Vintage Airplane - Jul 1982

8/12/2019 Vintage Airplane - Jul 1982

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STR IGHT ND LEVEL

The Thirtieth Annual EAA International Conventionwill begin on Saturday, July 31, 1982 and what an eventit will be When you think about it, thirty years is "old"to some of our young members, and simply a part of our"memory banks for some of us. A lot has transpiredfrom the first EAA Fly-In to the '82 Convention. Progresshas been made and there most certainly will be more tocome.Since the ground was broken during the 1981 Convention for our new EAA Headquarters and AviationMuseum , the progress of the Capital Campaign Fundhas shown tremendous strides toward completion of theproject, and if all continues to go well we should see ourpermanent facilities finished on schedule. When attendingthe Convention this year, be sure to visit the constructionsite.Do you recall the day preceding the start of the '81Convention? That Friday morning dawning clear and theweather was excellent throughout most of the U.S. A fewearly arrivals were on the field that morning but beforethe sun had set, the entire Antique/Classic show planeparking area was full, the show plane camping area wasoverflowing and suddenly, acres of parking spaces werefilled . From early morning until darkness a constant flowof arrivals poured into Wittman Field at Oshkosh. Ourhats were off to the volunteers who directed, usheredand parked this mass of aircraft.

Our daily Antique/Classic forums will begin on Saturday, July 31 and continue through Friday, August 6.Ron Fritz and Jack Winthrop will host the forums andthey will have daily schedules posted on the bulletinboard at the Red Barn. As we were advised in "Hot Line"of SPORT VI TION , NASA will have many interestingexhibits and forums at the Convention. Each of us willwant to plan our forum attendance to include the NASAprograms too.During the week, Paul Stephenson will again bein terviewing many restorers concerning their aircraft.The interviews are always in teresting with explanationsof the restorations and significant events in the plane'searly years of flight. Paul will be contacting many

By Brad ThomasPresidentntique/Classic Division

On Wednesday, August 4, our Division will be recognized during the daily airshow program when, under theable direction of Phil Coulson and Willard Benedict, theannual Parade of Flight will be run. As always, this willbe an airborne display of aircraft from the oldest flyableplane at the Convention up through Classics manufactured by December 31, 1955. Nowhere in the worldcan a person see, in flight , such representative aircraftas we present at this spectacle. Phil and Willard willbe requesting participation of certain aircraft in th eParade of Flight, so if the honor is bestowed on yourplane , this is a fine recognition of your restorationachievement.Also on Wednesday, following the air show, the annualAntique/Classic Division picnic will be held in Vern'sPark on the east side of Lake Louise at the NatureCenter. Director John Turgyan will have tickets available for the picnic at the Red Barn headquarters. Hewill again need the fine support of volunteers as in thepast to make this event the success it always is.The Red Barn headquarters is the "social" contactspot for the Convention. Managed by Kate Morgan ,Ruth Coulson and their assistants, the Bar n headquarterswill have for sale , back issues of Th e VINT GE IR-PL NE , Division decals, hats, jackets and other relatedDivision items. Ofinterest this year will be the availabilityof lapel pins of the 1981 Oshkosh Antique Grand Champion aircraft. These will be available only through ourDivision and they are a limited production item.


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PUBLICATIONOF THEANTIQUE/CLASSICDIVISION,INC.OF THEEXPERIMENTALAIRCRAFTASSOCIATION, INC.P.O.BOX229,HALESCORNERS,WI 53130

COPYRIGHT1982EM ANTIQUE/CLASSICDIVISION,INC.,ALLRIGHTSRESERVEDJULY 1982 VOLUME 10 NUMBER 7

OFFICERSPresident Vice-PresidentW. BradThomas,Jr. JackC. Winthrop

301 DodsonMill Road Route1, Box111PilotMountain ,NC27041 Allen,TX 75002919/368-2875 Home 214/727-5649919/368-2291 Office

Secretary TreasurerM. C "Kelly"Viets E E "Buck"Hilbert7745W. 183rdSt. P.O. Box145Stilwell ,KS 66085 Union, IL60180913/681-2303 Home 815/923-45919131782-6720 OfficeDIRECTORS ADVISORS

RonaldFritz MortonW. Lester Ed Burns15401 SpartaAvenue P.O.Box3747 1550Mt.ProspectRoadKent City .MI 49330 Martinsville ,VA 24112 DesPlaines, IL60018616/678-5012 703/632-4839 3121298-7811

JohnS. CopelandClaudeL. Gray ,Jr. ArthurR. Morgan 9JoanneDrive9635SylviaAvenue 3744North 51stBlvd. Westborough,MA01581Northridge,CA 91324 Milwaukee,WI 53216 617/366-7245

213/349-1338 414/442-3631 StanGomoll104290thLane,NEMinneapolis,MN 55434DaleA.Gustafson 6121784-1172JohnR. Turgyan7724ShadyHillDrive 1530KuserRoadIndianapolis,IN 46274 EspieM. Joyce,Jr.Trenton ,NJ 08619317/293-4430 Box468609/585-2747 Madison,NC27025919/427-0216AI Kelch S.J. Wittman66 W.622N. MadisonAve Box2672 GeneMorrisCedarburg,WI 53012 Oshkosh,WI 54901 27ChandelleDriveHampshire,IL6014014 377-5886 414/235-1 265312/683-3199RoyRedmanRobertE. Kesel GeorgeS. York Rt. 1, Box39

Kilkenny,MN56052455OakridgeDrive 181 SlobodaAve.Rochester,NY14617 Mansf ield ,OH 44906 507/334-5922716/342-3170 419/529- 4378S. H. "Wes"Schmid2359LefeberRoadWauwatosa,WI 53213

414/771-1545

FRONT COVER Flying overtypicalTexas countryside is Gordon Bourland 's award winning Waco EGC-8.Thisparticu larairplane has respondedtothedefthandsof HowardHughesinitsearly years. Seestoryon page6.

BACKCOVER AnAmericanendurance recordof three hOurs, 51 minuteswas established on October31 , 1912bythisThomasmodelTAwitha50 hpKirkhamengine. Thebitterly cold flightbetween Bath and Savona , NY had

(Photo byLarryDockery) Walter Johnson as pilot and ArthurBlazier as passenger. See story onpage8.TABLEOFCONTENTS

StraightandLevel . . . By Brad Thomas 2AlC News .. . By Gene Chase 4MidwestAero HistoriansMeet. ..

By George Hardie 5Antique/ClassicForumSchedule................... 5Gordon Bourland'sEGC-8CabinWaco. . .By Norman Petersen 6

Just "Plane" Tommy;TheStoryoftheThomas-MorseAircraftCorporation,PartI . . .By Al Kelch 8EricBaldwin and HisFairchildPT-23 .. .By Timothy L Talen 12StinsonModel10 ASuperMachine...By Eugene Soper 14TheCostofFlyingCirca1917 . . . . . .. . . . . . . . . . . ... . . 16CollectingAviationPostCards. . .By Bob Krueger 17

Borden'sAeroplanePostersFrom The1930's. . .By Lionel Salisbury 20LettersToTheEd itor ... .. .. .. . . . . . . .. . . . . . . . . . . . .. 22Members' Projects . . . . . .. . .. . . . . . . . . . . . .. . . . . . . . .. 24MysteryPlane..................................... 25CalendarOfEvents................................ 25


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NASA AT OSHKOSH 82The theme of this year's EAA Convention at Oshkosh is "EAA Salutes NASA Aeronautics", and manyof the forums during the July 31 to August 7 meet willhighlight the advances made by the National Aeronautics and Space Administration (NASA).A series of technical papers will be presented at

over 30 forums by researchers from Ames, Langley andLewis NASA Aeronautics Centers. All of the presenta-tions will be of interest to every sport and general aviation pilot. The NASA General Aviation StalVSpin Program, Applications of Crashworthiness Technology, andWind Tunnel Airfoil Performance are just a few of themany topics that will be explored. Some of the NASAprograms will be of special interest to homebuilders,including: Research on Advanced Configurations andthe Application of Composite Materials to Light Aircraft.NASA has confirmed four aircraft for Oshkosh '82,namely the Langley AA-1 Yankee (NASA 501), LangleyPA-28T (NASA 519), Ames AD-1 Oblique Wing andthe full scale model of the Hi-Mat vehicle. In addition,the NASA robot is being completely rebuilt and will beseen at Oshkosh '82.

