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Vintage Airplane - Dec 1980

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    (Photo by Cene Chas e)D aryl Lenz , Mu seum mechanic, gasses up th e replicaLaird Super Solution at Oshkosh '80.

    ditorialtaff

    PublisherPaul H. PobereznyEditorGene R. Chase

    Associate Editors: H. Glenn Buffington, Edward D . Williams, Byron(Fred) Fredericksen, Lionel SalisburyReaders 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-Opinionsexpressed in articles are solely those of the authors . Responsibility for accuracy in report ingrests entirely with the contributor.

    DirectorsClaude l. Cray, JI. Arthur R. Morgan9635 Sylvia Avenue 37 44 North 51st BlvdPRESIDENT Northridge, CA 91324 Milwaukee , WI 53216W. BRAD THOMAS, JR . 213/34

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    ~ ~ w s . d y Gene ChaseCampI e

    TULLAHOMA 80 AWARD WINNERS

    The top awards at the 2nd Annual Tullahoma EAAFall Convention October 1-5 at Tullahoma, Tennessee went to the following:GRAND CHAMPION ANTIQUE- N3N, N2219, Benny

    Britt, Tucker, GARESERVE GRAND CHAMPION ANTIQUE - Travel

    Air 6000, N8865, Morton Lester, Martinsville, VAGRAND CHAMPION CLASSIC - Aeronca Sedan,N1491H, jim Thompson, Roberts, ILGRAND CHAMPION CUSTOMBUILT - Midget Mustang, N54B], Bill johns, Osawatomie, KSGRAND CHAMPION WARBIRD - Grumman TBM

    3E, N9586Z, joe Dulvick, Lake Orion, MIGRAND CHAMPION ROTORCRAFT - Scorpion,N99708, Edward Alderfer, Hamilton, OHGRAND CHAMPION ULTRALIGHT - Mitchell Wing,Gary Ingraham, Roanoke, VA

    SUN 'n FUN 81The dates for Sun 'n Fun 81 will be March 15 - 22

    at Lakeland, Florida. The full spectrum of forums,workshops, air shows, commercial displays, camping,social activities, etc., is scheduled. For more information contact Betty jones, 4195 Forrest Drive, Mulberry, FL 33860.FROM DAVID H. SCOTT S WASHINGTON REPORTS:

    ADAP STATUSCongress adjourned without renewing the Airport

    Development Aid Program, so not only is the airportprogram in l imbo but the supporting taxes have alsonot been extended.

    LICENSING ELECTRONIC TECHNICIANSThe FAA has under consideration a plan to license

    technicians that work on electronic equipment for

    aircraft. This has been in the discussion stage for manyyears but it will probably be a year or two before anything is done about it.

    AIRMAN'S INFORMATION MANUALThe FAA proposes to change the publication sched

    ule of the Airman's Information Manual to three timesa year instead of the present four times a year. Theobject is to save money and to bring the schedule inl ine with the publication dates for the Air TrafficHandbooks.FROM THE NORTHEASTERN SPORT AVIATION NEWS:

    The August, 1980 issue of Reader's Digest had anarticle called Why People Make Mistakes . It is acondensation of a longer article that was in the Aprilissue of Psychology Today . When people do dumbthings like mindlessly putting ketchup into their coffee (or landing a plane with wheels up), the basic causeis that the human brain is a very sophisticated computer. Sometimes it gets overloaded and sends out awrong message. By all means read this article if youhave not already done so. It will make you a betterpilot by teaching you something about how your brainfunctions.

    CESSNA 120/140 MIGRATION TO OSHKOSH 80

    Readers of h e VINTAGE AIRPLANE will recall thatin two different issues prior to Oshkosh '80, mentionwas made of the efforts of the West Coast Cessna1201140 Club to generate interest in a mass flight tothe Convention. Their efforts were successful because at noon on August 1, twenty-one Cessna 120/140 types flew into Oshkosh in formation, in 3 groupsof 5 and 1 group of 6.The initial departure point for the organizers wassome place in Northern California (must be a secrethideout because the airport was never mentioned).Others joined the group along the way at stops whichincluded Battle Mountain, NV, West Yellowstone, MT,Lake Andes, SO, and Monticello, IA.

    At Monticello the group had grown to 21 planes plustwo non 1201140 types, and represented the states ofCalifornia, Montana, Arkansas, Washington, Texasand Ohio. Ohio? This was the group that proceededto Oshkosh, arrivi ng information on August 1.

    They were able to park together at Oshkosh because they phoned ahead from their last refuelingstop giving their ETA and number of aircraft, which

    allowed the Antique /C lassic parking committee toplan for their arrival.If other type clubs would coordinate their arrivalsin similar fashion, they could be assured of parkingtheir aircraft together at Oshkosh .

    Some of the above information was extracted fromLaura Woodward's Oshkosh Report in the Octoberissue of the West Coast Cessna 1201140 Club Newsletter .

    CHAPTER INSURANCE

    Chapter Meeting Place Insurance is available foractive, incorporated Chapters of the Antique /ClassicDivision of EAA. This FREE mill ion dollar generalliability coverage is available by application to:

    The Richards AgencyP. O. Box 2424Osh kosh, WI 54903Telephone, 414/235-1980.The programs and assistance provided by EAA areavailable to the Chapters of the Antique /Classic Divi

    sion. If we can be of any assistance please contactthe Chapter Office at EAA Headquarters, phone 4 4425-4860.

    RENO AIR RACES SET FOR NEXT YEARThe dates for the 1981 Reno National Champion

    ship Air Races have been scheduled for September18-20, according to Thornton Audrain, race chairman.The races will be moved back a week later thanusual in an effort to avoid conflict with the NevadaState Fair, Audrain explained. Since the conclusionof this year's races, the Board of Trustees have been

    concentrating on stabilizing the Unlimited race course.We are now working with other outdoor recreationoriented organizations to study the feasibility of making the race site a year-round facilit y, he added.

    Race Director Floyd Edsall termed this year's racesa success even though admission prices were notraised. We still managed to have a successful threeday event in a time of inflation, when our operatingcosts were increased sufficiently, Edsall said.Edsall explained that the Board is working on manyimprovements for the coming year. Among them arethe upgrading of the general admission seating area.Several thousand better quality seats will be added,along with a number of reserved seats, to avoid overcrowding . The Board is also trying to develop morereadily available parking for daily spectators.

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    THE LOST BL DE OF GR SSThree aircraft owners stood, by chanceon an empty, lonely fieldEach one lost in memoryOf times 'fo re the gate was sealedOf Wacos, Fleets and Kitty Hawksone man among them thoughtAnother dreamed of ages pastand the students he had taught.The third man thought he heard the roarof engines, strong and roundAnd strained his eyes to see a planewhere he thought he heard the sound.Of only three I speak in rhyme ,tho they number by the scoreThe ones who search the gra ssy fieldsfor the things that are no more.The country fields that they called homehave slowly disappearedAnd factories , shops and industriestheir ugly heads have reared.The aeroplanes that they displacedare here , as in the pastRestored to live and fly againtheir heritage wi ll last.From asphalt runways, hard and longthey fly on gold priced gasBut in their hearts they 'd like to hearThe swish of summer grass!

