Vintage Airplane - Aug 1988

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STR IGHT ND LEVEL

by Bob Lickteig

On behalf of the EAA Antique/Classic Division, it is an honor for meto welcome our members and guests toOshkosh 88. Planning for this year sconvention started the day after weclosed Oshkosh 87.During these many months, your officers, directors and advisers have reviewed all programs, projects andgroup events staged last year in an effort to improve them for Oshkosh 88.Your Antique/Classic Division isproud to represent you and your interest in our era of aviation. We arealso proud of the contributions wemake collectively to the success of theEAA annual aviation exposition .

Serving you properly and fulfillingour commitments to the Convention requires 21 various committees withchairmen, co-chairmen, members andhundreds of volunteers. We do this toassure you an interesting, exciting andsafe flying event.

WELCOMETO OSHKOSH '88

attending for the first time. Those ofus who are close to EAA may overlookthe magnitude of this event that mustcompletely overwhelm our Conventionguests.The first sight our visitors see is theocean of transient aircraft parked onboth sides of our east-west runway.Next the Warbirds area comes intoview, and a whole generation is reminded our our air triumphs of WorldWar II. Where the road turns south,the unique designs and the polishedhomebuilts stand out like the morningsunrise . By the time our guests catchtheir breath, the awesome U.S AirForce B 1 bomber and the glamorousConcorde sit poised to penetrate thestratosphere. Their eyesight tour thencaptures the prestigious antique andclassic aircraft bringing back memoriesof the exciting pioneering days of aviation. As if this were not enough-thebuzzing of the ultralights demonstratesthis segment of sport aviation. To capit off, the majestic floating of the EAAballoon memorializes man s first trips

only add to the confusion .I ask every member to pledge to lookfor these concerned guests and offer to

help--to answer questions-to explain-and to point the way. These little gestures will make the Conventionmore informative and enjoyable for ourguests and we will have fulfilled ourresponsibility to ourselves as part ofour great EAA Antique/Classic organization.Our schedule of group eventsplanned for the Convention has beenpublished in our magazine, THE VIN-TAGE AIRPLANE plus complete details are in your Convention program.With the number of group activities,we have something for everyone including family members and guests.Please stop in at the Antique/ClassicHeadquarters as we would like to sayhello and welcome.So as the house lights dim and thestage lights come up on the world sgreatest aviation exposition, let s all beproud of our participation and commitourselves to the Antique/ Classic code


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AUGUST 1988 Vol. 16, No.8

PUBLICATION STAFFPUBLISHERTom Poberezny

VICE-PRESIDENTMARKETING & COMMUNICATIONSDick MattEDITOR

Mark PhelpsART DIRECTORMike DrucksADVERTISINGMary Jones

ASSOCIATE EDITORSNorman PetersenDick CavinFEATURE WRITERSGeorge A. Hardie, Jr .Dennis Parks

EDITORIAL ASSISTANTCarol KroneSTAFF PHOTOGRAPHERS

Jim KoepnickCarl SchuppelJeff Isom

EAA ANTIQUE/CLASSICDIVISION, INC_OFFICERSPresident Vice President

R. J. Lickteig M.C. "Kelly" Viets1718 Lakewood R1. 2, Box 128Albert Lea, MN 56007 Lyndon, KS 66451507/373-2922 913/828-3518Secretary TreasurerGeorge S. York E.E. "Buck" Hilbert181 Sloboda Ave. P.O. Box 145Mansfield, OH 44906 Union, IL 60180419/529-4378 815/923-4591

DIRECTORSJohn S. Copeland Philip Couison

9 Joanne Drive 28415 Springbrook Dr.Westborough, MA 01581 Lawton, M1490656171366 7245 616/624-6490

William A. Eickhoff Stan Gomoll41515th Ave., N.E. 1042 90th Lane, NESt. Petersburg, FL 33704 Minneapolis , MN 55434813/823-2339 6121784-11 72Dale A. Gustafson Espie M. Joyce, Jr.n24 Shady Hill Drive Box 468Indianapolis, IN 46278 Madison, NC 27025317/293-4430 919/427-0216

Arthur R. Morgan Gene Morris3744 North 51st Blvd. 115C Steve Court,RR 2Milwaukee, Wi 53216 Roanoke, TX 76262414/442-3631 817/491 -9110Daniel Neuman Ray Olcott1521 Beme Circle W. 104 BainbridgeMinneapolis, MN 55421 Nokomis, FL 34275612157Hl893 8131488-8791

Copyright " 1988 by the EM Antique/Classic Division, Inc. All rights reserved.

Contents2 Straight and Level/by Bob Lickteig4 AlC News/by Mark Phelps6 Vintage Literature/by Dennis Parks7 People and Airplanes/by Pamela Foard8 Calendar8 Mystery Plane9 Welcome New Members

1 Members' Projects lby Norm Petersen11 Vintage Seaplaneslby Norm Petersen12 Across Europe by S.56lby Norm Petersen16 Flight of a Ryan/by Steve Pitcairn22 Pass It To Buck/by Buck Hilbert24 Eyewitness/by Bob and Emalou Laible27 Volunteers, a Book of Heroes/by Art Morgan and Bob Brauer27 Vintage Trader

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Page 24FRONT COVER . Safe and sound in New Jersey, Steve Pitcaim'sRyan STA rests after its cross-country trip from Califomia. See Steve'sstory and photos on page 16.BACK COVER Grahame-White Type 10 Char-A-Banc. thismachine set a world's record on October 2, 1913 for weight liftinghaving flown for 19 minutes at Hendon Field England carrying ninepassengers. The plane had a span of 60 feet and was powered by a120 hp. Austro-Daimler engine. The plane was designed to be usedfor joy riding at Hendon . Photo from Grahame-White, THE AEROPLANE, 1914.


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Compiled by Mark PhelpsNATIONAL AERONCAASSOCIATIONThe National Aeronca Association,Inc. has been formed to meet the needsof Aeronca enthusiasts. This organization is governed by a central board ofdirectors that oversees the biennialconvention on even years at theAeronca factory in Middletown, Ohio.Regional Aeronca events will be promoted on the odd years . The NationalAeronca Association Magazine will bepublished six times a year, starting inSeptember 1988. A series of technicaladvisers has been appointed to coverthe whole spectrum of aircraft built byAeronca. A major goal of the N.A.A .is the establishment of an Aeroncamuseum adjacent to the Aeronca factory.Since leaving the field of lightairplane manufacturing in the early1950s, Aeronca had become a majoraerospace contractor. This year' s convention at the factory included a tourof the facility supplemented withphotographs showing comparableviews during the era of airplane manufacturing at Aeronca . At the banqueton Saturday evening the speakers weremostly Aeronca veterans who talkedabout various aspects of airplane manufacturing at Aeronca during the 1930sand 1940s. Awards in severalcategories were also given for restoredas well as custom Aeroncas . Specialawards were given to Aeronca-builtPT-19s and PT-23s that were producedduring World War II.

