyou do in a car to turn things off, she pushed the knobin, and in the same instant she hit the parking brakecausing it to release .

The plane immediately moved forward at an everincreasing speed right toward a Gull Wing Stinson.Her husband had jumped clear and was shouting ather which seemed only to add to her confusion. Shehad this steering wheel in front of her, so she grabbedit and drove around the Stinson and out onto the air-port. To her horror she soon felt no more bumps andknew that she was flying. By some miracle the planecleared the trees at the end of the runway and continued to climb.s her first panic subsided she realized that in order to survive this she would have to somehow figureout how to fly the plane. She started experimentingand found that she could turn, like driving a car, andin that way she kept the airport in sight. She thenfound out if she pushed forward the plane went downand when she pulled back the plane went up. Shethought, Well now, this isn't so bad, so she thenstarted tryi ng out the i nfernal knob that started allthis in the first place. She found out that if she pulledback, the engine would slow down. She was smartenough to keep the knob all the way forward, becauseshe wanted to be sure the engine was running fast

enough to keep her up in the air.Meanwhile, back at the airport it was chaos. Peo-ple were running everywhere trying to clear things soshe would have a chance (if she ever got back to the

field). Mainly they were shoving planes in hangars.The take-off had scared every plane owner on the fieldso they were all trying to save their planes.She flew around the airport three times before sheremembered that when her husband landed he hadcome in over some trees at the edge of the field, sothat was what she would do . She came over the treesjust right, pulled back on the knob, and the plane set-tled to the ground just right. She was so relieved thatshe shut it down. That's right, she pushed it forwardto the panel. Yes, sure enough, she was flying again.

Again, after regaining some composure, she camein over the trees, only this time she hit hard on thenose wheel. It really wasn't too bad. This landing did,however, preclude any more inadvertant take-offs.Th us ended one of the true sagas of aviation.

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made, and if they could be built that way then, theycan be rebuilt the same way now. Anything made ofboils down to such parts as pistons, rings, gaskets, andsuch parts that are known to be better made in 1977


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(Photo by Lee Fray)There are times when the only source of new rings isan auto dealer, but .

RestorationBy Dorr B. Carpenter, I.A.

EAA27724L225 Saunders Rd.Lake Forest, IL 60045Tips

Equal r BetterThe supply of original engine and airframe parts

for antique airplanes dried up for all intents and purposes many years ago.Fortunately, most of the old flying machines with

the exception of the Warbirds, were essentially hand

metal can be made just as well or better now than itwas then.I n the case of the Ryan ST series aircraft, blueprints, manuals and bulletins are available to helpwith this task of maintenance. For a part to be entirelylegal and satisfactory, it need not come from a boxmarked "Menasco" or "Ryan".It is hard to set these ideas down in black andwhite without an illustration showing that there canbe pitfalls and failures in these substitution-of-partsendeavors.Probably the modern parts most often substitutedfor originals are piston rings. Every combustion engine uses them and they are readily available over thecounter in auto stores and on special order from somemanufacturers.This is where the problems of legality and suitability come into play. There are a number of factswhich you should know . No engine part manufacturedfor a car or tractor has a parts manufacturer's authorization under FAR Part 21. These parts bear no Airworthiness Approval tag form 8130.3 and none weremanufactured under a TSO (Technical Standard Order)as in FAR Part 37. So, on the surface, it appears thatthey cannot be used in aircraft. But this is not so.

The fact that these parts have no tag or authorization only means that they were not manufactured foraircraft use. We must go one step further into FARPart 43; to be specific Part 43.13 paragraph (b) whichreads:

Each person maintaining or altering, or performing preventive maintenance, shall do thatwork in such a manner and use materials of such aquality that the condition of the aircraft, airframe,aircraft engine, propeller, or appliance worked onwill be at least equal to its original or properly altered condition (with regard to aerodynamics funct ion, structural strength, resistance to vibrationand deterioration, and other qualities affecting airworthiness).The key to the above paragraph is the "materials

equal to its original". Nothing is said about boxes, yellow tags or approvals. Here we have a question as towho makes this evaluation and on what basis. Anycertified A and P or Inspection Authorized mechanicand any FAA maintenance personnel can make thesesubstitutions legal. Bear in mind that they lay theirreputations and license on the line when they sign forthe work done with other than authorized parts. Ifthese people are not engineers, and most are not, it

than in the 1920's and 30's.On the other hand, most manufacturers do not liketo sell their automotive rings for use in aircraft because of a possible liability. One manufacturer .haseven gone so far as to instruct his salesmen to say that

there is an FAA letter in the company files prohibitingthe sale of rings for aircraft use. This isn't true, butthey do have a company memo t o this effect. For thisreason, it is best when buying rings, to buy them indicating size and not use.