    By AI Wh eeler, AIC 55 1912 Bishop Pine LaneEI Sombrante, CA 94803

    (Photos y Gene Cha se)Two views of the 1955 Czechoslovakian Super Aero 45which won the Most Unique Classic Award t Oshkosh'80. Owner is Jon Sve ndsen, Waterloo, fA Th e propelleris in th e full fea th ered positi on on th e 105 hp WalterMinor 4- fll engine, above. Th e large and very effectiveflaps are shown below.

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    v(\e ~ e o \ ~ t Gatqe rillS o tqe lan lY illby Claude Gray

    fAA 9052, AIC 10039635 Sy lvia AvenueNorthridge, C 9 324

    Photos by Bob Steele Ph otograph y

    What started out a few years back as a once-a-yearSunday afternoon get-together, has grown into avery special event that attracts some 400 antiquers.This gathering takes place in April at Cable airport,located on the east edge of Los Angeles, California,a few miles north of Ontario and Chino airports .Th e host for th e occasion is Divi sion member LaneLeonard, a retired American Airlines Captain and anantiqu e airplane enthusiast of long standing. He ownsa Staggerwing Beech and a 4000 Travel Air. His hangar ,where the " Gathering" is held , is a mini-museum itself, with many old aviation publications , parts from

    Left is Gues t of Honor, Bud Gurney, ea rl y fl ying buddy ofCharl es Lindb ergh . On the right is host, Lane Leonard. Th e Classi c a r Club of Ame rica and The Roaring 20'smany bea utifully restored antique autos.

    famous airplanes of the past, autographed picture sand articles of many aviation greats of past and pre sent.

    Each year Lane honors one guest who is notable inaviation history. In 1979 the honored guest was General Jimmi e Doolittle . This year the occasion was " BudGu rn ey Day . Bud ' s experiences in aviation spannedthe tim e from the ea rly Jennys on through the daysof airlines, flying DC-8s with United Airlines . In theearly 20 's, Bud 's aviation career included barnstorming and later flying th e air mail , wh ere he spent timeon the same line with Lindbergh on the SI. Louis toChicago air mail route .

    > . ~ ~ : . . : . . . . . . . . : , . ; . , ~ . , , : . . ; : - . ~ , . . . , .....

    .:.r t

    Club joi ned the festivities to add a nos talgic note with6

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    The fol lowing is an excerpt from some of Lindbergh's writings. It was written about a time whenLindbergh visited his friends at the Lincoln Standardfactory , after not having seen them for seven months.Their time was spent in the usual way, doing muchground flying and catching up on events . The following quotation refers to that session and what followed:I soon learned that Bud Gurney had made a parachute for himself and was intending to test it by thesimple method of going up to an altitude of fifteenhundred or two thousand feet and cutting loose fromthe plane. If the chute opened, it was successful.After a great deal of persuasion I prevailed uponhim to let me take him up in my ship while we madethe first test with a sandbag . The tanks had just beenfilled with fuel but I had unlimited confidence in myJenny and we lashed the parachute and a sandbag onthe right wing. Bud, who weighed one hundred andsixty-five pounds himself, climbed into the front cockpit and we started to take-off with a total load of aboutsix hundred pounds, to say nothing of the resistanceof the sandbag and parachute, which were directlyin the slipstream from the propeller.Even with this load we cleared the nearest obstacle by a safe margin and finally attained an altitudeof about two hundred feet. Then we were caught bya descending current of air which carried the planedown to within ten feet of the ground, and try as Iwould I could not get any higher. A wooded hill wasdirectly in front, and to avoid striking the trees Iturned downwind . A railroad trestle was then in frontof us and we stalled over it by inches. For the nextfive minutes we dodged hills, trees and houses. Isignalled Bud to cut the sandbag, but when he startedto climb out of the cockpit to reach it, the added resistance brought the plane down still lower. Then infront of us appeared a row of trees, much higher thanthe rest, which I knew it would not be possible to getover. We were then passing over a grain field, and I

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    Bud retired a few years ago , and since has continued to be very active in antique aircraft restoration and flying. He has a Gipsy Moth and is seen atmost of the West Coast fly-ins year after year.

    Attending this year was the well known j immie Mattern. He is known for record breaking flights in theearly 30 ' s across the Atlantic in a Lockheed Vega andnearly successful round-the-world flight during thattime . He is holder of many early records .

    Martin jensen was present this year and is remembered as 2nd place winner of the famous Dole Pineapple Race in 1927 from Oakland, California to Hawaii.The race was won by the late Art Goebel. Only thesetwo planes made it out of eleven that tried . Many ofthe other planes that tried either aborted or crackedup on take off due to being so over gross that theyjust could not fly. The others were lost enroute . Asthe story goes, Goebel would often remind jensenthat he really came in last. jensen would remind Goebelthat he did not do so well either, as he was next tolast.From the racing days of the past was guest, CliffHenderson. Cliff was managing director of the National Air Races for many years, starting in 1928.

    Tony LeVier, well known retired Lockheed test pilot,brought out his recently restored 1928 Velie Monocoupe. As you can see from the pictures , it is a beautiful restoration. He has since picked up a few toptrophies at fly-ins including Watsonville and Chino.Please note his new title on his T-shirt. Test flyingrestored Monocoupes must not pay too well

    There were over 40 Antiques, Classics , Warbirdsand Homebuilts on the field.Two car clubs were invited : Classic Car Club ofAmerica and The Roaring 20's Club . Their membersbrought out over 50 very top quality antique cars fordisplay. This added much color and interest to the"Gathering ".The mean looking fellow in the straw hat is Morgan Woodward of movie and TV fame, who is wellknown for his roles as "the bad guy . He is reallyjust the opposite and an antique airplane enthusiastfrom years back. He is presently between ai rplanesbecause of lack of time, but a few years ago he restored and flew one of the nicest PT-19s around.The weather was great this year , with a turnout ofpeople who consumed over 400 delicious bar-b-quebeef dinners. The beef was furnished and cooked byone of the antiquers . Salads and other good food wasfurnished by the wives . This is always a great eventand we are all looking forward to next spring 's Gathering of the Clan ".

    On left is Jimm y Mat/ ern, earl y record holder with hisLockheed Vega. On right is hos t Lane Leonard, originatorof " Ga th erin g of th e Clan " .

    Ton y LeVier capitalizing on his recent exp erience as aM onoco upe tes t pi lot is ava ilable for those needing hi sse rvices (maybe) .

    Claude Gra y on right ,auth or of thi s articl e, ishav ing round with mov ieand TV " bad guy" Morga noodwa rd , w ho is also an .....antique airplane buff wh enhe is o ff screen.

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    The Klemm L 25 d VII R owned by Rolf Ehmann,EAA 55441 and a member of the Oskar-UrsinusVereinigung, the German counterpart of EAA, hasbeen nominated by the International AmateurbuiltAircraft Committee (CiACA) of the FAI to receive thePhoenix Diploma for 1980.

    This prestigious award was created by the FAI in1978 for the best res toration of a vintage airplane (over30 years old) by an individual amateur. In 1979 theaward w ent to a French Simoun.This Klemm , Serial Number 978 was built in 1933 34by Klemm Lei chtflugzeugbau at B6bling en in Germany. It was ce rtifi ca ted in 1934 with the registration

    This photo was not cap tioned but we assume th at one ofthe gentlemen is Rolf Ehmann the owner of the beautifulaward winning Klemm. o te the 976 E winged decalon the fuselage side on the trim lin e between the cockpits.

    designation D-ELAH . The aircraft was sold to theDeutsch er Luft spo rtverband Kempten, a sport aviation club. In 1938 it was operated by the Shell FlightCenter in Hamburg. The last inspection of the aircrafttook pla ce in 1938 in Hamburg and the plane did notfly during World War II .