Aeronca enthusiasts can ow join forces with the National Aeronca Associationation, 266 Lamp and Lantern Village,Chesterfield (St. Louis), Missouri63017 telephone 314/391-8999.NORTHERN NEIGHBOR WANTSEAA Chapter 85 in Surrey, BritishColumbia, Canada needs the following:Aeronca C-3---cowIi ng, gear partsand front end

Buhl Pup Szekely engine and gearpartsWaco IV radiator and fuel tankAmerican Eagle -wings or wing informationContact Grant Thoreelsson, 11067146th Street, Surrey, B.C. CanadaV3R 3V3 telephone 604/588-1196.

TIM TALEN RESTORERAviation has a tough time gettingpositive press, but EAA Antique/Classic member Tim Talen (EAA8615 AlC 1616) is doing his part . Hewas featured in a recent article entitled"Craftsman takes planes under hiswing" and featured in the Eugene, Oregon Register-Guard . The article iscomplete with color photography and

spectacular.The place began to look like a realairport when Tim dismantled a huge4,800-square-foot hangar at an old airport and reassembled it on his airstrip .With plenty of work space below andliving quarters for his family above,Tim has things humming his wayRecently he added two helpers in thebusiness to try to keep up with the hugeamount of restoration work that findsits way to his door. Tim admits thathe's a happy man, doing what he reallyenjoys . And besides, he gets to do allthe test-flying -Norm PetersenOREGON A VIATION MUSEUMGETS ANZANI LONGSTERLes Long, of Cornelius, Oregon wasan enterprising innovator who, with hisbrother owned a radio shop in the late1920s. Les got interested in aviationand went on to become nationally fa-mous as a designer. Although early efforts were less than successful, his"Longster" powered by a three-cylinder, 35-hp Anzani engine was a hit.Plans were published in the 1930 FLY1NG AND GLIDER MANUAL andLes went on to design a series ofairplanes, bringing glory to his homestate as a hotbed of amateur aviationdesign.


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V I ~ T A ~ L I T ~ l 2 A T U l 2 ~by Dennis ParksLibrary Archives DirectorAugust Vintage AirplaneClaude Graham White: and hisAerial Bus

On the back cover of this issue is apicture of the Graham-White Type 10Aerial Bus , one of the largest and mostremarkable planes of its era. One ofthe first airplanes designed for passenger carrying , it came about because ofoperations at the Hendon flying fieldoutside of London.Hendon Aerodrome opened to thepublic in 1910 and the demand forpassenger flights increased so rapidlythat two-seat airplanes quickly were rendered inadequate. The Graham-Whitecompany decided in 1913 that a planecapable of carrying several passengersfor normal operations, not just as astunt, would help unplug the backlog.As reported in the October 11, 1913issue of FLIGHT:So popular have the passengerflights at Hendon proved, that, al-though the Graham-White AviationCo's 'stables' include about half adozen passenger-carrying machines,these have been found inadequate tocope with the ever-increasing demand,especially at week-ends, for tripsround the aerodrome. In order to meetthis contingency, a new machine, capable of carrying four passengers in ad-dition to the pilot has been constructed,and it has already become very popularamongst the spectators, who havenicknamed it th char-a-bancs. 'Designed by J .D. North, the planewas completed in the summer of 1913and test flown by Louis Noel, the chiefpilot for the Graham-White company.

round-trip flight between Brooklandand Hendon), however, the AustroDaimler was replaced with a 100-hpGreen engine to make the attempt anall-British one.The modification did the job, as onNovember 6 pilot R.H. Carr won thecup and a 500 pound-sterling prize. Sixmonths later, over Hendon, W. Newellmade Great Britain's first parachutejump from the airplane .With its span of 62 feet, six inchesand a maximum gross weight of over3,000 pounds, the char-a-banc was oneof the largest British airplanes built be

fore World War I. The biplane pusherhad the pilot's and passengers' seatsplaced well in front of the wings in anacelle built of four ash longerons . Thepusher engine in the rear nacelle swunga nine-foot, three-inch propeller.SPECIFICATIONSType: five-seat pusher biplane, woodstructure fabric-covered .Dimensions: span-62'6", length37'6", wing area-790 sq. ft.Weights: empty-2,OOO Ibs., max gross3,100 Ibs., record weight 3,550 Ibs.

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[ P lanes eopleMike Adelman - WiftGC-1BIN2432B

Mike Adelman began flying whenhe was 16, and between then and nowhe's owned a Cessna 170B, a Cessna172, a Grumman Trainer - TR2, and aCessna 337. His most recent acquisition (1986) was a white Swift , withblue, red and yellow accent colors.Mike bought the Swift throughTrade-a-Plane, and says that manyowners will now send video tapes o

by Pamela oard

their planes to potential buyers (Forthose o us who have bought ourairplanes sight unseen, this is a highlydesirable development.) He will eventually put in an 10360 Continental engine to replace the Continental 0300D.Although h misses his Cessna170B, Mike says he enjoys the Swiftfor its sturdy and light characteristics.

He belongs to the Swift InternationalAssociation, which h finds very helpful, (they own the type certifiate) . Besides holding a five-day fly-in everyMemorial Day, the Association fliesfrom Oshkosh to Lake Elmo, Minnesota on the first Saturday o the EAAconvention for an overnight fish fry .The next day, they fly back to Oshkoshin Swift formation


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by George Hardie, Jr.Floatplanes (or seaplanes) have been

around since the earliest days of flying.This one was built by an early Americancompany and resembles another of theperiod built by another company. Thephoto, date and location unknown, wassubmitted by Owen Billman ofMayfield, New York. Answers will bepublished n the November issue ofTHE VINTAGE IRPL N Deadlinefor that issue is September 10, 1988.The Mystery Plane in the May 1988

issue is a Collier Ambassador. GeorgeGoodhead of Tulsa , Oklahoma whosubmitted the photo writes:

