Vintage Airplane - Mar 1986

8/12/2019 Vintage Airplane - Mar 1986

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STR IGHT ND LEVELby Bob LickteigAnother Milestone for Sun n Fun

I received an invitation to attend theground breaking ceremonies for the new Sun'n Fun headquarters and exhibition buildingon January 4, 1986. Following a phone callto Billy Henderson to congratulate him, Imade the short trip to Lakeland, Florida. Arriving at the old headquarters building, I wasmet by Billy and his staff with a warm welcome, and a guided tour around the area tosee the improvements and changes madethis past year. The Antique/Classic headquarters building has been moved to thewest for better exposure to the general fly-inarea, and an increase in space for commercial exhibits. The type club headquarters tentmay now be located next to the Antique/Classic building, and aircraft parking hasbeen expanded around the area.The new Sun 'n Fun headquarters andexhibition building will be located west of theold office and with a generous view of theFly-In side of the airport .The groundbreaking ceremonies werehandled by Billy Henderson, Executive Director, and Bill Eickhoff, President of Sun nFun . Dignitaries included State Senator Curtis Peterson; the Mayor of Lakeland, LarryDurrence; Lakeland City Manager, GeneStrickland; City Commissioner, PeggyBrown; Executive Director of the Chamberof Commerce, Duffy Thompson; Chairmanof the Board of the Chamber of Commerce,Gene Engle; and Lakeland Airport Manager,Gary Quill, along with Alan Duncan, LyleFlagg, Marty Faux, Gordon Knapp, all officers of Sun 'n Fun plus Dale Faux, Fly-InChairman, Sun 'n Fun '86. All the speakersin their own way congratulated the Sun n

Ground breaking with Bil l Eickhoff handling the shovel; plus other dignitaries present.Fun officers and directors for their accomplishments and the prestige they havebrought to Lakeland.With the depressed condition of the general aviation industry (new figures just released show another 16.4 percent decline inunit sales), it is refreshing and encouragingto see the growth, progress and enthusiasmmade by our segment of aviation . This isanother example of people with diverse interests from ultralights to warbirds workingtogether, volunteering their time and talentnot only to keep our dream alive but to makeit grow and pre-:;erve it for future generations.Now isn't tli.: what EAA is all about?The EAA Sun n Fun Fly-In, now twelveyears old, has a record of continual growtheach year. For a little background on thispopular event I quote from one of Billy Henderson's articles.

''The fly-in was originally conceived by thehost EAA Chapter 454 of Lakeland. They feltthat an EAA fly-in should contain such ingredients as southern hospitality, education,fun , safety and a family vacation all harmoniously blended together. This concept was soappealing that almost overnight it became acombined effort of many central Florida EAAChapters along with the help of dedicatedmembers from almost the entire nation .In the fall of 1975 organizers felt thail thefly-in should be incorporated to assure itscontinuation and perpetuation in the mannerit was conceived. Its purpose is to provide asuitable location, environment and physicalarrangement for an EAA fly-in Convention.Additionally, its purpose was, and is, to support and promote EAA in all of its endeavors.All officers and directors must be membersof EAA in good standing and agree to acceptno payor compensation for their services.The fly-in is a volunteer organization. It isnot a commercial venture. It was decided byour founders that if the fly-in were to survive,it would have to be patterned after our bigannual event at Oshkosh. All of our volunteers pay registration fees and camping feesthe same as any other guests. All sport andrecreational flyers are welcome at Sun 'nFun, however we strongly encourage that


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t i ~

MARCH1986 Vol.14,NO.3

PUBLICATIONSTAFFPUBLISHER

Tom PobereznyDIRECTORMARKETING&COMMUNICATIONSDick MattEDITOR

Gene R.ChaseCREATIVEART DIRECTOR

Mike DrucksMANAGINGEDITOR/ADVERTISING

Mary JonesASSOCIATE EDITOR

Norman PetersenFEATUREWRITERS

Dick CavinGeorge A.Hardie, Jr.Dennis Parks

EAAANTIQUE/CLASSICDIVISION,INC.OFFICERSPresident VicePresidentR. J. Lickteig M.C."Kelly" Viets

3100PruittRoad RI.2,Box128PortSI. lucie, Fl33452 lyndon, KS66451305/3357051 913/8283518Secretary Treasurer