    After the war the aircraft was tak en over by a holderspool within another sport aviation club, the Luftsportverband Bonn , which included among it s membersPeter Klimpe l, Hans Frintrup, Josef Baier , MatthiasLudwig and Heinz Simon. They restored the aircraftand it rece ived a new registration designation , D-EJOL.

    After numerous flights during the next ten years

    934 KLEMM WINS TOP AWARDIN GERM NY

    EDITOR S NOTE: The photo and the above information was sent to us by EAAer Wolfgang Wagner,AIC 3074, of West Germany .

    it was bought in 1975 by Rolf Ehmann who is thepresent owner.

    The aircraft still is in good airworthy co ndition andit holds a sta ndard certificate of airworthiness. Theaircraft is entirely original, with no modifications tobe found when checked against drawings bearing datesprior to that of the machine s production . The 85 hpHM 60 R Hirth engine bears serial number 857 as wasentered in the aircraft s first documents .

    There is no problem with hangar space for Mr. Ehmann as the wings are removable and can be fittedto the fuselage in no more than eight minutes.

    The aircraft is based at G6ppingen Berneck wherethe Fritz Ulmer Oldtimer Collection can also be found.

    About 600 of this type were sold during the 1920 sand 30s.

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    JUST ANOTHER CUB?NOT RE LLY .

    Story Photo by G ene Chase

    How many Piper J-3's do you suppose are flyingtoday, still with the origi nal factory installed engi neand propeller? How about a Cub with one originaltire and the original tailwheel? (The other tire wasreplaced by a used one in 1948 when the plane wastwo years old )This unusual Cub is owned by Arthur L Johnson ,a farmer near Berea, Nebraska in the northwest cor-ner of the state . t was manufactured on 2 46 andArt purchased it from the original owner the follow-ing year.

    Total time on the airframe and engine is 992:00hours and the C-65 engine has just undergone itsfi rst major overhaul. It previously had been toppedtwice .

    The original fabric was replaced recently w ith GradeA Cotton and butyrate dope by Dick Bosn, an A Pmechanic at Scottsbluff, Nebraska. Dick was very careful in maintaining authenticity and was disappointedwhen he could not obtain the original style Sensenichdecals for the wood prop which he refinished .

    Art operates his prized Cub off a small grass stripon the edge of Berea and he fully intends to fly thep lane for another 30 plus years .

    Phoro y Ron A lexander)Th e loca tion of this beautiful scene is Cedar Ri dge A ir-p ort nea r G riffin , Georgia and the tim e was ea rl y Septem-ber, 7980. Th e Stea rm ans belong to Ca rl King, joe Shelorand Ron lexa nder, all Delta A ir Lin es p ilots. The Fordand th e Pure gaso li ne pump are owned b y Ed jones

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    FORD TRIMOTORSTATUS REPORT

    y Gene Chase

    Seven years ago the EAA Air Museum Foundationacquired a Ford Tri-Motor from an insurance companywhen a freak wind storm lifted it from its mooringsand severely damaged it at the Burlington WisconsinAirport. It had been owned by Dale Glenn of Lawrence,Kansas and was a familiar sight over the years at EAAConventions at Oshkosh, and before that at Rockford ,Illinois.Cash donations to the Ford Tri-Motor restorationfund have been coming in, due mostly to a 60 pagebooklet, A Ford In EAA's Future , by George Hardie,Jr. This publication is not for sale but it can be obtained free by anyone making a ten dollar minimumdonation to the SAVE THE FORD FUND.A Ford In EAA 's Future is a brief history of thedevelopment of Henry Ford's Tin Goose and spe

    Photo y ick Stouffer)Th e Ford taking off with a load of passengers at the fConvention at ockford, Illinois in 7969.

    cifically EAA's Ford 4-AT-E, NC8407, Serial Number4-AT-69. The booklet is 8'12 x in size and in addition to th e fascinating story of Ford planes, it contains many outstanding photos, including several fromthe Ford Archives .The fuselage of NC8407 was damaged so badly thatit could only have been rebuilt in a jig . It so happenedthat KAL-AERO, Inc., of Kalamazoo , Michigan hadsuch a fixture thanks to the Ford Tri-Motor fuselagewhich J. R. Nielander retrieved from a Nicaraguanjungle in 1975 , and donated to the EAA Air MuseumFou ndation .This fuselage was corroded too badly to ever beairworthy , but it se rved just fine as the pattern fromwhich KAL-AERO constructed a jig . The first use ofthe new jig was to rebuild the Island Airways' FordTri-Motor which had been substantially damaged ina landing accident in 1978.

    The Island Airways Ford was completed last Apriland KAL-AERO immediately began work on the EAAFord . By th e time Oshkosh '80 rolled around, theyhad completed the fuselage rebuild from the firewall to the station aft of the cabin door. That was the

    portion which KAL-AERO had trailered to the Convention and placed on display near the Mini Museumdisplay .Since then the fuselage framework has been completed and is now ready for its covering of corrugatedaluminum . However, the project is currently at a standstill because the SAVE THE FORD FUND is depleted.The Museum's interest in acquiring the Ford backin 1973 was to save this priceless bit of aviation history. NC8407 made its first flight on August 21, 1929and then was sold to Pitcairn Aviation, Inc. , whichwas later absorbed by Eastern Ai r Transport. More ofthe aircraft 's interesting background is described inthe booklet , A Ford In EAA's Future .

    Wh y' not make a ten dollar contribution today tothe SAVE THE FORD FUND, and receive the Ford storyas a gift from the Museum? Better yet, make severalten dollar contributions and give the books as Christmas gifts .Contributions may be made to SAVE THE FORDFUND , EAA Air Museum Foundatioll, Inc. , P. O. Box469, Hales Corners, WI 53130.

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    Photo by Lee Fray)This is a result of th e frea k wind storm wh ich hit th e Bur-li ngton, Wi sco nsin Airport on Jun e 76 7973 In additionto the Ford Tri-M o tor , several o th er air craft we re alsoda maged.

    Photo by Gene C hase)Th e parti all y rebuilt fuse lage of the Mu seum Ford Tri-M otor loo ked lik e thi s at Oshk osh '80 . The remainder ofth e fuse lage framew ork has sin ce been comp leted. KAL-AER O is do ing a remarkable job w ith thi s pro jec t. Th eplane w ill be li censed Standard Ca tegory w hen comp leted.

    BOOK REVIEW -AERONCA CHAMPS AND

    HIEFSby Charles W LasherTh e Aeron ca Ow ners Club74700 Lake Candlewo od Court

    Mi ami Lak es, FL 33 074

    This book is modestly described by the editor, Jer-rold A. Elling, as "An Edited Compilation of the AeroncaOwners Club Bulletins". That probably is a true state-ment, but it certainly gives no-insight as to the vastamount of useful information contained in this 240page publication .

    It tells the reader what to look for when buying anAeronca . It gives the designation and specificationsfor the 7 and 11 series airplanes, as well as conversion information on the various models.