I have been trying for many yearsto find out what happened to WilliamS. 'Bill' Collier or the airplane. I re-ceived my first three hours of flyinginstruction in this airplane from BillCollier in exchange for photographsand drafting back in 1938 .Bill, in 1940, moved to Wichitaand took over the old Swallow factory.I visited him twice while he was there.He had a model I had made of the ship

with a Warner engine hanging abovehis desk at that time. He planned tobuild another ship with the Warner en-gine .I am enclosing the first and lastpage of the FAA forms I received fromOklahoma City. As you will note, Billapplied for a ferry permit to ferry theship to Danville, Illinois . Gene Chasechecked with several around Danville,but no one had ever heard of the ship.I have the N number reserved n caseI should find it. If not, I'd like to builda replica. f you receive any informa-tion as to what happened to it, I wouldreally appreciate hearing from you.Answers were received from Will-iam S. Collier (another William S. Col-lier-Ed.) of Allentown, New Jersey ;Frank Pavliga, Cuyahoga Falls, Ohio;Leonard Opdycke, Poughkeepsie,New York; Glenn Buffington , El-dorado, Arkansas; and Charley Hayes ,Park Forest, Illinois

CALENDAR OF EVENTSJULY 29-AUGUST 5 - OSHKOSH, WISCONSIN- 36th annual International EAA Conventionand Sport Aviation Exhibition at Wittman Field.Contact: John Burton, EAA Headquarters,Wittman Airfield , Oshkosh, WI 54903-3086.AUGUST 7 - BELOIT, WISCONSIN - Fly-Inbreakfast at Beloit Airport, sponsored byStateline Flying Club and the Beloit Airport. Catered by International House of Pancakes.

SEPTEMBER 3-4 - GEORGETOWN, CALIFORNIA - Gathering of Taildraggers atGeorgetown Municipal Airport. Contact: P. O.Box 1438, Georgetown, California, call (days)916/6n-go09 (eves) 916/333-1343.SEPTEMBER 9-11 - DENVER, COLORADO-Twin Beech Association 1st Annual fly-in meeting at Centennial Airport . Contact: Twin BeechAssociation, P. O. Box 8186, Fountain Valley,

SEPTEMBER 17-18 - MERCEDES, BUENOSAIRES, ARGENTINA - EAA AlC Chapter 12aerial spring picnic. Contact: Abel Debock,C.C. 275, 2930 San Pedro, Argentina, phone0329-24307.SEPTEMBER 3D-OCTOBER 1 - CAMDEN,SOUTH CAROLINA - Annual EAA AlC Chapter 3 Fall Fly-in for antique and classic aeroplanes. Trophies , major speaker, vintageairplane films. At Woodward Field. HQ HolidayInn, Lugoff , SC. Contact: R. Bottom, Jr., 103Powhatan Pkwy. Hampton, VA 23661 .OCTOBER 1-2 - PINEVILLE, LOUISIANA - 3rdAnnual Louisiana EAA Convention, sponsoredby EAA Chapters 614 and 836. Trophies, ban


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WELCOME NEWMEMBERShe folowing is a listing of new members who have joined the EAA Antique/Classic Division (through July 20, 1988 . We arehonored to welcome them into the organization whose members common interest is vintage aircraft. Succeeding issues ofTHE VINTAGE AIRPLANE will contain additional listings of n w members.

Anders, Jeff P.Jacksonville, FloridaAnscombe, C.A.Blenheim, New ZealandBailey, Miles H.Hills, IowaBaker, Duke I.Nolensville, TennesseeBstes, DavidFaribault, MinnesotaBeaugrand, GeorgeLucerne Valley, CaliforniaBernie, SchaubFenwick, Ontario, CanadaBest, Bruce L.Mississauga, Ontario, CanadaBloomquist, RonaldMooresburg, TennesseeBottorff, MarshallArdmore, OklahomaBrowning, DonLongwood, FloridaBunch, Marion C.Lake City, ArizonaByars, Edward F.Clemson, South CarolinaCash, Marion A.McDaniels, KentuckyClark, Barrett N.Lemoyne, PennsylvaniaClayton, BradyPalastine, Texas

Dietrich, TomKitchener, Ontario, CanadaDrake, Alan L.Anderson, CalifomiaDrane, Paul L.Stockton, IllinoisDudgeon, Edward A.East Lansing, MichiganDunkle, JackMedina, OhioEngels, BobRonan, MontanaFessler, Jean MarcBelefaux, SwitzerlandFox, R.K.Fullerton, CaliforniaGlancy, JackCarthage, MississippiGraves, Larry E.Bartlett, TennesseeHall, MIHord H.Concord, North CarolinaHardcopf, RobertOwatonna, MinnesotaHaslett, Harvey B.Absecon, New JerseyHeinz, David C.Streator, IllinoisHodges, Gary M.Portland, OregonJarrard, Lee D.Lexington, Kentucky

Lucas, Donald RayBrazil, IndianaLutton, W.C.Columbus, OhioMaddux, Richard G.Milton, FloridaMagill, J.K.Nashua, New HampshireMarlowe, Gayle M.Holly, MichiganMay, Edward R.Fox River Grove, IllinoisMcDougall, J. C.St. Lazare, Quebec, CanadaMcGowan, Jon G.Northfield, MassachusettsMcPherson, AllenEdmonds, WashingtonMorrison, John B.Blytheville, ArizonaMorse, David A.Anchorage, AlaskaMorsell, A.L.Del Mar, CaliforniaMurphy, John M.Columbus, MississippiMyers, Loyd D.Newbury Park, CalifomiaNeary, W. M.York Beach, MaineNovotny, JerryCynthiana, Kentucky

PrIce Jr., Jack H.St. Cloud, FloridaPundzak, Joe S.Des Moines, IowaRauam, NalmaValley Stream, New YorkRegester, Robert H.Indianapolis, IndianaRich, John E.Columbus, GeorgiaSchoen, DickComfort, TexasSelway, Jamas E.St. Paul, MinnesotaSemadenl, TomSudbury, Ontario, CanadaSheldon, Patrick J.Cheboygan, MichiganSmith, Dana L.Umerick, MaineSmith, Ronald M.Natchitoches, LouisianaSummers III, Grover H.Broadbrook, ConnecticutThompson, William W. Jr.Doran, VirginiaValentine III, Jack V.Webster, TexasWalker, Steven M.Osawatomie, KansasWalton, William G.Knoxville, Tennessee


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MEMBER S PROT TS ...by Norm Petersen

A timely report from James Evans (EAA 298808) reveals excellent progress on therebuild of his Stinson 108-2. See VINTAGE, Feb. '88 p. 27) Three old coats of paintwere stripped from the metal parts before the dents were removed and repainted withacrylic enamel. Cover is Cooper 7600 process. James hopes to finish the rebuild byAugust of '88 when we hope to receive a photo of the finished Stinson. James lives at975 Spriggs, Lander, WY 82520.

Frank Kleckner (EAA 278316, AlC 11658) of 3054 Arcadia, Ave. , Allentown, PA 18103sent in this picture of his 1956 Cessna 170B, N3522D, SN 27065. Bu ilt near the end ofthe 170B production, N3522D has about 2200 hours total and stili has the originalContinental 0-300 engine. Modern avionics, strobes and an autogas STC have beenadded plus after-market wheel pants. This 170B Is one of 1583 remaining on the FAARegister.