AGE LIMIT FOR PILOTSe have been told that the FAA will soon publishin the Federal Register an Advance Notice of ProposedRule Making that will suggest an age limit of 60 yearsfor pilots other than those flying for the airlines. Wehave not seen the details of this ANPRM but a goodguess is that it will add to the age 60 rule, pilots whofly for hire whether as air taxi or air commuter pilotsor those who fly professionally for corporate aircraftowners. There is talk that this is another step towardsthe goal of FAA's Office of Aviation Medicine to ground

all pilots when they reach the age of 60.

ARLINGTON 82 FLY-INArlington '82, the Northwest EAA Fly-In and Campout at Arlington, Washington, August 27-29, is shaping

Arrivals should monitor unicom 122.7 and watchfor ultralight aircraft operating off the X'ed runway atthe north end of the airport.For information contact Dave Woodcock, 4515 145thPI. SE, Bellevue, WA, 206/747-2748.

FA IRCH ILD - APRIL COVER PHOTOWe credited the ownership of the 1933 Fairchild 22

shown on the front cover of the April 1982 issue of TheVINTAGE AIRPLANE to Jack Schnaubelt of Elgin, IL.Jack wrote to thank us for featuring the plane, butadded that he is one of four owners, the others beingRay Steinbis, Paul Olson and Harry Willis. Paul and

Ray are active TWA pilots and Harry and Jack areboth retired TWA pilots. The four have based the planeat Elgin, L since May 1973

BOOK REVIEW .LITTLE ROUND ENGINE

FLYER DIGESTAn 80 page booklet bearing the above name and

further titled, Gem Number One has just been pub-lished by Ken Williams of Rearwin Sportster and Porterfield 35-70 fame. Ken is highly knowledgeable aboutthe operation and maintenance of the smaller radialengines and for several years he and his wife, Shirleyhave edited a newsletter called "The Little Round Engine Flyer", and they sent it to whoever asked to beplaced on their mailing list. The venture was financed(though not completely) by cash donations for postage.The newsletters have become rare collectors' itemsamong antiquers who need to know everything theycan about little round engines". Over the years Kenreceived many requests for back issues of the newsletter which gave him the idea to compile all the information into one publication.This is good news even for those lucky ones whohave every issue of L.R.E.F. because the new digesthas been compiled in a meaningful order and is com


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MIDWEST AERO HISTORIANS MEETBy George A . Hardie .

Committee members and speak ers a t th e Springmeeting of th e Midwest Aero Historians, held on Saturday, May 9 at the EAA Aviation Museum pose beforeth e museum 's replica Fokker DR 1 Triplane. Kurt Li ebau who fl ew with J asta 57 in th e German Air Forcein World War I related his experiences. Steve St . Martinpresented a slide talk showing Eu ropean battle sitesand museums he visited in his research on World WarI aviation. Tim Staats, who served as a gunner on heli copters in the Vietnam War showed slides and explainedthe basic missions in which he participated.The Midwes t Aero Historians meet each Springand Fall at the EAA Aviation Museum. The next meeting is scheduled for October 9 and will fea tu re a presentation of slides showing wo rk on th e Ford TrimotorNorth Am eri can P-64 res tor a ti on projects formuseum .

andt he

ANTIQUE/CLASSICFORUM SCHEDULE

1982 EAA CONVENTIONSATURDAY JULY 31 1982

9:00 - 10:15 A.M. STINSON 108 Series AirplanesGregg Dickerson10:30 - 11 :45 A.M. DeHAVILAND MOTHS Gerry Schwam, Chmn., D.H. MothClub12:00 - 1:15 P.M. BEECHCRAFT BONANZAS John Frank Jr. , American BonanzaSociety1:30 - 2:45 P.M. NAVIONS - R. G. Rogien,American Navion Society3:00 - 4:15 P.M. AERONCA ENGINES AERONCACLUB - Ed Schubert

SUNDAY - AUGUST 1, 19829:00 - 10:15 A.M. CESSNA 120/140's - Richard Paige,et aI, W. Coast Cessna 120/140 Club10:30 - 11:45 A.M. CESSNA 1201140's - Continued12:00 - 1:45 P.M. RESTORING FABRIC PIPERSClyde Smith, Jr.

(Photo by Ted Koston)(L-R): Ken Borkowitz , co-chairman; Don Rich, committeemember; George Hardie, co-chairman ; Tim Staats, Vietnamveteran; Kurt Liebau , World War I pilot ; Steve St. Martin ,World War I historian ; and Mike O'Connor, committee member.

TUESDAY - AUGUST 3 19829:00 - 10:1 5 A.M. CESSNA 120/140's - "Curley" Ow en,International Cessna 120/140 Club10:30 - 11:45 A.M. LUSCOMBES-

John Bright, Luscombe Club12:00 - 1:15 P.M. PIPER TRIPACERS PACERSBob Fuller , Piper Tripacer Club1:30 - 2:45 P.M. AERONCAS"Buzz" Wagner , Aeronca Club3:00 - 4:15 P.M. AERONCAS - ContinuedWEDNESDAY - AUGUST 4 1982

9:00 - 10:15 A.M. VAGABONDS -Cecile Ogles, Vagabond Club10:30 - 11:45 A.M. SWIFI S-Charlie Nelson, Swift Club12:00 - 1:15 P.M. NATIONAL WACO C L U B Ray Brandly, President1:30 - 2:45 P.M. STAGGERWINGS - Jim Gorman &George York, Staggerwing Club3:00 - 4: 15 P.M. BUCKER JUNGMANNS John Bergeson, Bucker Club


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ordonJJovrland seSB-aBaBin

By Norman PetersenEAA Staff Editorial Assistant

Photo by Gordon Bourland)GeHing ready to dismantle and load the Waco on the trailerfor the trip back to Texas. Note how the upper right wing hasbeen blown over the top of the cabin , doing considerablestructural damage in the process.

Originally built by Waco Aircraft Company of Troy,Ohio on September 24, 1938, this month s cover storysubject has a long and unique history. Old CAA recordsindicate the original factory configuration to be AGC-8,SN 5065, license number NC2334. The first letter indicated a Jacobs L-6 engine of 300 hp installed by thefactory.The Vega Airplane Company (subsidiary of Lockheed, Burbank, California was the first owner. In orderto gain more experience with the Menasco Pirateengine of 260 hp, they installed one in the Waco andused it for a flying test bed. The results were not satisfactory and after a short time, the Waco was purchasedby Howard Hughes for his friend and mechanic, GlennE. Odekirk, builder and designer of the Hughes HR-1Racer of 1940.