    AD's and Service Bulletins are covered includingAeronca Service Letters" and Aeronca Helps andHints ".Maintenance, repair and restoration information is

    included, along with excellent photos and drawings.Original factory paint schemes and colors are described in detail.This large 8%" x 11" volume published by FlambeauLitho Corporation of Tony, Wisconsin is a must forall Aeronca buffs and especially those who ownChamps and Chiefs . It's a shame that comparablepublications aren ' t available for other popular vintage light aircraft.

    Gene Chase

    13

    All of the previous three 108 Section fly-ins have

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    1985t 1 nsonZub rJiZyJn

    The Nationa l Stinson Club s 108 Section held itsFourth Annual Fly-In at the south central Nebraskavillage of Mi nde n on july 18, 19, and 20th. Forty-sixStinsons were registered, with several other planesflying in and over twenty Stinson lovers driving in.The Stinson aircraft in attendance gave testimony ofthe great pride of ownership. Twenty-one states andCanada were represented, with Texas , Nebraska, Kansas, and Minnesota having the most present . Aircraftalso attended from Washington and Oregon on theWest Coast and Maryland and Ohio from the East,with the lo ngest distance being flown from Merigomish, Nova Scotia, Canada, by the Frank Penny family.

    Article and Ph otos by Mi chael C. Em erson, A IC 2 423708 Wes t 16 Street

    BIg Spring, TX 7972 0

    been held at Minden , originally organized by currentFly-In Chairman Bob Near of Hastings, Nebraska . Thelocal Experimenta l Aircraft Chapter 544 with MindenCoordinator john Albers have traditionally been hostsfor the Stinson Fly- In .Early arrivals came in Thursday evening, with themajority of the attendees arriving on Friday and Saturday morning. There was an ice cream social Fridayevening at the Kearney County 4-H Community Building on the airport premises . Seminars were held inthe same building Saturday afternoon as well as theBanquet and Awards Presentation Saturday night.Seminars included recovering and painting; thestory of Aviatrix, Phoebe Omelie; a presentation byPhillips Petroleum of their XIC oil; and a presentation on repair of metal parts on the Stinson 108 series .Steve Dyer, President of Univair, conducted the recovering and painting seminar. Steve, a veteran offive complete aircraft restorations and countless partsprojects, gave tips on how to uncover, then cover andfinish your aircraft. He talked about some of the newerproducts available (especially those from Randolph,one of Univair s distributor lines) and techniques forapp lying them. He showed a rudder covered in Ceconite and cotton and finished in various methods.The origina l paint scheme drawings for the Stinson108's were also displayed.

    jane Ormsby Stevens p resented the Phoebe OmelieStory. She told of her past six years researching theAviatrix through use of slides of old newspaper articles and pictures. Phoebe Omelie and her husbandformed a famous flying stunt team that toured theUnited States in the 1920's, and later she went on towin national air races on her own . In 1933 , PresidentRoosevelt appointed her to the National Advisory Committee on Aeronautics as a technical advisor, and in1941 she became a flying specialist for the Civi l Aeronautics Administration. She and Amelia Earhart gotinvolved in a project to mark the names of towns andcities on the roofs of buildings and on highways as agUide to pilots.

    George Leamy of Spartanburg, South Carolina , gavehis usual interesting seminar - this year on repairof Stinson metal parts. George covered repair of virtually every metal part with rivets, body epoxy , andwith Lumiweld. The Lumiweld process accomplisheswe lding without flux and by disso lving and fUSingwith aluminum at a temperature about 400 degrees Fbelow normal melting temperature of aluminum. Itis a beautiful way to we ld up minor cracks and tearsin non-stru ctural aluminum parts . For further infor

    \

    Bru ce H oover, right, Chairman of th e 108 Section of theNati onal Stin so n Club pr esents an App rec iati on A w ardto Bob Nea r. Bob founded th e 108 Fly-In in 1977 and isth e current Fly In Chairm an.

    mation on the Lumiweld process, write Dept. H , A lumismiths , Inc., P O. Box 517, De land, Florida 32720.George also made reference to an Air Progress magazine article entitled All About Riveting by MattThurber.

    Bill Ackerman , Aviation Sales Representative forPhillips Petroleum , gave a presentation on th eir relatively new multiviscosity aviation oil , " X/C , for crosscountry. Its merits are the same as for automotive oilsin that i t maintains the correct viscosity at a range oftemperatures, thus maintaining optimum lubricationof engine parts.

    There was a static display (engine conversion kit)

    Don and Anna M axfield, Kearn ey, Nebraska. 1944 Stin-son V-77, NC33543 W inn er of Bes t CuI/wing awa rd andth e Sweepstakes.14

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    Co rk y Barn ett and sons Ponca Cit y O K. 1947 Stin son108-2 N9836K. Bes t M odified Stin son and th e bes t ofall - th e GRAND CH AMPION.

    Frank Penn y and fami l y M erigomish Nova Scoti a Ca nada.1948 Stinso n 108-3, C-G LDA. Longes t distance awa rd .

    provided by Univair and Alpine Aviation (Mike McDaniels, Tom Bond , and Bobcat ) . Craig and JulieBaldwin brought a new Lycoming 180 hp engine fromColorado and newly manufactured parts for the 180hp and 200 hp Lycoming engine conversion for theStinson 108 series .

    At the Saturday evening Awards Banquet , Bob Near,John Albers , and Osee Newbold were recognized fortheir efforts in organizing the 1980 Fly-In. Receivingthe award for the Best Stinson 108 were Richard andJulie Klepperich of Webster , Minnesota; Best 108 1 Raleigh and Pat IIlgen of Watertown, Wisconsin ; Best108-2 - Merle and Marge McNeel of Litchfield , Ne

    braska; Best 108-3 - M. C. Hanley of Pauls Valley,Oklahoma ; Best Pre-War Voyager - Bill Lakes of Manhattan, Kansas, for his HW-7S; Best V-77 - Don andAnna Maxfield of Kearney, Nebraska .Other awards were made for Most Original Restoration - C harles an d Louise Idler of Kirk, Colorado,for their 1949 Piper Stinson 108-3; Best Modified Stinson 108 - paul and Maria Taipale of Belleview , Washington ; Best Modified Stinson 108 1 - Jerry and JaneCallahan of Portage, Michigan; Best Modified Stinson 108-2 - Ray and Marilyn Helmich of Kansas City,Missouri ; Best Modified 108-3 - George and LindaLeamy of Spartanburg, South Carolina.

    Awards were also presented for Best Modified Stinson to Corky Burnett of Ponca City, Oklahoma, whoalso won the Grand Champion award for his Stinson108-2. Sweepstakes were presented to Don Maxfieldfor his V-77 Gullwing. Other awards were presentedfor Best Work Horse to Ronald Mosman of Minneapolis, Minnesota; to the Oldest Pilot, Charles Idler,age 72, of Kirk, Colorado; and to the Youngest Pilot,Bill Delise , age 16, of Bingham, Nebraska.Appreciation was expressed for the hospitality extended by Lil Red Aero, local FBO managed by Louieand Don Bosworth. Thanks was also given for thesupport of the Minden Chamber of Commerce and ,of course , to Harold Warp, owner of the Pioneer Village Museum for his unending support and generosity extended to the Stinson Club .The Stinson Club looks forward to another success-ful fly-in at Minden, Nebraska, in 1981 .

    Bill Laker Manhattan Kansas . Hi s 193 9 Stinson HW -75 Juli e and Ri chard Klepperi ch Webster Minnesota. 1946NC237 10 wo n the Bes t Pr e- War V oyager a wa rd. Stin son 108 N97607 . Bes t Stinson 108.