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VINT GE SE PL NESby orm Petersen

Photo from about 1936, complete with water spots, onearly 24 used the Ranger 6-390-03 engine o 150 hp and carried three people, two in ront and one (crossways) in the rear seat.Note two steps on strut or entering cabin. Background has Curtiss Wright 15 Sedan.Beautiful photo by noted photographer, Howard Levy, o a 1948 Luscombe 8F Special mounted on Edo -1400 f loats. Note auxiliaryseaplane fin below "square tail " empenage. Howard Levy Photo


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c r O S ~ o m p ; : u r o p e


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The invitation came at Oshkosh '84.R. W. "Buzz" Kaplan (EAA 80086,IC 8609) had just completed leadingthe Antique Seaplane fly -by in hi sSilver Age trophy winning SavoiaMarchetti S.56. Giancarlo Monti, di

rector of marketing for SIAl Marchetti ,was waiting at his parking place to invite him to bring his airplane to thecompany's factory near Milan . Whatfollowed this summer was a tour ofEurope in the majestic amphibian thathas to be labeled the trip of a lifetime.Other people involved in this mostunusual team effort were chiefmechanic Gary Underland (EAA43898 lC 8198), Tony Seykora, BillBergeman and Greg Olson (Buzz's sonin-law ). In addition to the airplane, aFord van was shipped to Europe to be The entire crew poses in front of the S.56. From the left: Buzz Kaplan, Tony Seykora,the ground support vehicle during the Greg Olson, Bill Bergeman and Gary Underland (Chief Mechanic). Notice the hats withthe NC194M on the front - strictly class

land on May 5th . Buzz and his crewleft on May II arriving May 12. Paperwork and customs clearance wentsmoothly and the container wastrucked to Duxford Air Base for assembly.Despite red eyeballs and jet lag, thecrew put the biplane amphibian together in good time and Buzz made thefust flight on May 14 . All take-offsand landings were on grass because theS.56 has neither brakes nor a tailwheel.On May 15, Buzz flew the S.56 inthe Duxford Air Show in the companyof some fancy iron including StephanGrey s newly acquired Bell P-63 KingCobra. Among the spectators were 1Russian pilots. The S.56 flew well exThe S.56 visits the Shuttleworth grounds at Old Warden Aerodrome where It was viewed cept for a miss in the right magneto .by many lucky aviation afflcianados In Great Britain. This was their first chance to look Old Warden Aerodrome nearat a triple crown winner.

tour - a most necessary item.Some clever packing filled the 40foot container used for overseas shipment. The Ford van went in the frontof the container and was blocked intoplace. The S.56 Kinner B-5 engine


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The Patrouille de France, the French Air Force demonstration team comes in low overthe wings of the Savoia Marchetti during the airshow at La Ferte Alais.

Passing a very pretty lake in Switzerlandon the way to Lake Geneva andLausanne, the crew gets a unique look atthe spectacular scenery and landscape..

After a rather dicey landing in heavywaves in Lake Geneva, Buzz taxies theS.56 towards the famous Grand Hotel as

Biggleswade, home o theShuttleworth Collection, was the nextdestination on May 8 and again theS.56 strutted her stuff in front o thecrowd despite the marginal weather.After attempting all cures for the skipping right mag, Gary Underland rapped the case three times with a screwdriver handle. The miss never returnedLate on the 18th, the S.56 was flownto Headcorn Lackington, a fighter airfield near the English Channel andhome o the famous 354th FighterSquadron.Morning brought the usual marginalweather, but before long, the Savoiawas cranked up and Buzz headedacross the English Channel for Calaisin the company o Super Cub G-PCUBflown by John Cook and GeoffreyDobson. Looking down on the coldgray waters with huge swells, Buzz decided he wouldn't want to land in suchan inhospitable environment unlessforced to . The flight was about 70miles before landing at Calais, France

cited about having the S.56 on the program and they wanted pictures for alasting remembrance. The huge showwas a tribute to Jean Baptiste Salis.Late on the 22nd, Buzz flew theS.56 into Germany with a Germancouple, Henning and Irene Heipe, flying a Grob motorglider as an escort.The flight o two landed at Mannheim.The 23rd was spent flying up and downthe beautiful Rhine River valley doingair-to-air photos with a group fromlieger magazine. It was a unique treatto view the castles and vineyards froman S.56 - knowing that they couldland in the river in case o emergency.On May 25th, Buzz headed southalong the Rhine where it borders Germany and France to the city o Freiburg- again in the company o the Grobmotorglider. The next day the S. 56passed Basel, Switzerland on the wayto Lausanne on the beautiful shores oLake Geneva in the southwest comero the country. The airplane landed ona grass strip on a mountain - uphillon the way in The Swiss contact wasOlivere du Pray, famed Glacier Pilot,who was waiting when the antique amphibian arrived.Arrangements had been made withfour governing bodies for the SavoiaMarchetti to land in the water in fronto Lausanne's Grand Hotel at highnoon on the following day. As usual,the wind was quite prominent asBuzz and Olivere du Pray took offfrom the mountaintop and headed forLake Geneva. With a huge crowdgathered and TV cameras everywhere,Buzz approached the area as the clockstruck 12. The S.56 bounced acrosstwo wave tops, stalled and buried itsnose in the third Needless to say,water went everywhere, completelysoaking the two pilots. However, theS.56 bobbed to the surface and wastowed to shore amid much pomp andcircumstanceAfter the champagne flowed freely


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Following the successful landing on LakeGeneva, Buzz received a toast from themayor and the many dignitaries present.It was a gala occasionthe take off so getting re-soaked didn'tbother them . The S.S6 was said to bethe first seaplane to land on LakeGeneva since 1912The party that followed involvedwine, beef jerky, steaks and frenchfries. It was a grand affair and onlylater did Buzz find out that he had beenserved horsemeatFollowing the valley of the RhoneRiver, the S.S6 flew past castles andmountains to the south of France.Landing at Avignon, the crew madeplans to fly on to Cannes on theMediterranean Sea. By telephone, theyinquired about landing on the grass between runways. "That area is only forcrashes," said the tower controller. "Sobe it " said Buzz.In marginal, rainy weather, he tookoff with the escort, following the highway to Cannes . Suddenly, the highwaydisappeared into a tunnel Doing a wild180 , Buzz noticed a gap between twomountains off to the side. He headedthrough the gap and luckily located thehighway on the other side of the mountain. The duo landed at Cannes, on thegrass between the runways (no crash,this time) .