The modern cast iron ring is of much better qualitythan in years past. However, when using these ringsin Menasco engines, trouble results because of theirincreased efficiency. My experience in the installationof modern rings in a Menasco D4-87 engine which wasrebuilt about 15 years ago, gives some idea about thetype of difficulties that could occur. The engine wasrun in and flown for about ten hours when the ringsseated and then the trouble started. Up until this timethe engine burned a considerable amount of oil, butran very well. As the rings seated she seemed to missand lose power for no apparent reason. Every test wasperformed on the engine. While hot and cold it testedperfectly with exceptionally good compression. However, after twenty-five hou rs of very unsatisfactoryflying service, the engine was removed and torn down.To my great surprise, the compression rings werenearly worn outWhat had happened is that in April , 1942 the Men asco Company had issued a Service Bulletin (number29) calling for installation of double oil rings in placeof the single rings found in the original product because of excessive oil consumption. Now, 25 years later, the modern ring had improved in quality to suchan extent that the combination of two oil scraperrings left the cylinder walls dry, which accounted forthe missing and low power from poor compression .This poor compression was evident only when the engine was running. When it was stopped and allowed tocool somewhat, the inverted configuration of the cylinders and extra heat allowed oil to seep down aroundthe rings and seal them for good compression by thetime it was testedSince that time I have used only single oil rings ,usually on new pistons and have not had any problems .The only advice I can put forward concerning substitutions on parts, is to be very careful. The more youknow about old equipment, the more likely you willcome to realize that almost anything can happen andsometimes does.

Periodicals of Interest to the AIRPOWER: bimonthly, on military aircraft andtheir history, use; JV Mizrahi, ed, Sentry Books Inc., the aircraft themselves perhaps more than its UScounte.rpart (be low), which tends to feature accounts


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Antique Classic Worldompiled and Commented on By

Leonard Opdycke, Editor (EAA 1076)World War I Aeroplanes

7 Crescent Rd.Poughkeepsie, New YorkAELR: quarterly journal of the friends 0) the Army

Museum, Belgium, half in French, the other halffeatures news of the collection and supplementaryhistory of the a/c; Albert Van Hoorebeck, ed,Avenue van Gogh 15, 1140 Brussels; 100 francs.AERODROME MODELER: bimonthly journal devoted

to the WWI modeler, information on markings, details, kits , some history; Gary Circe, ed, 788 StateSt., Schenectady, NY 12307; $10 /yr.AEROPLANE MONTHLY: monthly aviation historyjournal with access to the back files of bothFLIGHT and THE AEROPLANE , and a rare combinationof literacy and accuracy; Richard T. Riding, ed ,

Dorset House, Stamford St ., London SE1 9LU UK;20.80/yr .AEROSPACE: 10 issues /y r. , journal of the RoyalAeronautical Society, deals with the affairs of theRAeS plus special papers on aero history and design,and current research ; comes with membership ;G. R. Wrixon , ed, 4 Hamilton PI. , London WIV

OBQ, UK; $5 /yr.AIR-BRITAIN DIGEST: bimonthly , along with the

monthly AIR-BRITAIN NEWS: journals of The International Association of Aviation Historians, theformer strong on registers , production, and airlines,mostly British; the latter strong on registers anda/c movements ; occasional pieces on early a/cas they appear; J. C. Cook, ed, 12 WoodfieldClose, Redhill , Surrey RH1 2DL, UK; 11/yr.

AIR CLASSICS: monthly, on aircraft history, a gooddeal on museums and restoration, heavy on WWI ,WWII - frequent articles on forgotten air-craft ;Jim Scheetz, ed, Challenge Publ. Inc., 7950 DeeringAve., Canoga Pk ., CA 91304 ; $11 /yr.

AIRCRAFT ILLUSTRATED EXTRA: quarterly, featuringpicture stories of six or se ven famous aircrafttypes with brief informative text ; Ian Allan Ltd.(US subscriptions from Bill Dean Books, 166-41Powells Cove Blvd ., Whitestone , NY 11357).

10718 White Oak Ave., Granada Hills, CA 91344;$8/yr.AMERICAN AVIATION HISTORICAL SOCIETY JOURNAL: quarterly scholary publication dealin g withall aspects of American avhist, generally balancing

nicely the old and the new ; membership also bringsthe AAHS NEWSLETIER, a brief interim accountof current doings and new members; Robert E.Williams, ed, Box 99; Garden Grove, CA92642 ;12.50/yr.ASAP NEWS: brand new journal of the AustralianSociety for Aerohistorical Preservation , dealing withcollection and restoration and partly aimed at

the establishment of an Australian National Aviation Museum ; Neville Hewitt, President, Box 1093,Canberra City, ACT 2601 , Australia.

AVIATION HISTORICAL SOCIETY OF AUSTRALIAJOURNAL: there is both a society and a journal ,but we seem not to have been able to make contact with either. .AVIATION HISTORICAL SOCIETY OF CANADAJOURNAL: there is both a society and a journal ,

but we seem not to have been able to make contactwith either.AVIATION HISTORICAL SOCIETY OF NEW ZEALAND:

quarterly journal about NZ aviation history and itsaircraft, usually some material on the earliest period;membership also brings the AHSNZ NEWSLETIER andTHE REGISTER REVIEW, altogether giving a niceoverview of the subject past and present; Brian L.Lockstone, ed, Box 18-056,Wellington, NZ; 6NZlyr.