    5

    PART 2factor of safety often is maintain ed throughout and is

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    Plans or The G R Sport iplanePart I of this 2 par t se ries appeare 1 in th e Novemb er, 1980 issue of Th e Vintage Ai rpl ane.

    This excellent photo of the Gere Sport Biplane speaks foritself Good design clean lines and beautiful workmanship

    Part 2 s Taken From The E Reprint Of The1933 Flying Manualby Douglas Rolfe

    This chapter shows plans for building the Gere Sport deal of banging about. Now, rightly or wrongly, mostBiplane wings, tail assembly, controls , and control sur- training ships are of the biplane type and from thisfaces. When you ve finished ship you ' ll have a light bi- we may assume that the type is particularly well suitedplane that is the last word in modern design. to hard usage if not actual abuse. Certainly it can combine rugged strength with low weight - two factorswhich are of supreme importance in any lightplaneIn case you fellows who have followed this article design.think I am hipped on the subject, let me confess to " The writer's purpose in designing this plane was toa weakness for biplane design. Amateur builders as make a lightplane that would perform like the ordinarya rule do not have very much flying time behind them commercial or training plane and be of modern designand therefore need a plane which will stand a good and construction throughout the entire structure . the

    greater in many places. (From the unfinished notesof George Bud Cere.)After reading Bud Cere's stated reason for designing and building this ship and after digesting the plans

    and pictures which accompany this article there islittle doubt in my mind that you will feel inclined toagree that he just about hit the mark.s mentioned in the previous installment, everything has been done to try and make the accompanying working drawings self-explanatory. It has also

    been explai ned that th rough u nfortu nate circu mstances the builder of the original ship was unableto complete the plans himself.Now it is literally impossible in the limited spaceat our disposal to cover every single detail of any airplane design and the prospective builder must be prepared to exercise a certain amount of ingenuity andgenerally use his own head. These remarks are particularly directed to those who may feel the urge towrite in and complain that I have not covered the entire ship.My personal opinion is that builders will always takecertain liberties with one or more details of the design they are reproducing; and for various reasons,not the least of which is the desire to incorporatesome little improvement of their own - fancied orreal - into the finished job. Which seems to me ahealthy attitude deserving nothing but praise so longas the imp ortant features of the design are not tamperedwith .For the builder who is tackling his first job and whotherefore is rather at sea when it comes to tacklingsome of the construction operations I can think ofno finer advice than to recommend the purchase ofa copy of the 1932 Flying Manual. This is literally amine of information and contains not one but severalairplane building articles. Written as they are by different designers and specialists, these articles are ofunusual value to the amateur builder and a carefulperusal of this volume will put the reader in possession of just about all the written knowledge necessary to build the Cere plane from the plans furnishedhere.Now having got that off my chest let s proceed withthe work in hand:

    THE WINGSYou will see by the drawings and photographs that

    the wings are cut off square at the tips. This eliminates the making of curved tips, which are hard for16

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    Gere Sport built by A. S. Smokovitz Vulcan Mich. in 1934. Powered with a 60 hp Dayton Bear engine.

    Photo by Jock McRae)

    most amateur plane builders to make all alike. Thereis so little loss in dynamic effect in using a flat tip ona plane of this size and type that the additional workinvolved in making curved tips is not warranted.The spars are designed large enough to permit theuse of pine if spruce is not available but spruce isreco mmended. They are 1 in. thick . The depths offront and rear spars respectively can be obtained fromthe working drawings. The spars are not routed toform I beams as difference in weight is so slight thatit would not pay to have it done in a mill and to routthem by hand is a tedious operation requiring a gooddeal of time and care. Top and bottom edges of thespars should be beveled to meet the form of the rib,this operation naturally being delayed until after theribs have been made. While making the wing sparsit would be a good plan to make the center sectionspars one front and one rear following th e draw-ings for length .

    WING RI SEach of the two upper wings requires nine full ribs

    the two lower wings will each account for anotherfour full ribs and five shorter ribs which extend tothe rear spar only. In addition to these four more ribswill be needed to complete the center section, making a total of 3 full ribs and 10 short ribs to be madebefore the wings and center section can be assembled.The ribs are made from 1/8 in. by 1/2 in . spruce withgusset plates of 1/32 in. fiber. This latter material isobtainable from most electric supply houses and isrecommended in preference to plywood, which,though permissible is more difficult to handle.

    After laying out the rib jig from the drawings, steamthe cap strips until they are pliable enough to be bent;then place them in the jig. Next cut the truss stripsto size and set in place brush plenty of waterproofglue into each joint and nail the gussets on, takingcare to use plenty of glue on each gusset before setting it in place.Twelve compression ribs - three to each wing are specified in the plans. These are illustrated in detail on the wing drawing. They are made by stiffen-ing the ordinary ribs at the point specified. It wouldbe a good plan to make all four ribs for the centersection in this manner. The slight increase of weightis nothing in comparison to the extra stiffness whichwill result from this treatment.When all the ribs have been completed and thespars shaped to accommodate them the wings arealmost ready to assemble. First however the sparshave to be drilled for drag fittings, interplane strut

    17

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    ''

    HALF OF TOP WING-= = FRONT SPAR

    oREAR SPAR

    A JOOd view of the wing construction. t issuggested that 20 gao steel wire be used forthe f lse ribs instead of shaped aluminum asused on the original job.

    Working drawings of the wings and center section are given here. Note the position of the surge tank in the middle panelof the center section. A further improvement would be to pl ce this tank on one side and the gas tank on the other.The center panel could then be braced s shown in the dr wing. Tips of the wings are square for simple building.fitt ings etc. and th e fittings th emse lves made . Fol-low th e pl ans for th ese units. Drill th e rea r spar ofeach lowe r wi ng to accommodate the ai lero n hin gebo lt s and cu t the fuse lage end of all the lowe r sparsto an angle of 10 d eg. Th is angle is necessary in ord erto secure a snu g f it in the wing fi tt ings attached tothe fuse lage on account of the dihedral angle of th elowe r wi ng.The wi ngs may now be assembl ed . Slip the rib s i np lace fo ll ow i ng th e plans fo r position and secur e

    in p lace . Bo lt th e d rag f i tt ings in pla ce and rig th ewi ng w i th No . 10 air craft w ir e usi ng 325 SF turn-buck les to tig hten. Grea t ca re shou ld be taken in rig-gin g the wi ngs to in sur e that they are fi ni shed abso-lu tely tru e.Fa lse r ibs extend in g from the to p of th e f ront sparto th e lead ing edge of the w ing and situated betwee nthe main ribs are advisable. They are not show n inthe drawin gs but can qu ic kl y and eas il y be made bytaki ng lengths of 2 gao hard w ir e and shap in g it to

    th e contou r of the nose ribs . The end s of these wi renose rib s are pr essed fi rml y into holes drilled in thef ront spar and th e lea ding edge. If a mo re powerfulmotor is co nsid ered it w ill be advi sabl e to cover theenti re lead ing edge of th e wings fro m the fr ont wi ngspar to th e leading edge memb er wi th 1/32 in. pl y-wo od . Th is in additio n to th e fa lse ribs alr eady men-ti oned.