The only sad event of the trip happened while they waited here for their

wives who were en route from the V. S.The van was broken into and Buzz'sleather flight jacket and duffle bagwere stolen. The feelings offrustrationwere somewhat offset by the arrival ofthe wives of the entire crew who wouldaccompany them on the rest of the trip.With an Alitalia 747 captain flyinga Cessna ISO as an escort plane , Buzztook off from Cannes and headed eastalong the Mediterranean coast. Approaching the Nice, France TCA , Buzzfollowed the Cessna as they went pastthe control tower at SO feet - the controllers waving as they passed. TheCessna did a 360 and they both passedthe tower a second time as a huge Airbus landed on the parallel runway offtheir wingtip. The tower people wantedpictures on the second passFlying past Monaco , they had abeautiful look at the tiny monarchy andits famous casino. The airline pilot ledBuzz right past every airport in the areaas they entered Italy, following thecoast to Albenga where they turned inland and headed north to Cuneo. Themountains rise to 6 SOO feet so theyclimbed over the clouds, VFR on top.Buzz was concerned because the

Shooting off to his left, Buzz snapped apicture of photographer Joe Rimensberger In the Swiss-reg istered J-3 Cub ashe pulled in close for another picture.

airspeed indicator and altimeter hadquit , there was no gas gauge, no compass and the only instruments workingwere the oil temperature and oil pres-sure gauges Luckily the heavyweather began to break up and beforelong they could see the valley belowleading to Turin . With the Cessna leading, they buzzed the Turin airport,right over two parked 747sIn due time, the Savoia visitedMilan's airport with an appropriate flyby before going on to Vergoti, thehome of SIAl Marchetti. Several flybys were made for the gathered officials before Buzz landed and receivedthe official welcome. It was indeed agala occasion with many pictures ,plaques, medals and a fantastic luncheon at the group's hotel on Lake Maggiore.The next day the entire crew andwives toured the SIAl Marchetti factory where 2,400 workers tum outSikorsky and Boeing helicopters plus"Apache" attack helicopters. TheS.211 j t fighter is also built at the factory and Buzz was invited to go for aride. They flew up and down the beautiful countryside at nearly 400 knotsBuzz says it was quite a treatOn Wednesday, June 8th, thousandslined the river banks to watch the S .S6and the escort Cessna ISO fly up anddown the river 20 to SO feet off thewater Buzz feels there may still be abridge with his tire tracks on it as thepull-up at the top of the bridge wasalmost more than S.S6 could musterAfter several days of being hostedlike visiting royalty again, Buzz madethe final flight on Sunday, June 12thwhen he took the president of the AeroClub for a ride over his house on LakeMaggiore. The rain began in earnestand the pair just made it home to theairport before the downpour hit.The Savoia Marchetti was then dismantled and repacked into the container behind the van and the huge box


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FLIGHTof aRYAN

See the USA from an STA

y Steve Pitcai rn(EAA 109260 le 4080

have been asked several times towrite about my trip n a Ryan ST Afrom Santa Paula California to Rob-binsville New Jersey in the fall o1987. Actually the flight was quiteroutine and the weather nothing but ex-


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cellent most of the trip. Several days faults found - ED.) Angeles Airport). The airplane wasago, I finally wrote about the trip but My 1936 Ryan STA, Serial 112, special in that it was being maintainedafter reading it, I found t too long and NC14956, is powered by a Menasco by Menasco for test purposes. t had aquite dull. I submitted the story to 04 87 engine, with a Stromberg down special propeller, raised compressionTHE VINT GE IRPL NE anyway draft carburetor and rated at 134 hp at and was flown under the watchful eyeshoping that the photographs would 2,260 rpm . This STA was first owned of Menasco Accelerated Service typemake up for the faults mentioned . No by Ted Brown, Mines Field now Los flying.


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On April 3, 1937, a student pilot,after diving on a hotel where friendswere staying, stalled the Ryan turningon approach to a nearby airport andspun into the ground. The student waskilled and the aircraft virtually destroyed.Jim Dewey and Harold Foote boughtthe wrecked Ryan in late 1937. Jimslavaged what he could, kept the partsfor patterns . As can be seen from thephotograph o the wreckage, the rudder, elevator etc. were actually usable.After 46 years o storage, Jim decidedto rebuild the Ryan in 1983 and completed the restoration in 1987.

I had seen ads for the Ryan in TradeA-Plane for some time and in August1987, I went to Santa Paula to look atthe STA. Jim Dewey gave me a shortride with a couple o rolls and afterreturning home, I made an offer substantially below the advertised price.To my surprise, the offer was accepted.On September 4, 1987 I returned toSanta Paula, rechecked the Ryan andsettled the financial arrangements . Thenext day with the temperature at 107degrees F. I strapped my suitcase inthe front cockpit, and made my firsttake-off in a Ryan, heading the bigshiny nose east.The Ryan's total navigation andradio equipment consisted o a wetcompass which had never been calibrated. Aware o the limited equipment,I had planned and marked the entireroute across the United States on sectional charts. I borrowed an EL T andbrought along a hand-held navcom.The hand-held turned out to be almostuseless . I could hear UNICOM andtower operators if I were within two

miles but no one could receive mytransmissions.After leaving Santa Paula airport, Ifollowed the highway through the valley. The compass went o about 25degrees or more and my first and only

April 3rd 1937 accident.

ability over 50 miles (after leaving theL.A. area) with light winds . The temperature stayed about 100 degrees butfortunately the oil temperature stayedin the green . On leaving Barston, Ipicked up U.S. Route 40 and followedthis dual lane highway for the next twoand a half days.My next stop was Kingman ,Arizona, and about 30 minutes beforearriving , the engine became rough. Aquick magneto check revealed thatthere was a miss on the left mag indicating a fouled spark plug. To removethe shielded wire harness from thespark plug requires a 3/4 wrench - toget between the cylinders and the pushrod tubes. The only wrench availablewas an old open end which resulted incut and burned fingers and considerable damage to the push rod tubes With

the plugs cleaned and the Ryan fueledand oil added, I headed on east. t wasdisturbing to note that my oil consumption was running over two quarts perhour with 50-weight oil. This oil consumption required a stop every twohours as the oil tank capacity was onlytwo and a half gallons.I spent the night in Gallop, NewMexico . The next morning was stillclear with light winds and a temperature o 100 degrees F. Before take o ,a mag check indicated a fouled plug onthe left mag. I took o anyway hopingthe plug would unfoul itself at climbrpm. t did clear up for a short timebut fouled again . I flew on to my firstplanned fuel stop at Alameda Airportjust north o Albuquerque, NewMexico and under the ARSA.Alameda Airport had big white Xs on