Glenn installed a factory new Wright 760 E-2 engine of 350 hp, thereby making the Waco an EGC-8model. This job was credited to Hughes Aircraft Company in September, 1943. Flown extensively by HowardHughes and Glenn Odekirk as a test bed for bomb droptests, the Waco had blanket au thority for unrestrictedoperation during the World War II flying blackout onthe West Coast.Mr. Odekirk flew newsman William Randolph Hearst,Jr. from Los Angeles to the Hearst family castle nearSan Francisco, California on numerous occasions. Theyare still good friends to this day.By the late 1960s the cabin Waco was in the handsof Eldon Brezair, Chancellor of Tarkio College in Tarkio,Missouri. He had the misfortune to damage the air-plane at Kansas City and it sat rather forlornly at Fair-fax Airport for nearly four years, sustaining more damage when the top right wing was blown over the cabinsection by a freakish wind gust.


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Photo from Howard Hughes Collection via Glenn Odekirk)With installation of the Wright 760 E-2 engine in 1943, the nowregistered EGC S Waco poses for a portrait in the Californiasun. External oil cooler is visible below cowl. With HamiltonStandard controllable prop and super slick paint job, a fastcruise was obtained. Plane was flown extensively duringWW II by Howard Hughes and Glenn Odekirk.n 1972, Gordon Bourland (EAA 48424, lC 151) of8009 Cahoba, Ft. Worth, TX 76135 was able to purchasethe bird from Mr. Brezair and so began a hair-raisingdrive on glare ice with the disassembled Waco follow

ing (usually) behind on a large flatbed trailer . Somevery tense moments were endured between KansasCity and Wichita as the cross winds blew the slabsided load all over the road. Once past Wichita, the icebegan to melt and the white knuckles changed to a morenormal color.

Gordon turned the rebuild over to Bill Beck, who isa top flight rebuilder and a boyhood chum of Gordon's.Bill is a woodworking expert and all the wood in theplane was replaced during the rebuild. As the monthswent by, Gordon assumed the title of "go-pher" and wasresponsible for handling supply problems. Bill proceeded with the many details of a complete and totalrebuild realizing that most of his beautiful workmanship would be covered from view.

Over four years of hard work were necessary tobring the big cabin biplane back to new condition. Finalpainting was done in Daytona White and Waco Vermilionwith a black pin stripe for contrast. The original fourblock number (NC2334) was carefully painted on thetail just as it had been done at the factory over 40 yearsago. Final assembly was accomplished and on December 4 1979, Gordon made his first flight in the newlyrestored EGC-8. A little bit of rigging adjustment resulted in hands off flight. As Gordon admits, It is adream to fly - a fine travel n' airplane "The five-place interior was tastefully done with anoriginal fabric on the headliner requiring ten days tocomplete while the upholstery was done in 1978 Cadillaccloth and Naugahyde. The result is an interior that isboth rich looking and functional, right down to the

Photo by Gordon Bourland)Following the total rebuild, the fuselage is moved out to theairport for reassembly. Note how forward end is supportedby both engine mount and landing ge r fittings. Quality workmanship is already evident.

crinkle finish on the instrument panel. Two "eyeball"fresh air vents, apparently installed by Howard Hughes,are still functional and make the interior comfortablein up to 1000 temperatures.

With 97 gallons of fuel on board and cruising atabout 6 power (27" and 1900 rpm) the consumptionruns 17 gallons per hour or in other words, about a 5-6hour range at 160 mph. When Glenn Odekirk installedthe Wright E-2 engine back in 1943, he mated it to aHamilton Standard constant speed propeller usingcuffed blades that help cool the engine. This combination has proven to work extremely well. The rate ofclimb is 1000 feet per minute with a service ceiling of16,500 feet. Empty weight is 2648 pounds with a grossof 3800. n short, the big bird can haul a dandy load anddo it in style. The full radio panel and auto pilot reallytake the work out of cross-country flying.

Arrivals are no sweat with the low 56 mph landingspeed. The Waco makes beautiful 3-point landings;however, in cross winds and on hard surface runways,wheel landings give better control. Once on the ground,the tail is blanked out with regard to air flow so thebrakes have to take over for directional stability . Thelocking tail wheel helps on ground handling.July 1980 saw Gordon flying the Waco to Oshkoshfor the "big" show and needless to say, the beautifulrestoration drew many close inspections and praises.Gordon was awarded the Contemporary Age, Outstanding Closed Cockpit award.When he gets the urge to fly something smaller,Gordon takes to the air with his Aeronca 7CCM Champ.f this pretty little trainer doesn't fulfill his desireson a particular day, the "piece de resistance" is a flight

in his fully restored Waco ATO Taperwing" With astable of airplanes like this, you have to admit that Gordon Bourland is a genuine antiquer


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JUST Pb NE TOMMY

Earl Beers, left, W. T. Thomas, center and Bert Chambers without the aid of power tools. W. T Thomas here learneddisplay the center section of the very first plane made In the trick of hand drilling small holes first , then following1910. Constructed in a barn in Hammondsport, New Yo rk wi th successively larger bits until the holes were of specificsize.The Story of the Thomas-Morse Aircraft Corporation

By Al Kelch(EAA 35767, NC 700)66 W 622 N. Madison AvenueCedarburg, WI 53012Preface

Th e following three part article on the Thomas-MorseAircraft Corp., although extensively edited and furtherresearched by me, should be credited to Robert G Elliottof Daytona Beach, Florida who sought out William T.Thomas Jr. , still living in Daytona Beach. Informationwas obtained through Mr . Thomas ' generous sharingof pi ctures and recollec tions on his fath er, plus some

Part OneMr. William T Thomas, the ingenious guiding lightof the whole Thomas aircraft venture, began his careerin England with an education at Dulwich College, nearLondon. He later attended Central Technical College

of the University of London at South Kensington, fromwhich he graduated in 1908 with a degree in Civil andMechanical Engineering. To gain practical experience,young Thomas became an apprentice in the shops ofthe British Westinghouse Co., where he was exposed tothe Gas Engine and Turbine Engine Departments, aswell as the Pattern Shop and Foundry. He gathered a


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automobile engine. This proved to be the first auto-mobile engine ever flown in a powered aircraft inAmerica. On June 14, 1910, final assembly and checking of this first Thomas airplane was completed on thePage Farm, near Canisteo, New York.Initially the airplane relied for control on dihedralailerons (wing warping) and had two vertical panelsfor stability between the outer interplane struts. Thetest pilot , Bert Chambers, made the first flight onJune 25, 1910. During the next three months manychanges were made, the wing-warping being eliminated,and flaps attached to the upper wings which operatedin a down movement alternately. Later ailerons werefitted between the wings, and then an additional setof flaps added to the bottom wing, all three beingoperated together. Final settlement for ailerons between the wings resulted in the first sustained flights,which were conducted at North Hornell, New York,with Walter E Johnson as the test pilot.

Somewhere during this period, William s brotherOliver Thomas joined the efforts. With the continuedintent to manufacture the airplane, a suitable factorywas located at Bath, New York. The two brothers formedthe Thomas Aeroplane Company for further development of a Pusher type airplane, similar to the Curtissefforts, but containing many different innovationsfrom the fertile mind of William Thomas.The later Kirkham engine, redesigned for a lighterstructure having an aluminum case, developed a speedof 1750 rpm s. This, of course, was too high a speed forthe propellers of that day. The result was a well de-

Model TA 1911 during second flight powered by 22 hp Kirk-ham engine.signed chain-drive coupled with a low speed propellerwith sufficient power to develop and assure sustainedflight.

This plane was developed and built totally by hand,Modified Model TA with dual controls for instruction flights.Powered by 5 hp 6 cyl. Kirkham engine. Note two narrowradiators mounted vertically.