    18

    THE CENTER SECTION

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    The cent er section is the next point of attention.Spars and rib s for this are exactly si milar to the mainwing construction, with the added suggestion thatall fou r ribs be stiffened in the manner prescribed forthe compression rib s The spars should be drilled totake care of the upper wing fittings before assembling.On the original ship no provision is made to carryei ther surge water) or gas tanks in this member. Itwas decided later to incorporate one or both of thesetanks into the center section and our recommendationis that actually both tanks should e located here Itwill simplify things generally and in consequence ofthis. decision a layout showing this form of install-ment has been added since the first plans were made- this layout will be found on th e conti nuation pages.

    It shows the disposition of the two tanks and yo uwill see that this arrangement takes a slight changein the rigging essential. The tanks occupy the spacesbetween the ribs left and right, the center spacebeing rigged with No . 10 aircraft wire the same asthe wings. So before drill ing the center section sparsit will be necessary to check with the additional layout reterred to.The center section strut attachment system is shownin the drawings.

    AILERONSAilerons are employed on the lower wings only.

    They are built up in the same manner as the wingsand are attached by three hinges which are shownin detail on the drawings . The aileron co ntrol isoperated by torque rod and bell and crank. Thi s con-trol , also shown in detail , should be made and fittedbefore attempting to cover the ailerons and wings.The en t ire framework of ailerons and wings shouldbe given a good husky coat of varnish befo re covering; and if you have any misgivings about the covering operation itself drag out the old 1932 FlyingManual again - it tells all about it there

    TAIL ASSEMBLYThe entire tail assembly is so thoroughly explained

    in the detailed drawings that little comment is necessary. As it is a welded job from start to finish the samecare should be lavished on this unit as has been already given to the fuselage. Make the necessary hingesfor flippers and vertical rudder and all other fittingsshown in the detail. After the assembly is completed

    This picture was snapped at Wold-Chamberlain airport just after the plane had won herwings in a successful test flight_ George Gere Sr. is seen congratulating pilot Elmore Wallon his expert handling of the plane designed and built by his son

    f SPRUCE: CAPS, STRUTS. ANO BRACESThe Gere rib is very strong and follows modern construction practice. Compression ribs are formed by coveringordinary ribs on each side with 3/32 in plywood. Usethis drawing in laying out a rib jig

    check for fit on the fuselage, as it may be necessa ryto make a few alterations and this is more easily attended to while the framework is still uncovered. Gere plane as Bud built it is the excellent operationof all the controls. As will be seen from the drawings,THE CONTROLS positive control is used in all cases with the exceptionof the rudder control, which is operated by cables.These have been covered in great detail in the work- The location of the control column and rudder baring drawings. One of the outstanding features of the is not arbitrary - these units may be placed in what19

    seems to be the most comfortable position for thepilot. This being the case, control rod lengths and

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    similar measurements will have to be determined bythe builder to suit his needs .

    INSTRUMENTS

    THE OUTER FLYING STRUTASSEMBLY

    WING S TRUT DETAILS

    NOTE STRUT END BOl SARE f T H E STRUTMEMBERS ARE ) l 8 GA .

    FAIRING ATTACHMENT ANDLOWER STRUT END DETAILSThe moving end joints for the center section or cabane struts.

    The only essential instruments are the oil gauge ,tachometer altimeter air speed indicator and switch.For those who have the means the combination instru-ment panel as used by Gere will add a finishing touchto this smart little ship , but it can of course be dis-pensed with .

    Wing struts are covered in detail drawings. Thediagonal strut should be cut to the proper lengthbefore welding and a jig should be used in assemblingboth the outer bay struts and the center section struts.The center section struts are welded to the spar fit-ting at the top but we recommend a moving joint atthe fuselage point of attachment. This is not n s- ry and if the builder prefers he may dispense withfuselage fittings and moving strut ends at this pointmerely welding the lower ends of the struts direct tothe fuselage. Flying wires and wing bracing generallymay be either 14 in. streamline cable or stranded

    DETAIL SHOWING ARRAN C EMENT O FFUEL TANKS IN THE CENTER WINe

    This simple arrangement of gas and . water tanks is recommended as most practical.

    The unusual radiator mountingshown here is used with Fordtype motors as well as with theChevrolet seen in these pictures.If an aircooled motor such asthe Packmag Twin is installedthe radiator is of course eli.minated.

    NOTE - - ; ; ; : E PAT"TERNS OF T .lE COW 'JNG PLATESON PAPER AN ) FIT Y( UR SHIP .WIRE TO

    cable. Although some may feel like using ordinaryaircraft wire for rigging the wings, it is not desirable

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    SAfETY THEEE F9_RE CUT TING THE AI..;! ',41NUM WING NUTS

    SECTION THRU THEBOTTOM CoWLING PLATE" 1'X20 GA TUBES___ _ _ 6 FOR NOSE__ \ " " fRAMINGDOTTED OUTLINE ,_-~ J ~ t ~ ~ S P R U ; ~ C ; / - -=".

    RAD 'ATORN OT E TH E PORTS FORACCESS TO CARBURETOR~ ~ ; I ~ c ; . , L ~ ~ : ~ ~ i u M I N U M F U S E L A G E

    Each individual builder will probably have ideas of his own when itcomes to the engine cowling whichwill have to be modified to suit theparticular power plant selectedThe above sketches will be helpful METHOD OF FASTENING THE RADIATORwhere Ford or Chevrolet engines AND COWLING T o MOTOR MO UN T__are used Straight lines carry outthe general lines of the ship andare easier to handle Start by making paper patterns.

    FLYING ANDGLI DER MANUALS1929 1930 19311932 1933 2.50 ea. '".

    SEND CHECK OR MONEY ORDER TO :EAA Air Museum Foundation, Inc.Box 469 Hales Corners, WI 53130

    Allow 4-6 Weeks For DeliveryWisconsin Residents Include 4% Sales Tax

    and should be avoided. Rig the ship with great care,as the wings must be true in every respect.

    COVERINGUse a good grade of airplane fabri c throughout andgive six coats of dope, using pigmented dope for the

    last three coats. Added attractiveness is obtained byfinishing the ship in one of many striking color combinations which Berry Brothers, Detroit, furnished onrequest for a nominal sum - if indeed they make anycharge at all.

    MISCELLANEOUS DETAilSThe motor cowling will naturally depend on thetype of motor selected. However , if a Ford, Szekelyor Packmag Twin type is employed it will be neces

    sa ry to check the weight and point of balance beforemaking a motor mount to accommodate the engine.In any case, it will be advisable to check the pointof balance wh tever motor s used before drilling theengi ne bearers and bolting the motor down . A goodplan is to shift the motor back and forth along thebearers until the proper balance is obtained.If a water cooled motor is used, a remote temperature gauge should be fitted and the motor alwaysrun up to about 150 deg. F. before attempting a takeoff. A Paragon 10 J 60 in. propeller is satisfactory forthe Chevrolet motor. For Ford motors, use the pro-peller recommended by Mr. Pietenpol and for othermotors obtain the manufacturers' advice on the sub ject .

    TM

    2

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    - - - - - - -

    Closeup view of the aileron. The inboardaileron hinge and a compression rib areseen to advantage in this picture. Tail group with elevators andhorizontal r u d d e r removed.Closeup view of the plrtly finishedcockpit with instruments on panel.