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the runways so I headed for CoronadoAirport, five miles east and also underthe Albuquerque ARSA. LeavingAlameda Airport at 1,000 feet AGLhundreds o spots started appearing inmy flight path. After shaking my headseveral times, I realized I was penetrating a huge gathering o hot-air balloons. There were between 200 and300 balloons in my flight path concentrated in less than a square mile areaand at altitudes o between 10 and1,200 feet . My alternate airport atCoronado was surrounded by balloonso all shapes and sizes . Low on fueland oil, I had to stop. My approachwas not strictly the approved patternbut at least I did not hit or come tooclose to a balloon. I was greeted withthe usual comments that the Ryan inspires from the local airport groups .While I was helping gas the Ryan , aman dressed in casual clothes remarked that my approach to the airportrunway was not exactly the approvedprocedure. replied that I was low onfuel and didn ' t have much choice inflight path with some 300 balloonscompeting for the airspace. The gentleman explained he was with the FAAand requested my license and medicalcertificate. After a few tense moments,he made some notes and handed backmy papers and said he had to make areport but not to worry. There wouldbe no follow up.After leaving Coronado, I made twomore fuel stops and by this time theplugs on the left mag were fouling sobadly I had to clean them every otherfuel stop. I spent the night at the endo the second day at Shawnee, Oklahoma.

September 7 was clear, in the 90swith a 15 mph southeast wind. I continued to follow Route 40 stopping atRussellville, Arkansas the outskirts oMemphis and Nashville, Tennesseeand spending the night in Lebanon,Tennessee. Progress continued slowly


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The weather started to change and onarriving at Winchester, I had brokenclouds at 4,000 with the temperaturedropping to the 40s.On the final day, September 9, thesky was partially overcast, moderatesoutheast winds and the temperature at7:30 a.m. was 27 degrees F. Winchester was the first airport I visited thatwould not put the Ryan in the hangarovernight although the main shop wasvirtually empty.Not knowing the cold-start proce

dure, I spent three quarters of an hourhand-propping the Menasco betweencoffee breaks . You can seldom findsomeone at an airport these days whocan hand-prop a plane, particularly onewith a high nose such as the Ryan s.My normal procedure was to tie thetail wheel with a rope before I startedto swing the prop . Persistance was rewarded and the engine finally started.Bundled up in a down vest, jacketand fur lined gloves, I headed for Robbinsville, New Jersey . My hands got

so cold, even with gloves on, I had tosit on them to keep them warm andflew the Ryan by maneuvering thestick with my knees. I made Robbinsville nonstop from Winchester, arriving cold and happy.After a chance to recover from along trip, I investigated the plug fouling problem. It turned out that the manual spark control to the left magnetohad broken off at the mag and the magwas staying in the retarded position . Ihad both mags checked at the shop andthe left mag did require rebuilding.A second problem was the BGLS465A spark plugs . They just do notfire correctly if they get a little oil onthe points . I changed the plugs toChampion REB36W iridium thin wirespark plugs which are very expensivebut well worth it. Even after the enginehas not been run for several weeks andthe cylinders loaded with oil, the engine will start immediately. The oilconsumption problem is improving andhopefully in a few more hours , therings will finally be seated properly.The Ryan is a real joy to fly and agreat crowd pleaser wherever I take itI hope Jim Dewey is pleased that hisRyan has found a permanent and happyhome.As a postscript, I want to mentionthat I first soloed in 1940 in an 8ALuscombe . I was brought up in theworld of no radios , dead reckoning andmade my first of many coast-to-coasttrips in the 1940s in a 1929 PitcairnMailwing.Over the years, I have had my stintas an instructor, charter pilot and airline pilot in the new world of sophisticated avionics. Unfortunately, today spilots seldom experience the great joyof flying .I just cannot properly convey to thereader the great sensation and real thrillof flying in an open cockpit airplaneover the Rockies and Highlands andacross the great plains of the Midwest.


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ninformation exchange column with input from readersby E. E. Buck HilbertEAA 21, Ale 5P.O. Box 145Union, IL 60180815/923-4591

At the recent Aeronca Reunion atMiddletown, Ohio, several of theAeronca group asked me why I wasn' twriting anymore. Believe me , afterabout the fifth one I began to wonderif maybe I ought to try again . I'mtryin 'But this column is supposed to bean exchange of maintenance tips thatwould benefit all of us Antique/Class ictypes and maybe a few of the modemstoo. But it requires questions and answers from you guys out there in thefield . In fact, Snap On Tools has a contest going for maintenance tips. SeeTHE VINTAGE AIRPLANE May ,1988 page 14 . We simply must havesome input from YOU and YOU, butI hate dragging it out of you guys personally . Put it on a post card or a notewith a pencil sketch if it's hard to explain. Our editor, Mark Phelps, and Iwill clean it up and print it so everyonecan share either your question or your"Easy Does It and we'll all be thebetter for it.

the engine and firewall so he could getat the fuel tank and the wiring and theback of the instrument panel as well asthe brake system and whatever elsedown by the floor boardsWell, Roger, like most of us, was alittle afraid of the maze of wires, tubes ,lines and cables. Like looking at a wiring diagram all at once , it looks verycomplicated and not at all inviting.Know what this guy did? He constructed a mockup of the firewall, attached a broomstick engine mount andthen mocked up all the wires, cablesand controls on the model in the samepositions as the original he was dismantling. How about that?I don't advocate this for everyone.f you are the patient one who did thisto teach himself, like Roger, that'sfine, but a camera will preserve a lotof this stuff for future reference, andsketches and notes will do the same.But it's a great idea . And Roger has aworking model right there he can referto anytime he has doubts.

E. E. Buck Hilbert

all kinds of people . He helped a lot onthe restoration of the Foundation 'sFord Trimotor, and he is ve ry ac ti veas a corporate pilot, examiner and allkinds of stuff like that. He also is oneof the founding sponsors of the AirlinePilots Foundation and does a lot for hischurch . Well , not to bore you , but Donis one enthusiastic aviator. And adarned good one at that . I'm prone topat my self on the back occasionallythinking I'm pretty good, versatile,and otherwise able to "luck out" moreoften than most aviators, too. But thisguy, Don Toeppen , makes me feel likea kid trying his best to keep up withthe big boys. In other words, he is wh atis sometimes referred to as, a pilot'spilot "I asked him , and he volunteered tofly John' s airplane here to Buck 'sFunny Farm where I'd keep it untilJohn had time to pick it up. Now Donhas flown my C-3 several times Onceto the Museum of Science and Fiction 's 50th Anniversary celebration