Ronald Fritz E.E."Buck" Hilbert15401SpartaAvenue P.O.Box145KentCity,MI49330 Union,ll60180616/6785012 815/9234591

DIRECTORSJohn S.Copeland Stan Gomoll9JoanneDrive 104290thlane, NEWestborough,MA 01581 Minneapolis,MN55434617/3667245 61217841172DaleA.Gustafson Esple M.Joyce, Jr .7724ShadyHillDrive Box468Indianapolis,IN46278 Madison,NC27025

31712934430 919/427 0216MortonW.Lester Arthur R. MorganP.O.Box3747 3744North51 stBlvd.Martinsville,VA24112 Milwaukee,WI53216703/632-4839 414/442-3631GeneMorris Daniel Neuman115CSteveCourt,R.R.2 1521BerneCircleW.Roanoke,TX 76262 Minneapolis,MN55421817/491-9110 61215710893RayOlcott John R. Turgyan1500KingsWay Box229,R.F.D.2Nokomis,Fl33555 Wrightstown ,NJ08562

Copyright" 1986 bytheEAA Antique/ClassicDivision, Inc .Allrightsreserved.

Contents StraightandLevelbyBobLickteig4 AlCNewsbyGeneChase5 WelcomeNewMembers6 TypeClubsatOshkosh '85by GeneChase Page168 TedBusinger - AviationHistorianbyDaleGlossenger

1 RestorationCorner/Selecting,BuyingandRetrievingYourTreasureby "Buck"HilbertandRon Fritz15 TypeClub ActivitiesbyGeneChase16 HowardandJerry'sMagicJ-3byDickCavin18 1985MeyersFly-InbyTedBusinger Page182 ViaVintageBird andRVbyLilyDudicz23 VintageSeaplane23 Calendarof Events24 Member'sProjectsbyGeneChase25 Taleof aGrummanWidgeonbyCol.LesterHopper26 MysteryPlanebyGeorgeA. Hardie,Jr.28 Lettersto the Editor Page2529 VintageTraderFRONTCOVER EAA recreates "from HeretoThere. A f i l m i n g ~ = : : : : : i S ; ; : : : : : : ; : : :sessionhadjustconcludedattheEAA Aviation Foundation 'sPioneerAirportatOshkosh,Wisconsin. (PhotobyDickMatt)BACK COVER 1953 Meyers145,N551,SIN216ownedbyCarlR. Schwarz, (EAA753), 17603S .E. 292nd Place,Kent,WA 98031.Photographed at Jim Gaston's White River Resort near MountainHomeArkansasduringthe1985MeyersFly-In.Seestoryonpage18.(PhotobyTed Businger)


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Compiled by Gene Chase

SUN N FUN PARKINGAircraft arriving at Lakeland,FL to attend the Sun 'n Fun EAA Fly-In thisMarch are in for a pleasant surprise.They will all be parked on the same sideof the airport as the Convention.In previous years, aircraft other thanshowplanes were parked across thefield and the passengers were providedbus transportation to the Conventionsite. Expansion of suitable aircraft park

ing areas nearer the site has made th ischange possible.Officials recommend that pilots planning to fly to Sun 'n Fun please read theNOTAMS for information on the specialarrival procedures that will be in effectduring the Convention. The 1986 datesare March 16-22.ULTRALIGHT ASSOCIATION ABSORBED Y EAA

M President Paul Poberezny hasannounced that the M Ultralight Association is being absorbed into the parent organization. The move is beingmade in response to the growing transition in interest from Part 103 ultralightsto very light aircraft licensed in the experimental amateur-built category . . .which is the mainstream of M itself.The separate administrative and accounting functions of the Ultralight Association have been merged into theappropriate departments within EAA;however, little else will change. LI HTPLANE WORLD the Ultralight group'sofficial publication, will continue to provide Part 103 vehicle coverage, along

cal Counselor News" (formerly the "Designee Newsletter") contains technicalinformation for the aircraft builder andrestorer. Six newsletters per year areavailable for $12.00. Write to: TechnicalCounselor News, EAA Wittman Airfield,Oshkosh, WI 54903-3086.A SENTIMENTAL JOURNEY