    1 FUSELAGE COWliNG_. P U ~ M P. . i x ._ _ _ _ _ .r------- . . j -L---I FUEL TANK - IF I: MOUNTED UNDER :I COWLING I- - -

    ,FIJSELAGE

    COOLING

    PROFILE

    ALUMINUM TUBING

    ~ ~ ~ / /PROP. HUB

    : : : :

    ' F - ' ~ S o . . . . . . ; ' - ~ ' / .... AIR INTAKE---- DOTTED LINE

    FUNNEL ~ N D I C A T E SCOWLING OUTLINE.SYSTEM HOOKUP FOR THECHEVROLET MOTOR

    Chevrolet motor cooling ho okup.

    .fIx 20 GA . TUBE2 TO CONTROL STICK

    ALL BOLTS3ARE 16IN THISHOOKUPREAR/?::SPARAILERON SPAR

    ~ S T E E L HORNAILERON CONTROLS. HORN. AND HINGE ASSEMLY

    This detail d r a w i n g expl,ains the aileronhinge constructio,n and gives furthe r information on the aileron controls.22

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    The late ud Gere surveying his handiwork Thisphoto emphuizes the alluound sturdy construetion of the ship

    Extreme simplicity of theGere tail unit makes theseplans selfexplanatory

    BEARINCOLLAR@~ B O ~ j x

    2 GA CONTROLCOLUMN

    COCKPIT CONTROL ASSEMBLYNOTE :fOOT PEDAL ASSEMBLYMADE UP OF i x 2 GATUBES

    COLLARS

    Not to preface this narrative with, "Once upon a by Wall y Smithtime ", is difficult because as tempus fu gits, the TH M RLBORO NTIQUERS Southboro, MAactivities of the original Marlboro Antiquers appear

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    to have faded away into a long ago story-book-liketale . The locale was Marlboro Airport , situated onFarm Road in Marlboro, Massachusetts . The field ,the oldest privately owned in the state , having beenestablished in 1929. The year was 1960 when , for allintents and purposes , the Marlboro Antiquers in formally organized and held their first fly-in, an eventwhich became an annual affair through 1966. Regretfully , it was decided that the proceedings had outgrown facilities and the Marlboro Antique Fly-In washeld no more . Nevertheless, for seven years theFather's Day weekend heralded one of the best knownand eagerly awaited fly-ins with participants arrivingfrom all parts of the country.The nucleus of the Marlboro Antiquers was madeup , understandably , by owners of antique airplanesand in 1960 these were: Don LaCouture, airport manager and co-owner (with Tony Nunes), who owned aMeyers OTW; Carmen Perrotti, Jr . , Fleet 16-B; TedPerrotti, Fleet 10; Ed Waters, Dart G; Bill Purcell,Ryan ST3-KR; and Gerry Barg, Meyers OTW. The preceding aircraft were all active, flying from the field.Another noteworthy airplane which was hangared atMarlboro but which never flew there was a RearwinSpeedster owned by Don.As the years passed, other antiques such as TravelAirs, Curtiss Robins, other model Fleets, a Kittyhawk,Stearmans , Great Lakes and early Cubs have been inhabitants, giving pleasure to the camera-toting fanatics as well as the casual spectator.

    And so it was that the Marlboro Antiquers, zealotsto a man , would congregate most every Sunday morning, be it snow, rain or shine, to see what was happening; possibly a buddy ride in an old bipe, onecared not where as long as that old radial was popping away up front; maybe a hot session of hangarflying, slides and movies if the weather wasn't prettymuch CAVU ; or just plain taking it easy under a wingon a hot summer day.

    Annual banquets, cookouts and social gatheringsserved to mollify some of the wives and sweetheartsof the Antiquers who at times must have felt akinto golf widows But , by and large, the Marlboro Antiquers existed in a spirit of good fellowship and cooperation, each one doing his part toward the success of each fly-in, spot landing contest or whatever event had been undertaken .

    The sixties were, in retrospect, the good old days"of antique airplane activity, at least here in the EastThere was no energy crisis, fewer restrictions on sportflying by government and , most important of all, the

    (photo by Don LaCouture, Ir ,Lineup of four aircraft leaving for Oshkosh 79 from Marlboro, Massachuse tts.

    Photo by Ira Ward)7929 Curtiss Robin C-2 when owned by th e PerrottiBrothers, This plane was the Grand Champion at th eNational Fly-In at O ttumwa, Iowa in 7962 , This Robinis now own ed by th e Hill Country Museum , Morga n Hill,California.

    (Ph oto by Wall y Smith)Trophy winners at the Marlboro ntiquers 7967 Fly-In,Standing, left to right: Carmen Perrotti, Sr ., Pete Brucia,Fr. lohn MacGillivray, Arch McConnell , Ted Perrotti , MissMarlboro ntiquer, ludi Smith , Ted Larter, Bob Brodeur,Demi Copad is, Bill Purce ll, Front ro w, Don LaCouture,Gerry Barg with daughter Marcia , rt Bujnowski, MikeFarrey, Dee Barn ard, Carmen Perrotti, Ir., Di ck lohnson ,

    (Photo by Don LaCouture, Jr ,)Dav e Watson Pres ident of fAA Chapter 673 enroute toOshkosh 79 in his Clip Wing Cub whi ch received theCu stom Class A ward that year.

    24

    value of antique aircraft hadn' t soared to the pointwhere flying them presented a large financial risk.Oh, well, it was fun while it lasted

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    And so one story and one era ended as individualssuch as the Perrottis, Carmen and Ted, Dale Means,Ed Waters and others, with the exception of originalMarlboro Antiquer, Bill Purcell, and a newer tenant,Bob lebewohl and his Stearman PT , drifted away fromthe field to other interests. However, the end of onestory marks the beginning of another.There were always (and we say this fondly now),many aircraft on "RAG ROW" such as Taylorcrafts,Cubs, Champs, etc. which were entirely ignored atantique activities for years . These planes, now referred to as classics are coming into their own, beingrestored and flown by dedicated individuals who havebanded together in their common interest. This grouphas in turn been accepted by the homebuilt enthusiasts forming a healthy and growing sport flying organization .

    Many of these people, although not formally organized, had been meeting at Marlboro for breakfastflights and other activities for quite some time when,in 1974, Don laCouture, Jr. flew a 90 hp Cub to Oshkosh, Wisconsin to attend the EAA's Annual Fly-In.Don Jr :s enthusiasm generated interest by other owners and soon plans were being made for other flightsto the big event. A banner year in 1979 saw four aircraft, each either a classic or antique, f lown as agroup from Marlboro carrying six pilots to a touchdown at Oshkosh. And there wasn't a radio in thebunch

    When the mini-armada returned, the prevalent feeling was that Marlboro Airport was long overdue forestablishment of an EAA chapter and so, applicationfor same was made. This was done through the initiative of Dave Watson of Marlboro who had been presented the 1979 Custom Classic Class A Award at Oshkosh for his J 3 Clipwing Cub .In keeping with tradition the eleven charter mem . bers decided that the name of the chapter shouldreflect the history of the antique/classic movement ofthe 60's . And so the official title became, "Chapter673 - The Marlboro Antiquers, Inc."After just two meeti ngs the chapter roster hadswelled to the present twenty-five members. Meetings featured discussions and instruction on variedtopics such as welding, riveting and other aircraftoriented procedures.The new " Marlboro Antiquers" are pointing towardthe flight to Oshkosh as the highlight of Chapter673 's activities for the year. A number of pilots havesignified intentions to make the , flight so look fO.rthem there

    1940 Piper J4A Cub Coupe - Oshkosh Winner 1976Outstanding Workmanship , 1977 Reserve Grand Champion - See Vintage Airplane feature sto ry and cover,August, 1977 also November, 1977, October , 1979.Serious offers only . AI Anderson , 313/676-3119.