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Bud Carey piled up a 1911 pusher on frozen Lake Cayuga.The plane was rebuilt within several days and successfullyflown.

Walter Johnson pilot in Model TA with 50 hp 6 cyl. Kirkhamengine used for many exhibition flights. W. T. Thomas standsat left of pilot.

with nothing but hand tools, the work being carriedout in a barn. William, Jr. in his interview, gave us apicture of the untiring efforts that must have gone intothe construction of such a machine without adequatetools. He quotes , Pa said that when it came to drillingholes with a hand drill for fittings and bolts, he wouldstart with the smallest bit possible and by slowly enlarging the holes with progressively larger bits, theywould eventually be bored to the proper size withpatience and a lot of elbow grease. ter great effort,with many modifications and changes, the airplanefinally became airworthy and accomplished a flight ofabout six miles on September 20, 1910.The obvious use of an airplane being for exhibitionin this period , Mr . Johnson , the company aviator , attempted a show on September 27 , 1910 at Binghampton ,New York to thrill the County Fair goers. Unfortunately ,the machine hit the cattle tent on take-off and was damaged. There appears to be a substantial lack of dataconcerning the welfare of the cattle housed within thetent . One can imagine the havoc and scrambling ofthose wide-eyed, snorting cattle running loose amongthe fair patrons.

The ensuing repair was rushed , which permittedWalter Johnson to make a circular flight over ConcklynField near the Binghampton Fairgrounds on October11 , 1910. This successful exhibition flight was thetenth flight for test pilot Johnson.

The following month Thomas and Johnson accompanied by a mechanic, trucked the airplane to Rochester,New York where Johnson made demonstration flightson November 3 and 10, 1910. Concurrent with theseflights at Rochester, William and his brother, Oliver,witnessed the International Air Meet at Belmont Park,New York. The month of December 1910 saw Thomasagain at Bath, New York where the airplane was fittedwith a single rear elevator. Flights were made over thewintry countryside from Burleson Field near LakeSalubria. On January 27 , 1911 Walter Johnson, flyingfrom the frozen surface of the lake and with only the22 hp Kirkham engine for power , carried FlorenceScrafford as a passenger. During this period a furthermodification of the machine was made to a twin rudderconfiguration, which allowed greater control in flight.Early in March, Thomas, Johnson and Gene Bell ,their mechanic, departed for Morgan City, Louisianato further continue their exhibition flights in a warmerclimate. A ballpark had been reserved in Morgan Citywhich proved too small upon examination, and the demonstration was moved to a larger field where all wentwell until Johnson crashed into a stump on landing.Repairs were minor, allowing time for a circular flightthe same day to save and assure the success of thedemonstration .A second demonstration at Houma, Louisiana produced a second crash into a fence on landing. Again,


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Pilot Fred Eells and Earl Beers standing right rear behindwhat is probably an 80 hp irkham engine. This plane was Pilot Fred Eells W T Thomas with arms crossed and Earlflying in 1911. Beers by prop pose with the plane with which an endurance

flight was achieved on October 31 1912.


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ERIC BALDWIN AND HIS

Story and Photos y Timothy L TalenEAA 8615, AlC 1616

P.O. Box 920Cottage Grove, R 97424

Eugene, Oregon's Warbirds n action!Eric flies with Tom ochrane (EAA151870, AlC 5504) n his Stearman PT-13,N4661 M and Grant Cochrane and hisStinson L-5B.

World War II brought about numerous designs forprimary trainers such as the Navy N3N and BoeingStearman biplanes, and the low-winged monoplanes

continued efforts to preserve a fine aircraft. Unfortunately, a slight miscalculation terminated the summer flying and left four rather evenly spaced holes


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ricand his pride and joy.

But shortages of the Ranger engine conspired to bringabout the two radial engine models - the M-62B whichfeatured a 165 hp Warner (the approximately 150 thatwere built were exported to South American countries- are there any left?) - and the M-62C or PT-23which had the Continental 220 hp radial engine.The PT-23 accounted for 1126 aircraft and theywere built mostly by Aeronca, Howard , St. Louis, andFleet - Fairchild apparently only built three ofthe -23s. Eric's PT wa built by Howard and bears theserial number HO-437. Though there are severalhundred of the PT-19 and -26 variants flying, thereare only about twenty of the PT-23s flying.The first step in getting Eric's PT-23 back in thesky was a thorough appraisal of the damage and fortunately there was nothing too serious. The prop wasimmediately dispatched to its maker, Ole Fahlin, whorepaired the damaged tipping, scarfed in new woodon the trailing edge (carefully matching the grain )and sent it back with such a modest charge that onemight suspect that repairing one of his own propellersis a labor of love. Next, the center section and wingpanels were brought to the author's restoration shop,the a g ~ o o d Refactory, and the damaged sections of

the all-wood wings were patched and recovered withfabric. All the while Eric was manning the sander,smoothing patches, filling with dope, and preparingthe entire aircraft for fresh paint.Eric chose a basic military style paint scheme morein keeping with the PT-19s and -26s - blue fuselagewith yellow wings and tail, red and white rudder, wingstars and squadron numbers on the sides - not authentic, as most -23s were all silver - but very appealingnonetheless. The choice of 23 for side numbers wasreally quite easy and serves to help answer the mostoften asked question , Which PT is this, anyway?Now happily back in the sky, Eric and his PT areanxiously awaiting the warmer days for open-cockpitflying and a f w sorties in the sky with other membersof the Oregon Antique and Classic Aircraft Club. Alsoon the calendar will be the Oregon Antiquer's Fly-Inover the Fourth of July weekend.

These fine antique/warbirds are representative ofa bygone era, and while proudly and silently they flywith their colorful pasts, for Eric, and many others,they continue to be faithful and worthy machines tomeet today's challenge in the sky.


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STINSON MODEL 10a super machine

By Eugene SoperGene Soper s 1940 Stinson ModeJ 10 with a Lycoming 0-290Afor power.and super revved to 3,000 rpm to make 75 hp j but the


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The move to Henley Aerodrome for assembly on a cold dayn January

struments and radio from Laverne Tegland in Lynden,Washington, in March of 1973. I started gathering uppieces here and there such as a windshield from California; two lift struts from Billings, Montana; an engine mount from Coeur d'Alene, Idaho; engine and propfrom Lewiston, Idaho; a nose bowl from Missoula, Montana; and a homemade spar from Spokane, Washington, etc., etc.

t took me six years to put the little bird back inthe air. t was not that bad a job. I just had lots of interruptions, like working on highway construction, adivorce, three moves and working the air show circuiton weekends as a barnstormer and air show announcer.If I had known how good it was going to tum out, Iwould have hurried a lot more. I did have a lot of helpthough and much more moral support. Like the weekendI came home from a paving job in Montana to find thatmy very good friend , "Skeeter" Carlson and his wife,Doris, had not only located a piece of spruce but hadwhittled it into a spar and put it in the left wing forme. All I had to do was pull the cover back down andput on the tapes. Now, those are real friends indeedThen there was my son, Steve of s & S Aircraft"fame who let me use his shop and pressure pot to shootall the color, and in January at that. Do you know howcold it is in north Idaho in January? Another helperwas Steve Wolf, the other half of s & S Aircraft"who laid out and masked , freehand, the Stinson l o ~on the tail. This guy is a real Rembrandt. And I have alady friend who understands airplane people (and Iknow a few who don't. Thanks to "Whimpy" Redfern