AVIATION NEWS: weekly, subtitled Britain 's International Aviation Newspaper, mostly historicallyoriented articles with current news when appropriate; Alan W. Hall , ed, 26 The Broadway, Amersham,Bucks HP7 OAR; US subscription fr Bill' DeanBooks (cf AIRCRAFT ILLUSTRATED EXTRA, above).

CONTROL COLUMN: bimonthly journal of the BritishAircraft Preservation Council, features restorationsof all kinds, recovered wrecks and sites, museums,collections; some h is tory when appropriate, amodellers ' column; Peter -Schofield, ed, 8 Greenfield Ave., Urmston, Manchester M31 1XN, UK;25p each.

CROSS COCKADE JOURNAL (GT BRITAIN):quarterly journal of the British Society of WorldWar I Aero Historians, scholarly, readable, stresses

of pilots, squ adro ns, and missions; Paul S. Leaman,ed, 31 Holly Rd ., Cove, Farnborough, Hants GU14OEA, UK; 9/yr.CROSS & COCKADE JOURNAL (USA): quarterly journal of the Society of World War 1 Aero Historian s,featuring (but not exclusively) men and machinesand events co nnected with the American War;scholarly and complete (cf C&C Gt Britain, above);

rotating editorship; wr ite George H. (Cooke, BusMgr. 10443 S. Memphis Ave. h i t t i r CA 90604;$9/yr.DEUTSCHE AEROKURIER: monthly, covers currentGerman aviation scene, with stress on gliders and- general aviation; articles on oldtimers and museums;Wolfgang Wag ner, ed , 5000 K61m 1, Ebertplatz 2,W . Germany.

LE FANATIQUE DE L'AVIATION: monthly aviation review, a good deal of historical material, largelyFrench though not exclusively; modelers' page;Michel Marrand, ed, 15-17 Qual de l'Oise, 75019Paris, France ; 99f overseas.ICARE: quarterly revue de I'aviation francaise: eachvolume is a work of art , visually, technically, historically - superb journal; each issue has a specialtheme or topic, with appropriate research andauthors; Jean Lasserre, de, ICARE/-Cidex A No .213 94396, Orly-Aerogares, France; 105f overseas.INTERNATIONAL ANTIQUE AIRPLANE DIGEST: quarterly journal. of the Antique Airplane Association,some historical material , often in the form ofreprints from early sources, plus news of fly-insand reports from the various chapters (type clubs)of AAA ; member'ship 'also brings the QUARTERLYAAA NEWS and the QUARTERLY APM BULLETIN(journal of the 's Airpower Museum); LouiseBlaine , ed, Box H. , Ottumwa, Iowa 52501; $12 .50/yr .Incl. membership .ITALIAN AVIATION RESEARCH BRANCH OF AIRBRITAIN JOURNAL: quarterly journal of the IARB,features Italian aviation history, especially the aircraft, old and new, drawings and a green-paperEnglish translation insert ; Giorgio Apostolo , ed,Via Ampere 49, 20131 Milan, Italy; 8500 lire.

NSM: quarterly journal of the National SoaringMuseum at Elmira, NY, features soaring activitiesand developments everywhere, with occasional historical material on the gliding pioneers ; Meta L.Levin, ed, NSM, Harris Hill, RDI, Elmira, NY 14903 .

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PEGASE: quarterly journal of 1'AssoCiation desAmis WINGS: bimonthly, on all typesof aircraft and theirdu Musee de l 'Air presents historical material in history anddesign, excellent material; j .V.Mizrahi,


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connection with the various types on exhibit, ed, Sentry Magazines, 10718White Oak Ave.,or with some special current events,and includessome straight historyall, of course, about the Frenchefforts, men and machines; jean-Paul F-Chapuis,ed, 46, Ave.Kleber, 75116 Paris, France,20f.

PILOT: monthly review of flying for business andpleasure, with occasional pieces on early aircraftof different periods; james Gilbert, ed, BlakedenDr., Claygate,Surrey KTIO OjR, UK; 9.25/yrPILOT NEWS: m.onthly, sent free to all a/c ownersin the Midwest, dealing mostly with flying situations,men and machines in that area,including somehistorical material that goes way back, and StanMorel's regular Fokker Vereincolumn; KennethC.Weyand, ed, 5320 N. jackson, Kansas City, MO64119 ; 5/yr.PIONNIERS: quarterly review des Vieilles Tiges ,

featuring articleson aviation pioneers, esp Frenchones ;Arnaud de Castillonde Saint-Victor, ed,PorteMaillot, 75116 Paris, France; 20f.PROP SWING: journal of the Shuttleworth Veteran

Aeroplane Society, occasional publication, comeswith the Shuttleworth Collection and its restorationand exhibition project

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Vintage Airplane - Apr 1978

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