23/32

flat tire. NO SWEAT At a touchdownspeed of somewhere around 8 mphwho needs tires? It's tough to taxithough after you come to a stop. Thetire had slipped on the rim and pulledthe valve core. Subsequent breakdownrevealed that this wasn't the first timeit had happened, the vulcanized truckstem repair was plainly visible. Telephone conversation with John Kuranzrevealed he'd had trouble before . Wellto further add to the problem, aboutthe time we got home with the left tirefixed, the right one was flat.The original C-3 had three-inchwheels and tires . Now I don't knowwhen they quit making them, but I canassure you that in the mid 1960s thereweren ' t any available and that situationis even more critical today . As a result,most of the Ryan STAs, Aeronca Ks,C-3s and a few others, have switchedto alternate options. One has 450SC

Twin Beech tail wheel tires on it. Looksreal neat and I must admire his flyingaround without brakes, but other alternatives involve Lamb Conversion ringswhich allow the installation of fourinch tires in place of the threes . AskGeorge Quast of Hutchinson, Minnesota, about this one, he put this conversion on his C-2.And still others,like myself and several who havecopied my attempt, have gone to acomplete Cub axle-brake assembly .The tires are fatter than original, butthe addition of the brakes makes formuch easier handling on concrete andaround the ramp and parking areas-especially near people.But what happens to these 800 x 4sis this . They leak down over a periodof time. The air pressure bleeds off andyou hardly notice it because they areso fat and the airplane is so light. Youcan actually taxi, as long as they stayon the rim, though somewhat more effort is involved with the tires almost A modified straight axle for 8.00 x 4


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EYEWITNESS


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nJuly 3 1936 six of us were working in the old Midwest hangar at Omaha.I was the aiIport kid and had been for sixyears . At age 7 I had personally beenflying for a year. Suddenly someoneshouted, "Look at that airplane belchfire out the exhaust pipe!" We all ranto the front of the hangar and watchedan unfamiliar red, white and blueairplane on final for Runway 35. Bythe time we got to the door of the hangar, which faced south, the flame fromthe backfire was gone; we figured thepilot of the plane must have been clearing the engine when it backfired.Naturally, we all stayed at the door asthe airplane continued down final.What pilot could ever resist watchinga stranger land?Then we saw a Boeing 2470 airlinercircling in from the west. The strangeralso spotted it, aborted the landing , andquickly added power to go around . Aspower was added there was anotherbackfire causing a tongue of flamefrom the exhausts, but the enginecleared and the fire died . We watchedthe airplane climb out , circle to thewest and set up to land, this time onRunway 3 .At 300 feet , no more than half a milefrom the end of the runway , the pilotonce again added power to clear theengine - but this time, instead of amomentary tongue of flame from backfire, the entire nose of the airplane puffed out in flame!Abruptly the nose pitched down asif some force had pushed the stick fullforward , and the airplane went straightinto the ground on the far side of ahedge. After a stunned second or two,we all ran for a nearby roadster andwith two in the seat and two on eachrunning board we were off to the crashsite.The closest we could drive to theburning airplane was about a quartermile away because of a barbed wirefence. I was the first one to reach the

This Is Monocoupe NC501 W as It came from the factory, except for the addition of wheelpants. Picture was taken at Omaha airport by Lloyd Loving, a relative of Robert laible s,In 1931.

ing the firemen could do but wait untilthe fire spent itself and the glowingsteel tubing cooled down . It took twomore hours with hack saws to get tothe pilot and look for identification .Finally I saw one fireman handanother what appeared to be a charredlump. The object was opened, and Iheard the fireman who held it tell theothers, "It was a woman . Her namewas Ruth Barron. She was on her wayto Denver. Here's her pilot' s license. "The Omaha World-Herald editionsof July 4 and 5 , 1936 covered the storyof the crash, and then it was old news.Both federal and Nebraska aeronauticofficials placed blame for the crash toan overheating engine. Various individuals who were interviewed gave accounts of what they thought they hadseen, and some made personal assumptions for the benefit of eager reporterswho were in a hurry to find a phoneand deliver a story .Miss Barron's crash provided mate

New York and at a finishing school inPennsylvania. She was a championshipswimmer - an attractive, competitivegirl. She learned to fly in 1929 andwent on to gain her transport licensethe next year. In 93 Ruth won thefirst lap of the women's air derby fromLong Beach, California to Chicago,taking a trophy for being the youngestto finish the race .In 93 Ruth went to Japan determined to be the first woman to fly thePacific; bad weather prevented the attempt but with the verve and audacityof youth she managed to banish bore-Robert P laible Is the middle figure Inthis picture which was taken In June of1936 on the occasion of his sister s wed-ding. Robert was best man. The Ruth Bar-ron crash occurred only a matter of a fewdays later.


26/32

dom by falling in love with and marrying William F. Nason who was thenAmerican vice-consul in Kobe, Japan.Ruth was one of the few women inthe country to hold a transport pilot'slicense and was the first foreigner everto obtain a pilot's certificate in Japan.It must have been heady living for awoman only 20 years oldBut not everything came up rosesfor Ruth. Her marriage dissolved andher flying was plagued by recurringproblems with faulty navigation, particularly in the western U.S. She wasgrounded at the Cleveland Air races in1935 for some high-spirited stunting;some of her more serious fellow-pilotsconsidered her to be a daredevil.Prior to her departure on the fatefulflight from Rochester, New York toDenver in July 1936, she was said tohave shown no apparent interest in herairplane for several months. One possible reason is found in a letter from theCAA dated June 22: It has come tothe attention of this office that yourMonocoupe 110 Special plane, Department of Commerce license numberNC-50IW, was involved in an accident at Rochester, New York on March21, 1936. To date, however, no reporthas been received from you in connection with this accident."Just before she left Rochester on theill fated flight to Denver she was alsoreported to have remarked that shehoped her "jinx" had come to an end.Was she blaming past difficulties onfate?The airplane in which Ruth Barronleft Rochester on her way to Denverwas a Monocoupe registered with theCAA as NC50IW, Serial No. 5W47 ,built in 1930 at Moline, Illinois byMono Aircraft Company. On August5, 1930 Mono sold 50 I W to its firstowner, Mid West Airways Corp. ofAurora, Illinois. It left the factory forits new home as a Monocoupe 110 witha Warner Scarab 11O hp engine.

Wright who flew it, his most ambitiousundertaking was the London-to-Melbourne race in 1934. Wright and hiscompanion, John Polando, had adventures aplenty, including their claim tohave been jailed in Persia (today'sIran) for landing at the wrong airport.Persia denied it. Wright and Polandohad propeller problems later on andhad to bow out of the race about onecontinent short of reaching Australia.On August 19, 1935, 501W waspurchased by Ruth Wells Barron andon October 21 ownership was transferred to Carolyn Wells Barron, Ruth'smother.