Cherokee baffiing, formed one eyebrow over the crankcenterline to accommodate the starter ring and presto. one modified Stinson "10" What a fine little airplane, quiet and roomy. t ha s a jump seat crosswaysbehind the pilot for a third person and excellent forgrandkids.I put on a PA 22-150 muffier, and the guys at Henley Aerodrome call it my electric airplane. They canhear the prop going around but cannot hear the exhaust. t has a 20 gallon fuel tank in the right wingand a 15 gallon tank in the left wing with a selectorvalve, so my fuel tests came out quite accurate. We bum

6 1 ~ gph on take-ofT and climb, and 5.73 gph duringCruIse. At 24" hg and 2400 rpm it indicates 110 mph.I 0gure 100 mph block to block on a trip to Boise, 300mIles at 10,500 '/9,500' and do it on 17+ gallons. thas a full panel (no empty holes) of an odd assortmentof instruments such as T & B, sensitive altimeter, DG,magnetic compass, remote magnetic indicator, (Confucious say, Man with one compass knows where heis headed; man with three compasses never really sure"),M.P., recording tach, EGT, oil temp, oil pressure, eightday clock and key start mag switch. The RMI trans-mitter and inverter as well as the 35 AH battery aremounted well aft in the fuselage for weight and balance purposes , and I still had to add 17 pounds oflead in the tail to achieve "0" trim at cruise settings.Empty weight ended up at 1154 pounds, but whata fine bird. With the flaps and slots it will almost flyitself. t will climb so steep you can't begin to see overthe nose. I think it is nearly impossible to spin. Withpower ofT, I have held the wheel all the way back tillmy arms hurt and all it does is porpoise and pitch ina steady, slow oscillation. I think a guy could go allthe way to the ground like that and still walk awayfrom the garbage.I am not much of a "black box" man, but I did putin a "Bayside 990", 90 channel comm. radio, to giveme access to the few tower controlled fields we have inour area. Since I tried to keep it as near to authenticas practical, I painted it the original scheme with fleetyellow and dark blue trim . The tower says they can seeme nearly as far as they can hear me - hmm - maybemy radio is not so good after all . . . oh well

Steve Wolf did the artwork on the tail.


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FARMAN LONGHORN - Designed by Maurice Farman inFrance before WW I the British rights to the design wereobtained by George Holt Thomas, owner of the Aircraft Manufacturing Co., Ltd., later to become famous as the producerof the designs of Geoffrey DeHaviliand. The Longhorn became the standard British training aircraft in the early yearsof the War.

R.A.F. BE-2c - The BE-2c was a development of a pre-Wardesign from the Royal Aircraft Factory. Used for reconnaissance and occasional bombing attacks early in the War, theBE was outclassed by the Fokker monoplanes in 1915 andbecame the unhappy victim as Fokker fodder . However,in Home Defense duties it was used in shooting down fiveGerman airships.

FARMAN SHORTHORN - The Shorthorn was a redesign ofthe Longhorn and was entered in the Military Trials competition in 1912. It had a longer nacelle than the Longhorn andthe forward elevator structure was removed. Although usedbriefly in an artillery spotting role, it reverted to servicewith the training squadrons.

SOPWITH CAMEL - Taking its name from the hump causedby the twin-Vickers gun installation the Camel with theSE-5, was one of the principal British fighters in World WarI. From July, 1917 until the end of the War the Camel accounted for 1,294 enemy aircraft. A total of 5,490 Camelswere built.

THE COST OFFLYING CIRCA 1917Editor's Note: This literary gem appeared in The Tailspinner newsletter of the Auckland Aero Club, Inc.Ardmore, New Zealand, and was submitted by PeterStrombom, EAA's General Manager. The photos of theaircraft types involved are from the George Hardiecollection.

The following monthly summary of accidents wasdredged from the December 1917 records of the RoyalFlying Corps.

part of the pilot in not being able to control a machinewith a wide speed band of 10 mph between top speedand stalling speed.e. Whilst flying in a Shorthorn, the pilot crashedinto the top deck of a horse-drawn bus, near Stonehenge.f. A BE-2 pilot was seen to be attempting a bankedturn at a constant height before he crashed. A graveerror by an experienced aviator.Unavoidable Accidents2. There were 29 unavoidable accidents:


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I

In the 1920s and 1930s mail carrying flights werebecoming more common with several different types ofaircraft used. A favorite card subject was the routesflown by those pioneering airmail pilots, and thosecards are very popular among today s collectors. Theones really sought after are those showing the routesflown by specific aircraft.

Charles Lindbergh was the most popular aviator ofthe day and many types of items were made to commemorate his solo flight from New York to Paris. Manyof these were post cards and they covered just abouteverything he did in the field of aviation. I have cardsthat show him with his mother, working on his Whirlwind engine, bust views, and one taken when he flewhis Spirit of St. Louis to Milwaukee, Wisconsin.Also, there were many first day commemorativeissues covering Lindbergh s flights after his 1927 transatlantic hop. Some of these were airmail flights. Thesecommemorative envelopes are usually identified by theRyan airplane stamp and the horseshoe symbol stampedon the cover. These are choice items for collectors ofLindbergh memorabilia.Cards showing the large flying boats are also veryinteresting pieces. They are usually shown in flightor just as they are lifting off the water. The ChinaClippers were very well illustrated through the promotional campaigns of Pan American Airways. The hugeDornier DO-X was an internationally known Germanflying boat powered by six tractor and six pusher engines totaling about 7200 hp. It seated about 150 passengers plus crew members and stowaways. Its top speedwas about 134 mph.

Because of the large number of aircraft producedin Germany, aviation post cards from that country arepopular collectors items. Lufthansa Airlines producedsome cards depicting their Junkers Ju-52 both on theground and in flight. Examples in my collection arephoto cards and the old 1930s elite style of German writing on the back sides is as interesting as the photosthemselves. For the record, Adolph Hitler used Ju-52sfor personal transportation for himself and his staff.Airlines from the 1930s to the present have beenvery promotion-minded in competing for the flying public, and a favorite method has been through the useof post cards. A prime source for such cards is gift shopsin airline terminals. My airline card collection includesthe Boeing 247, DC-3, DC-6, DC-7, the elegant Stratocruiser, Constellation, and about every other type ofairliner flying. The cards produced during the jet ageutilize beautiful color photography and many are highlydetailed. My two sources for such cards are airportsand flea markets, and they are cheap to buy.


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Foreign countries produced many fine cards of theirfighters and bombers. Examples include Great Britain'sHurricanes and Spitfires and Germany s Junkers ,Heinkels and Dorniers. t would be very difficult tocollect vry card from these countries as few actuallygot to the U.S. and many were destroyed during the war.I rejoice each time I acquire one of the foreign airplanecards.

During WW II many cards contained humorous messages in an effort to bolster morale. Many were rathercorny such as one I have depicting two mechanicsworking on an aircraft engine, one using a bellows onwhich is inscribed Insect Powder , and the other shownwith pliers in hand . The card is titled Getting the BugsOut . Other cards show a dog in motion acting out suchaeronautical terms as tailspin and side-banking .A very desirable set of cards is the Keep 'Em Flying series showing all the different WW II trainers,transports, fighters and bombers. Also included in theset are many of the military airfields in use at the time.Do the names March Field, Mac Dill Field or RandolphField stir a few memories?With the advent of the jet age after the war, postcards continued to be produced with such subjects asSabres Thunderstreaks, Shooting Stars, B-47s, B-45s,B-52s, etc . flown during the Blow Torch Er a. Thesepost cards are plentiful and very colorful. I have a vastcollection of cards from this era and they are relativelyinexpensive to collect.The '50s and '60s saw many types of rotorcraft shaping the history of our country in both civilian and military roles. Their duties in the Korean and Vietnam conflicts included those of troop carriers, delivering supplies, observation, and gunships. Post cards depict allof these subjects and even some of the experimentalmachines which never made it to the production stage.In addition to photos of the helicopters, many of thecards include the specifications and duties of themachines.The lightplane industry has provided many subjectsfor post cards. Aeronca, Beech, Cessna and Piper havebeen very active in promoting their products via cards.Some cards in my collection include detailed data onthe plane including the selling price . These cards werefor promotional purposes and handed out free by manydealers. Interestingly enough, they are highly soughtby collectors because they apparently were of limitedquantity. The major airframe manufacturers still produce such cards today.