This well publicized event is shapingup to be the largest gathering ever of asingle family of aircraft. Originallyplanned as a fly-in to honor the contribution the Piper Cub has made to aviation history, now everyone is invitedwho is, or ever was a Cub enthusiast.The dates are July 13-19, 1986 at theWilliam T Piper Memorial Airport, LockHaven, Pennsylvania. Ragwing Pipersfrom the E-2 Cub through the Tri-Pacerand Colt will be judged for several prestigious awards.Accommodations are available atLock Haven University and at severalmotels and hotels in the area. Also ,camping is available at the airport. Theawards banquet will be held Friday, July18.For more information on "A Sentimental Journey to Cub Haven, contactIrving L. Perry, President, P.O. Box J-3,Lock Haven, PA 17745.WORTHY PROJECT

M Antique/Classic Chapter 18's recent newsletter, "The Arizona VintageFlyers," mentions a worthy project of theArizona Council of EAA chapters. Theyare considering spending the profitsfrom the annual Copperstate Fly-In byassisting children of chapter memberswith expenses at aviation-relatedschools, such as buying books, etc.This is a commendable idea whichshould be considered by other groups(non-profit) who find themselves withextra cash on hand.Chapter 18's December meeting included a tour through the ChamplinFighter Museum located on Falcon

1934 London-Melbourne race. The tapewas prepared by a video firm in Amsterdam, Holland, in color and in English.This popular fly-in will be at Burlington, North Carolina, May 2-4, 1986.For details contact Chapter 3 newslettereditor, Ray Bottom, 103 PowhatanParkway, Hampton, VA 23661 , phone804/722-5056.Also from Chapter 3's newsletter,"Antique Airways" was the followingitem: "Among the several world-widecelebrations of the DC -23's 50th birth

day in December was th is odd activityin Holland. According to Harry Gann,probably America's best historian of theDC-3 and many other planes of thepast, the Dutch Dakota Association obtained an ex-Finish Air Force C-47 anda strange plan was agreed on to preserve the plane. It was preapred forlong-term storage in a weatherproofand fireproof hangar, where it will bestored for the next 25 years."In 2010, it will be removed and flownfor the 75th anniversary of the type.Then, after European flights to markthat observance, the plane will be returned to that hangar in Holland, not tobe removed until 2035, when, again, itwill be flown for the 100th anniversaryof the DC-3. Plans are to repeat thesame procedure, but only every 25years, as long as the plane will fly That,according to Gann, could be foreverEAA SCHOLARSHIP SUCCESS

Chad Ahrens (EAA 237223) recipientof the inaugural EANSpartan Powerplant Technician Scholarship awardhas completed the Powerplant Programat SPARTAN SCHOOL OF AERONAUTICS in Tulsa, Oklahoma. After maintaining a 95 percent average throughoutthe program, he scored 96 percent onhis licensing exam . a strong endorsement for both student and school. Hewill continue his SPARTAN educationby completing the Airframe Program.A SPARTAN Education is not limitedto the mechanical. Broad based cur


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WELCOME NEWMEMBERSby Gene Chase

The following is a partial listing of new members who have joined the EAA Antique /Classic Division (through earlySeptember, 1985). We are honored to welcome them into the organization whose members' common interest is vintageaircraft. Succeeding issues of THE VINT GE IRPL NE will contain additional listings of new members.

Thomas, Robert ScottGreenville, TexasDriscoll, Michael C.Milwaukee, WisconsinBenefiel, Calvin R.Morro Bay, CaliforniaGrube, David E.Montoursville, PennsylvaniaBrebner, Robert S.Marquette, MichiganVander Lugt, TunisKentwood, MichiganBlazer III, H. C.Overland Park, KansasDudicz, LeonardHayward, CaliforniaMoore, ArlenSweet Home, OregonFranklin, Harold E.Potsdam, New YorkGlomb, R.M.Laramie, WyomingMaxwell III, Leon D.Calvary, GeorgiaRydholm, RudyDassel, MinnesotaGarramone, MikeAlbany, New York