At the time Ruth Barron purchased50 I W it was a little power house forits day, and Ruth counted herselfamong the most romantic and excitingpeople of the time - a race pilotFlying from Rochester to Chicagowas routine for Ruth and presented noproblems. The leg from Chicago toOmaha was unfamiliar to her, however, and there were no large landmarks. 5 lW had no electronic navigation aids as we know them today. In1936 navigation was a matter of time,distance and compass - pure pilotage.Between Chicago and Omaha therewere mostly little towns, small roads,ponds and railroad tracks.When sufficient time had elapsed forOmaha to appear, Miss Barron landedto ask where she was and was toldshe'd reached Kansas City. This wasnot her first time to be lost in the area;in 1930, she had landed on a farm toask the way to Kansas City and endedup in St. Joseph, 60 miles north of herdestination.As she sat at Kansas City on July 3,1936 Miss Barron was 200 miles offcourse on a 450-mile flight. With these200 miles she now had to add to thelength of her Chicago-Omaha leg, shewould be at or near the limit of herusable fuel by the time she reachedOmaha unless she refueled in Kansas

required. The most fuel they could giveher the soldier said, was five gallons .She took it. One of the attendants assisted her in marking out a course fromOmaha west along the Platte River toNorth Platte, Nebraska and on to Denver.During the investigation followingthe crash, the soldier at Fort Crookmentioned that the Monocoupe's engine seemed to be running hot.Miss Barron left Fort Crook forOmaha, looking forward to going onto North Platte and Denver. Her engine, now unable to bum its over-richfuel completely, was leaving a little in

the exhaust pipes with each openingand closing of the exhaust valves.She did find Omaha this time andset up to land on Runway 35 but wascut off by the airliner and had to openthe throttle to go around. Her engineprotested and the unspent fuel in theexhaust pipes very likely ignited, making the long tongue of flame that initially caused us to notice the airplane .We watched Ruth circle to the west,make a new downwind to the southand set up an approach to Runway 31.She throttled back for descent, adhering to standard procedure by clearingher idling engine when she reachedabout 300 feet - and the third backfireunexpectedly wreathed the nose of theMonocoupe in flame. Still she wasclose enough to the end of the runwayto land and escape. Why didn't she?Instead the airplane went straightdown. We who were so intently watching had a full-length view of the top ofthe airplane as it plunged earthward,and it appeared to us that the tail wasnot yet burning when the Monocoupedisappeared behind the hedge. Whyhad Miss Barron not landed theairplane? There is no way to knowwhat that "something" was regardlessof how much speculating may be done.As I added to my own flying experience and became an instructor, I some


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YOLU.WEERSA Book Of HeroesBy Art Morgan and Bob Brauer

MEMBERSHIPINFORMATION

EAAMembership in the ExperimentalAircraft Association, Inc. is $30.00for one year, including 12 issues ofSport Aviation. Junior Membership(under 19 years of age) is availableat $18.00 annually. Family Membership is available for an additional$10.00 annually.Selene Bloedorn is a 20-year-old young lady who is so caught up inEM and aviation that to ask her, Are you having fun, yet? is like askinga great blue whale if it likes shrimp . She came to us about four years ago

when all she knew about aviation was that airplanes flew. She has sincediscovered that, with the proper motivation, people can too. She has beenflying ever since.I think it's great that a young person can come to EM and find thatnot only are they welcome, but they are valued and respected as people,not just kids . These young people are our future, not just in aviation butin life. They are there waiting for us to lead them . We had better be readyfor them when they arrive.Art Morgan

FLYING HIGH-EAA CONVENTION '87by Selene BloedornOkay, so it' s a little late, but I finallymanaged to set aside some special time

to sit down and write about my volunteer experience from last year. All inall, it turned out to be better thangreat-it was almost unsurpassable!

t started the Tuesday of Conventionwhen Voyager came in. t was a verywet day, you may recall. I managed toget photos. I also managed to get very,very wet-but it was worth it.The next day I attended a chairman'smeeting and I was fortunate enough tomeet the very warm and friendly TomPoberezny. The following day I metthe founder of this wonderful organization, Mr. Paul Poberezny himself.Meeting him was one thing, but a peckon the cheek and a P-64 pin for my

Theatre, or at least seen in his AT&Ttelevision commercials. Yes, I meanMr. Cliff Robertson.He took a few moments before leaving to sign an autograph, chat a bit andgive me his address. We correspondregularly, and I m looking forward tohearing his speech and maybe seeinghim again at the VIP dinner in 1988.I also received autographs fromJeana Yeager, Burt Rutan and DickRutan on an acrylic painting of Voyager that I did during my high schoolart class. Quite an evening to remember.Finally, to top off the year, on thefollowing Tuesday, I received a "Service to EAA" award plaque from ArtKilps. I was, and still am, more thanhappy to lend my services to EAA,

ANTIQUE/CLASSICSEAA Member - $18.00. Includesone year membership in EAA Antique-Classic Division, 12 monthlyissues of The Vintage Airplane andmembership card. Applicant mustbe a current EAA member and mustgive EAA membership number.Non-EAA Member - $28.00. In-cludes one year membership in theEAA Antique-Classic Division, 12monthly issues of The Vintage Airplane, one year membership in theEAA and separate membershipcards. SportAviation not included.

lACMembership in the InternationalAerobatic Club Inc. is $25.00 annually which includes 12 issues ofSport Aerobatics. All lAC membersare required to be members of EAA .WARBIRDSMembership in the Warbirds ofAmerica, Inc. is $25.00 per year,which includes a subscription toWarblrds. Warbird members rerequired to be members of EM .

EAA EXPERIMENTEREAA membership and EAA EXPERIMENTER magazine is available for$25.00 per year (Sport Aviation notincluded). Current EAA membersmay receive EAA EXPERIMENTERfor $15.00peryear.

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SEE THE WORLD'S LARGEST AND MOST SIGNIFICANT AVIATIONEVENT - EAA OSHKOSH - LIKE YOU'VE NEVER SEEN IT BEFOREI

*MORE AIRPLANESFrom the cockpit, from the ground, camerasmounted on the wing of an air show performer, antiques, classics, homebuilts, warbirds, light planes, ultralights, rotorcraft, thelist is endless. Behind-the-scenes looks at theairplanes you've asked to see! Professionalvideo crews from around the country will be

*MORE, MORE, MORE!For the first time ever, EAA is going to a90-minute production! You'll see it all in thisdynamiC video - from the arrival of BritishAirways' supersonic "Concorde" jet to thehistoric appearance of the U.S. Air Force's B 1bomber! Why miss out? Order early and re-ceive more than 10% OFF the regular price


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Date post:	03-Jun-2018
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Vintage Airplane - Aug 1988

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