Museums are wonderful places to start post cardcollections. The cards are printed in brilliant colorsand usually the photography is outstanding. The EAA


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BORDEN SAEROPLANE ROSTERSFROM THE 1930 S

Article Number 23, Poster Number 9, Series NumberBy Lionel Salisbury(EAA 114523)Seven Harper RoadBrampton, OntarioCanada L6W 2W3

THE BELLANCA AIR US


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~ ~ ~

THE BELLANCA AIR BUS

DESCRIPTION O THE BELLANCA AIRBUSMade by the Bellanca Aircraft Corporation at NewCastle, Delaware , the Airbus is the largest singleengined transport. It seats a pilot and 11 passengerswith space for 1,075 pounds of baggage and gasolinesufficient for 700 miles of cruising. t is offered withtwo types of engines as indicated below.SPECIFICATIONS: (Geared Conqueror and direct Cyclone powered, respectively)Span - 65 ft.; 65 ft.Length Overall - 40 ft., 8 in.; 42 ft., 9 in.Height Overall - 11 ft., 6.5 in.; 11 ft., 6.5 in.Wing Areas - 652 sq. ft.Curtiss-Wright Conqueror - 600 hp; Curtiss-WrightCyclone - 575 hpWeight Empty - 5,490 lbs.; 5,155 lbs.Payloads - 2,573 lbs.; 2,945 lbs.

Standard equipment includes starter, brakes, navigation, cabin and instrument board lights, individual heaters and ventilators to each seat, air speed indicator,bank and turn indicator, rate of climb indicator, clock,magnetic compass, and all engine instruments.

The fuselage is of welded chromemolybdenum steeltubing with vital members of extremely large size. Therear section is braced by tie rods. The wings are semicantilever in type. The upper wings are of wood. Thelower stub wings and auxiliary wings are built entirelyof chromemolybdenum steel with double tie rods throughout. Covering is of fabric. The lower stub wings formpart of the landing gear structure. Low pressure balloon tires and two oildraulic struts on each wheel arestandard equipment. All controls operate on largediameter oil-less bronze hinges. Control bearings areequipped with Alemite lubrication. Slot-balancedailerons provide lateral control at speeds below stalling.


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LETTERS TO THE EDITOR

May 14, 1982W Brad Thomas, Jr.301 Dodson Mill RoadPilot Mountain, NC 27041Dear Brad:

t was good to see you down at Sun 'n Fun and havean opportunity to visit with you a bit. We spent twoweeks in Florida and then returned home to morewinter.

For some time we have been discussing your pro-posal in the March 1982 VINTAGE AIRPLANE whichwas an extension of Paul Poberezny's proposal in theFebruary 1982 issue of SPORT AVIATION. While ourreaction was negative at the onset, we felt that weneeded a wider range of opinion from our membershipprior to our response to you, Paul, and the FAA. Wenow have a consensus adequate to respond.While the EAA proposal has some merit on the sur-face, it opens up a Pandora's Box that would have aripple effect for many years. First we all know thatinsurance rates on experimental aircraft are higherthan rates on standard aircraft. There goes the moneysaved on the annual for more insurance premiums.What about liability that the owner/seller assumeswhen his handiwork is passed on to a buyer?How about the costs of subscribing to the AD Notesservices to be sure that your airplane is up to par onthe past and current AD Notes? Some more money thatyou thought you had saved.How about the resale value of your airplane whena potential buyer starts asking questions about howit was maintained in relationship to FAA Regulationsand while the seller may have done a great job, he maynot be up to knowing the current FARs. After all theA&P and IA have to spend a lot of time learning andkeeping up with the FARs and AD Notes.What about the owner who wants to use his antiqueor classic in a commercial manner? The Standard cer-tificate is of great value here and surrendering it tosave a few bucks on A&P and IA inspections is ratherpennywise and pound foolish, wouldn't you say. S.T.C.approvals aren't that difficult if you have the A Pbackground to get them done.Those who have the mechanical ability and ex-

May 14, 1982Mr. Paul Poberezny, PresidentExperimental Aircraft Assn., Inc.P.O. Box 229Hales Corners, WI 53130Dear Paul:Enclosed find a copy of our letter to Brad Thomasof the Antique/Classic Division.We regret we can find no common ground to workwith you folks on this matter. In fact, many of thosewe have discussed this with have felt your proposalpresents a real danger to the future values of antiqueand classic airplanes not to mention other assortedproblems that will assert themselves IF it comes topass.We would urge you to reconsider this matter verycarefully. The present FAR system is quite protectiveof our very valuable STANDARD CERTIFICATES.Nothing will be gained by changing what we now haveand very likely very much can be lost.Frankly Paul, I don't think your Antique/ClassicDivision has enough hair on its chest yet to make thiscome to pass and you can be sure we will do everythingwe can to prevent it.Yours truly,Bob Taylor, President

Antique Airplane Assn., Inc.May 18,1982Mr. Robert Taylor, PresidentAntique Airplane Assn., Inc.Route 2, Box 172Ottumwa, IA 52501Dear Bob:

Thank you very much for your letter of May 14. I amsorry that you have taken the attitude you have. At notime has anyone suggested that the standard categoryof antique and classic aircraft be changed. e are talk-ing about the FAA issuing an Airman Repair Certifi-cate to the restorer of that one particular airplane, giv-ing him credit for the fine work which the majority ofthe antiquers do in rebuilding and maintaining theiraircraft

e have some 137 letters from antique people askingus to support this idea. This has been going on for quitea number of years, with the usual statement that today'sA&Ps are not familiar with the older aircraft. You'veheard the story before. I cannot see why you don't wantto give credit to these fine craftsmen.I also would like to point out an error in your thirdparagraph to Brad Thomas, where you write First ofall know that insurance rates on experimental aircraftare higher than rates on standard aircraft . This isnot a true statement. You can buy insurance for a home-


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ship for many, many owners, the Officers and Board ofDirectors of the Antique/Classic Division feel it is neces-sary to publish your letters in their publication. Youhave now made known you will oppose any effort. Thoughmuch work has to e done, the F is very cooperativeand will listen.Sincerely,

EXPERIMENT L IRCR FTSSOCI TIONPaul H. Poberezny, PresidentLifetime Member 19E Lifetime Member 1Dear Gene:I received my copy of the May 1982 issue of VIN-T GE IRPL NE several days ago, and was pleasantlysurprised to find the Stinson featured on the back cover.If you could provide me with Ted Koston's address , Iwould greatly appreciate it . I want to bug him for aprint or borrow the negative.At the time this picture was taken N18425 wasowned by a business woman who purchased the air-craft new and utilized it in the pursuit of her publish-ing business in and around the Pittsburgh area. In thepicture I notice a small stepping stool under the rightladder. This was used in aiding her egress and ingressfrom the cabin. In addition, the right ladder still ex-hibits the 4 wide steps which allowed the use of highheels.The only log book in my possession which coversa portion of Pilot C H. Curry's employment indicateshe did a very meticulous job of record keeping. The logskept by subsequent owners left a lot to be desired.