    V IL BLE B CK ISSUESThe VINT GE IRPL NE

    1973 - March through December1974 - All Are Available1975 - July/August, September/October, November/December1976 - January through May , August through Dece mber1977 - All Are Available1978 - January, March through June, August, October,November1979 - February through Dece mber1980 - January through NovemberBack issues are available from Headquarters for $1.00each , postpaid, except the July 1977 (lindbergh Commemorative) issue, which is $1.25 postpaid.

    MEMBERSHIP INFORMATION Memb ership in the Expeflmental A ircraft Associat ion. Inc . S $25.00 for one year . $48 .00 for yearsEAA and 69 .00 for 3 years . All include 12 Issues of Sport Aviation per year . JUnior Memb ership (under 19years of age) S available at 15 .00 annually . EAA Member - 1400. Includes one year membership n EAA Antique -ClassIc D IVISio n . 12 monthlyANTIQUE- Issues o f The Vintage Airplane arid memjershlp card (Applicant mu st be a curren t EAA member andmust give EAA membership number .)CLASSIC Non EAA Member - $22.00 Includes one year membership In th e EA A Ant ique-Classic DiVISion . 12

    monthly Issues of The Vintage Ailplane . one year membership In the EAA and sep arate membershipca rds Sport Aviation not Included.

    Membership n the International Aerobat lc Club . Inc. S $16 .00 annually wh ich includes 12 IssueslAC of Sport Aerobatics All lAC members are requlfed to be mombers of EAA. Membersh ip in the Warb irds of America, Inc . is 20.00 per year , wh ich i nc ludes a su bscriptio n toWARBIRDS Warb irds Newsletter. Warb ird members are requ i red to be members 1 EAA.

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

    P. O BOX 229 HALES CORNERS W 53130

    ...,

    5

    LETTERS

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    Gene:The enclosed photos (see right and back coverEd.) are of a Howard DGA-15 that I operated during

    the 1940s and 50s. A pr e-War aircraft , it left th e factorypowered with a 330 hp Jacobs which was later replacedwith th e power pack, firewall forward , from a ,BT-13 ,including the P. & W . R-985AN-l, Hamilton Standardconstant speed prop, cowling and spinner .

    Flown from Air Service, Inc. , at Bridgeport, Connecticut, it was used for both passengers and lightcargo and covered much of the East Coast. The photoswere taken shortly after an airframe Illajor overhaul(known as a complete restoration today) and the redand black exterior finish and the authentic mohairand leather interior would make NC1227 a trophy winner today .She was a great airplane and I'm happy I spent over900 hours in her when she was a working airplane in stead of a " priceless antique" . She wasn ' t pamperedand washed and polished before each flight - sheworked hard , and enjoyed it - and so did I!

    AI WheelerAIC 551912 Bishop Pine LaneI Sombrante, CA 94803

    Editor's Note: This Howard is currently registered toRon Rippon of Rockford, Illinois.

    Dear Gene:In your September, 1980 issue of h e V NTAGE AIR-

    PLANE which, by the way, is a fine presentation, page11 showing a car which is shown to be a 1920 Packardchassis with an older Locomobile body.I showed this picture to a friend of mine, Mr. RalphBuckley, who is one of the foremost antique car restorers in the country. He tells me the body is from a21 to '26 Pierce and the chassis is around a '28 Packard.I really enjoy your fine publication.

    Sincerely,Victor G. PlumboBox 230 Photo y wen Ih erp e)Millville, NJ 08332 h e beautiful int erior of the pre war Ho ward flown by AI Wheeler.

    6

    Dear Gene:

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    Spent three enjoyab le hours the oth er Sunday f ly-ing in and out of a British meadow and giving rid esin the Miles M.65 Gemini 1A, photograph enclosed.This is a light twin produced just after the WW 2by the Mi les Company at Reading in Berkshire. Thebasic air frame is that of the singl e engi ned Miles Mes-senge r , an AOP wartime effort with remarkable per-forman ce, and which was also so ld as a civilia n fourseater.

    The nam e Gemini is obvious with the two Ci rru sMinor 2 engines each 100 hp . The frame is all woodand all plywood covered. Maximum endu rance issix hours , but not wi th fo ur people on board Noteth e externa l Junkers style f laps which really work.

    Only about three of these are left f lying. The gearups and downs by electric jacks . The props are FaireyReed made of metal slabs just twisted.Bea utiful weather today here but four hours awayby Tailwind a nasty front in the mountains just beforeSwitzerland, my destination , so be ing yellow I stayedin the office and wi l l use the airline tomorrow .

    Ho pe that all is we ll with you.Yours sincerely,Harold Best-DevereuxEuropean Office Directo rEuropean Region OfficeStonehi ll s HouseW elwyn Garden CityHerts. AL8 6NHEngland

    CALENDAR :0F EVENTS

    Classic owners~ ( U f . t dJ

    OGDRESSn UPWITH A NEW

    , / ~ INTERIORAll Items READY-MADE or a ~ yDO-IT-YOURSELF INSTALLATION

    Seat Upholstery - Wall PanelsHeadliners - Carpets - etc.Ceconite Envelopes and Dopes

    Send for FREE Cata logFabric Selection Guide - $3.00 _1 SEND CHECK OR MONEY ORDER TO:4 ~ P ~ 1 n c . EAA Air Museum Foundation, Inc.259 Lower Morri.ville Rd. Box 469 Hales Corners, WI 53130Fall.ington, Po. 19054_VISA . 215) 295-4115 Allow 4-6 Weeks For Delivery ft __ t = = - II. __ t t ftftt :. Wisconsin Residents Include 4% Sales Tax

    MARCH 15-22 - LAKELAND, FLORIDA - Sun 'n Fun '81. A full spectrum of forums , workshops, air shows, commerci al displays , camping , soc ial activities , and more. For further information , p leasecontact: Betty Jones , 4195 Forrest Drive, Mulberry , FL 33860.AUGUST 1-8 - OSHKOSH , WISCONSIN - 29 th Annual EAA Conven tion and Sport Aviation Exhibition - the world 's largest andmost exciting aviation event. For further information , please contact: EAA, P.O. Box 229, Hales Corners, WI 53130 414/425 4860.

    CLASSIFIED ADSFor SaleACRO II PLANSThe new 2-p lace aerobatic trainer and spor t biplane. 20 pages of easy to follow , detailed plans . Com-plete with isometric drawings , photos , exploded views.Plans - $85.00 . Info pack - $4.00. Se nd check ormoney order to : ACRO SPORT, INC. , Box 462, HalesCor n ers , W I 53130. /425 4860.HISTORICAL MILITARIA, our mo st recent photo-illustrat ed cata logue featuring antique edged weapons, medals, and military items will soon be pub-lished . $4.00 for First Class copy, ord er by Genera lSales Catalogue No. 132G. Roger S Steffen HistoricalM ili taria , 14 Murnan Road , Dept. 24, Cold Spring,Kentucky 41076.

    FLYING ANDGLI DER MANUALS1929, 1930, 19311932, 1933, 2.50 ea.

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