I t is the only 9F flying that is equipped with theoriginal bump cowling and wheel pants . John Neu-meister of Sussex, NJ spent several days as my houseguest recently in order to make a fiberglass mouldof a section of the cowling. He made an extra onewhich we shipped to Stuart Peterson in Boise , ID.Someday, these 9Fs will also sport a bump cowl. Theoriginal pants and cowl on these birds were made withgrade SO aluminum and they require a lot of TLC.Best regards,Jonsey Paul(EAA 36793, AlC 145)14418 Skinner RoadCypress, TX 77429Ted Koston s address is: 38 Le Moyne Parkway, OakPark, IL 60302.JUST PLANE TOMMYContinued from Page 11)

Their next exhibition was at Erie Beach on June 9,

and was used extensively at the aviation school at Bath,New York. Walt Johnson made over 1,000 flights be-tween January 15 , 1912 and April 1913, carrying stu-dents at the school. This was the first school charteredby the New York State Board of Regents.The earlier plane with the four cylinder Kirkhamengine was modified as a preliminary trainer havingbeen rebuilt for dual instruction . Many exhibition flightscontinued around the New York area. At Sylvan Beachnear Syracuse, the TA was flown, after being broken -it was only natural for the Thomas machine to be in-cluded for its share of honors.

Pilot Walter Johnson and Earl Beers demonstrate the man-ner of seating in which pilot and passenger endured the coldto establish the endurance flight on Halloween, 1912.

Johnson, flying a TA model converted to a larger65 hp engine, and with a school mechanic as his pas-senger , established an American endurance record ofthree hours , 51 minutes, 15 seconds at Bath , New York.The flight was between Bath and Savona, New York,a distance of 235 miles . The passenger weighed 150lbs. This weight factor was a requirement by the Ameri-can Aero Club, under whose supervision the flight wasmade. Termination of the flight was not caused bymechanical trouble but by the blustery cold winds ofOctober, forcing these two to land early that Halloweenevening.


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M I ~ M I I I ~ I S ~ PRO ~ J T SThis section of The VINTAGE AIRPLANE is de':icated to members and their aircraft projects. e welcome photos along with descriptions, and the projectscan be either completed or underway. Send material to

the editor at the address shown on page 3 of this issue.

Sam Rinaldo and his 1936 Taylor J-2, NC16360.Dear Gene:Enclosed are photos of my Cubs . . . one a 1938 PiperJ-3, NC22726, SIN 2696 which rolled out of the factoryon 12122/38 I t has been active most of the time since.The airframe has 3955.30 hours to date, and is on thethird engine. A 50 hp Franklin was originally installed,then a 65 hp Lycoming and now it sports a Continental65. I began this restoration in July 1977 and finishedit in June 1979.

The other plane is a 1936 Taylor J-2 which wasmanufactured 5/9/36 at Bradford, PA. It was originallyNC16369, SIN 589, but now carries NC16360. The planewas dismantled in 1946 and put in storage when itsowner, a field representative for Franklin Engines,was transferred to Stinson Aircraft to work with theengineers regarding Franklin installations.When I acquired the J -2 in April 1977 the originalN number was not available so I took one as close toit as possible. This restoration was finished July 29,1980 and for awhile I was working on both planes atthe same time.I have known the J-2 since it was new. I first flewit in 1943 but it took all these years before I couldacquire it. For several years I instructed at the very

1938 Piper J-3, NC22726.field where it was stored, and could see the fuselagehanging from the rafters. When I got it, it was in quitegood condition. t still has the original ContinentalA-40-3 engine, SN 652. In fact the entire aircraft isoriginal, including the prop.

The only change I made was the installation ofbrakes for the sake of safety, as we have a lot of crosswinds at some of the fields in this part of the country.I was fortunate in acquiring all the papers and logbooks for the J-2. The logs show 900 plus hours, airframe and engine, including the 25 hours I have puton it. I don t know how many more hours I can flybefore I can t pass a physical as I am 72 years old, butuntil then I will keep 'em flying.It would take too much space to list the names ofall the people who helped in so many ways in therestoration of this aircraft, but they know who theyare. I shall always be grateful to each and everyoneof them . Sincerely,

Sam Rinaldo(EAA 43793, AlC 2589342 Maple StreetOneida, NY 13421


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MYSTERY PLANEHere's one for the aircraft airplanefans. This picture was on a post cardacquired by Norm Petersen, EditorialAssistant, a native of Minnesota. I tappears to be an early Curtiss Pusher - note the wings are single - sur

face covered. The airplane has all thecharacteristics of a genuine Curtissexcept the engine and fuel tanle Notethat it appears the pilot evidentlycrashed through the fence in thebackground and came to rest in thecorn field. Note that the lower righthand tail boom is broken. Mystery- where and when was the phototaken and who was the pilot? Responses will be mentioned in the September 1982 issue of The VINTAGEAIRPLANE

The Mystery Plane in the May issue is a Taubman LC-13. The photo wassupplied by Ted Businger, Willow Springs, MO who states it was taken ateither the Mid-City Airport, Hudson, OH or Slim Honroth's strip at Northfield, OH. On page 44 of John Underwood's 1974 edition of The Vintage andVeteran Aircraft Guide he writes about the plane: Derived from a 1929 design by V C Babcock, the Taubman LC-13 was built in 1930. Productionfailed to become a reality and only two examples were completed. The 1941artlett Blue Zephyr was an unsuccessful attempt to market the craft.The May Mystery Plane was correctly identified by C Windsor Auten, Belmont, CA who stated it had a number of new design features, including wheelbrakes and the tailwheel was mounted in the rudder and thus was steerable.The wings contained windows for pilot visibility downward, and the fuselageback of the cockpit was triangular in shape with the single longeron on thebottom.

CALENDAR OF EVENTSJULY 2-4 - CRESWELL, OREGON - 2nd Annual Oregon Antique &Classic Aircraft Club Fly-In at Creswell Airport . For informationcall 503/895-3859 or -2913. Write OACAC, P.O. Box 613, Creswell ,OR 97426.JULY 3-4 - SUSSEX, NEW JERSEY - Flanders Valley EM Antique/Classic Chapter 7 and EM Chapter 238 Annual Fly-In. Antiques,warbirds, homebuilts, and factory machines welcome. Food, hangarsquare dance and much more. Camping and lodging upon request.Contact Dave Sylvernal, President, One Cayuga Trail, Oak Ridge,NJ 07961 or call 201/697-7248.JULY 3-5 - BLAKESBURG, IOWA - Aeronca Fly-In at Antique Airfield. For information contact Augie Wegner, 1432 28th Ct., Kenosha,WI 53140.JULY 1G-11 - ALLIANCE, OHIO - Annual Taylorcraft Fly-In/Reunionsponsored by Taylorcraft Owner's Club and the Taylorcraft " OldTimers" . Factory tours, many activities. Contact Bruce Bixler at216/823-9748.JULY 18-18 - ORILLlA, CANADA - Annual Orillia Convention by EMof Canada. Orillia Airport, 80 miles north of Toronto. Land and sea

AUGUST 8-8 - SHELTON, WASHINGTON - Sanderson Field. SecondAnnual Antique, Classic and Warbird Fly-In sponsored by thePuget Sound Antique Airplane Club, EM Antique/Classic Division9. Arrive on Friday, Public Display Saturday, dinner Saturday evening.Fly-a-way breakfast on Sunday. For information contact Fred C.Ellsworth. 17639 SE 293rd Place, Kent, WA 98031. 206/631-9117.AUGUST 8-14 - SAN ANTONIO, TEXAS - International Cessna 170Association Annual Convention. Contact John D. Benham, 12834Dovetail , San Antonio, TX 78253.AUGUST 9-14 - FOND DU LAC WISCONSIN - Annual InternationalAerobatic Club Championships and Convention . Contact lAC, P.O.Box 229, Hales Corners, WI 53130.AUGUST 15 - WOODSFIELD, OHIO - Air Show at 1:30 p.m. at MonroeCounty Airport. Phone 614/472-1882.AUGUST 2G-22 - VANCOUVER, WASHINGTON - Northwest AntiqueAirplane Club 23rd Annual Fly-In and Air Show at Evergreen Airport . Excellent camping, spaghetti feed August 20, breakfasts ,awards banquet and dance Saturday. Contact Jim Rosen, 314 S.E.118th Avenue, Vancouver, WA 98664. 206/254-6606.

Classic owners


26/28

Interior looking ahabby?J

Finish it right with anairtex interiorComplete interior assemblies for do-it-yourself installation.

Custom Quality at economical prices. Cushion upholstery sets Wall panel sets

Headliners Carpet sets Baggage compartment sets Firewall covers Seat Slings Recover envelopes and dopesFree Catalog of complete product line . Fabric Selection Guideshowing actual sample colors and styles of materials: 3.00.

t .,.;r lrex products, inc.259 Lower Morrisville Rd , Dept. VAFallsington, PA 19054 (215) 295-4115I V S- I

THE VINTAGE AIRPLANEADVERTISING RATES1 Issue 3 Issues 6 Issues 12 Issues1 Page 175.00 165.00 150.00 145.001/2 Page 105.00 100.00 95.00 90.001/3 Page 95.00 85.00 80.00 75.001/4 Page 70.00 65.00 60.00 55.001/6 Page 60.00 55.00 50.00 45.00

1 8 Page 50.00 45.00 40.00 35.00Rates are for black and white camera-ready ads.

CLASSIFIED RATES: Regular type 45c per word;Bold face type - 50c per word; ALL CAPS - 55cper word. (Minimum charge - 7.00. Rate coversone insertion, one issue.)COMMISSIONS: N on-commissionableFor additional information, including color ratesand required ad sizes, contact:Advertising Department

The VINTAGE AIRPLANEP.O. Box 229Hales Corners, WI 53130

414 /425 4860

Jacket: Unlined Poplin jacket, features knit waistand cuffs. The gold and white braid trim on aTan body emphasizes the colors proudly dis-played in the Antique/Classic logo.Sizes: X-small thru X-large 28.95 ppd

Cap: Complete the look in this gold mesh hatwith contrasting blue bill, trimmed with a goldbraid . Your logo visibly displayed, makes thisadjustable cap a must.Sizes: M & L (adjustable rear band) 6.25 ppd

CALENDAFl OF EVENTS


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(Continued from Page 25)SEPTEMBER 8-12 - GALESBURG, ILLINOIS - 11th National Stearman Fly-In. Contact Jim Leahy at P.O. Box 1505, Galesburg, IL 61401 ,309 / 343-2119 or Tom Lowe at 623 Kingston Lane, Crystal Lake, IL60014, 615/ 459-6673.SEPTEMBER 11-12 - GREELY, COLORADO - Rocky Mountain Re-gional Fly-In at Weld County Airport. Open to the publ ic , pancakebreakfast and air shows. Contact Bill Marc, 303/966-4396.SEPTEMBER 17-19 - BALTIMORE, MARYLAND - 13th Annual EastCoast Fly-In sponsored by East Coast EAA chapters. Panc akebreakfast, forums , displays, awards. Glenn l Martin State Airport. Contact Gene B'rown , 9026 Hickory Hill Ave., Lanham , MD20706, 301 / 577-3070 or Bob Wallace, 1600 Kittyhawk Rd., Balti more, MD 21220, 301 /686-9242 or 666-3279.SEPTEMBER 24-26 - TAHLEQUAH, OKLAHOMA - 25th AnniversaryTulsa Fly-In co-sponsored by EM AlC Chapter 10, UL Chapter10, lAC Chapter 10 and AM Chapter 2. Will also celebrate the 75thann iversary of Oklahoma statehood and the 100th anniversaryof Tulsa. Contact Cal Bass, 6111 So Joplin , Tulsa, OK 74136.916/494-6906.OCTOBER 1-3 - CALLAWAY GARDENS, GEORGIA - InternationalCessna 120/ 140 Association, In c. Annual convention and fly-in .For info contact Charles Wilson , 567 Forrest Ave., Fayetteville,GA 30214. 404 / 461-6279.OCTOBER 10 - BOLIVAR, TENNESSEE - EM Chapter 763 Fly-Inand Air Show. Contact Billy Whitehurst, P O . Box 376 , Bolivar, TN36006 901 / 656-6262.

AVAILABLE BACK ISSUES1973 March through December1974 All Are Available1975 All Are Available1976 February th rough May, August throughDecember1977 All Are Available1978 J anuary through March, August, Octoberth rough December1979 February th rough December1980 J anu ary, March th rough Ju ly, Septe mberth rough December1981 All Are Available1982 - January through March, May, Ju ne

Back issues a re available from Headquarters for $1.25each, pos tpaid, exce pt the Ju ly 1977 (Lindbergh Commemora tive) issue, whi ch is $1.50 postpaid .

WORLD WAR 1

WORUl WAR I AEROPlAIIES. INC. 1s a tax-exaIPt non-profl t 01 91n1 zatlon founded i n 1961 to bring together build.M. restoreM.scal....odell.M. and nistonans of p ....1919 a.rolllanes ; and to

TM

CLASSIFIED ADSYOUR PIPER project lagging? For a share, eit her I'l lrestore it a lone or we can work together. So. Calif. area .Casual reader , refer to a friend. 213/680-4631 eves.ACRO SPORT - Single place bipla ne capable of unlimited ae robatics. 23 sheets of clear, easy to follow pla ns ,includes nea rly 100 isometr ica l dra wings , ph otos a ndexploded views. Complete parts a nd mat erials list . Fullsize win g dr aw ings . Pla ns plus 88 page Builder's Manu al- $60.00. In fo Pack - $4 .00. Sup er Acro Sport WingDra wing - $15. 00. Send check or money order to: ACROSPORT, INC., Box 462 , Hales Corners , WI 53130 . 4 41425-48 60.FOR SALE - 1931 Curtiss-Wright Junior CW 1 pow ered with Continen ta l A-65. Lice nsed and flying. Contact Barbara Kitchens 404/228-0965.ACRO II - The new 2 place aerobatic tr a iner and spor tbiplane. 20 pages of easy to follow, det ailed plans . Co mplete with isometr ic drawings , ph otos , exploded views .Plans - $85.00. In fo Pack - $4.00. Send ch eck or moneyord er to: ACRO SPORT, INC., P .O. Box 462, Hales Corners , WI 5 130. 4 4/4 54860.

POBER PIXIE - VW powered pa rasol - unlimite d inlow. cost pleasu re fl ying. Big, r oo my coc kpit for th e oversix foo t pilot . VW power insures h ard to beat 3 ;2 gph atcrui se setting . 15 large inst ru ction sheets . Plans - $45 .00.In fo Pack - $4. 00. Send ch eck or money order to: ACROSPORT, INC., Box 462 , Ha les Corn ers , WI 53130. 4 141425-4860.


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Vintage Airplane - Jul 1982

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