McCaffrey, William K. Schroeder, AndrewFarmingdale, New York Salem, ConnecticutZonnefeld, M. J. French, GlennWichita, Kansas Middletown, New YorkBaird Jr., H. H. Donaldson, OrvilleWinston-Salem, North Carolina New Holstein, WisconsinKeaton, Sr., James W.Glendale, ArizonaHerr, Paul S.Dublin, IndianaWilson, Lee R.Milford, New HampshireFry, DonMcKeesport, PennsylvaniaFotchman, L.B.Novato, CaliforniaBiros, Dennis G.LaCrosse, WisconsinValley, Frank P.Harahan, LouisianaNisbet, James KennethClarksville, IndianaPowell, JimROiling Meadows, IllinoisBrown, JeffSt. Cloud, MinnesotaBull, Steven W.Valencia, California

Smith, Christopher Z.Tacoma, WashingtonAllison, James R.Yellow Springs, OhioBaxter, DonMarietta, GeorgiaHebert, L. C.Sunset, LouisianaJones, Charles B.Sulphur Springs, TexasDowney, Charles S.Downers Grove, IllinoisWilkerson, JamesBaltimore, MarylandRaburn, Vern L.Atherton, CaliforniaBeltrone, MichaelVernon, New JerseyCanham, Paul H.Norfolk, VirginiaNiemark, HenryNew York, New York

Gwozdz, William R.Berwyn, IllinoisShaub, Robert L.Kennewick, WashingtonReeves, B. R.College Park, GeorgiaPalmer, DaveCraig, ArkansasWilliams, LukeDeland, FloridaHopkins, DavidRocky River, OhioYoakum, JoeFt. Worth, TexasColmer, T. F.Benicia, CaliforniaCarey, Don W.Lompoc, CaliforniaKruppenbach, H. W.Laurinburg, North CarolinaIseman, Robert C.Clearwater, FloridaHume, RexWilliams, OregonCallahan Jr., J. FredCincinnati, OhioKannenberg, JimJackson, Wisconsin


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ypeClubs tby Gene Chase(Photos by Jack McCarthy, except asnoted)

Convention Chairman Tom Poberezny,addresses the Type Club representativesand welcomes them to Oshkosh '85.The various Type Club activities havebecome very popular at Oshkosh eachyear since having assigned locations toset up their individual headquarters.M provides a Type Club Tent in theAntique/Classic area for Type Clubsand other aviation organizations whichwish to be represented at the Convention.This facility affords each group theopportunity to set up headquarters, tomeet with their members and promote

Founder and president of the National Waco Club, Ray Brandly (right) and Club Secretary, Bonnie Borisch, discuss Wacos with two guests.


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Oshkosh

Buzz Wagner (left) founded and runs the Aeronca Lover's Club.e holds several STCs for Aeronca aircraft. John Bergeson (left) is co-chairperson of the Cub Club.


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Tedusing r-

by Dale Glossenger(EAA 189173, AlC 9467)70185 Beach DriveEdwardsburg, MI 49112

As most of us know, some men andwomen were born and fated to becomepilots; others , the good people who re-ligiously tend the winged machines, andsome, bless their hearts and souls, arededicated to recording the facts, featsand follies of the aforementionedpeople. One such gentleman is TedBusinger (EAA 93833,AlC 2333), Rt 2,Box 280, Willow Springs, MO 65793,now retired but still active in his role asa self-taught historian of sorts.I recently had the privilege of spending a couple of days with Ted and hiswife at their modest home. WillowSprings is deep in the Mark TwainForest in the Ozarks and boasts many,many beautiful natural points of interest.Ted, born in 1923 in Wichita, KS , attended several grade schools before hisfamily settled down in Solon, Ohio Gustsoutheast of Cleveland) , and it washere Ted became interested in photography and recording flying machines

Photo by Dale GlossengerTed Businger, holding one o the hundreds o items he had collected and preserved relating to aircraft and flying. Thebook shelves behind Ted are lined withphoto albums full o aircraft photos.

AviationHistorian

and flying events on film. Not on a grandscale at the outset, but a beginning . Hefirst attended a National Air Race atCleveland in 1929 and later at the 1932Cleveland Air Races he took photos ofJim Haizlip's Wedell-Williams racer witha camera he had borrowed from hisgrandfather.A few years later and with little fanfare, Ted started taking flying lessonsfrom a friend , Lou Melter, at the Solonairport. Ted learned quickly and waswell on his way in his efforts to masterthe art of flying. However, with thegrand total of 10 hours of dual under hisbelt, Ted s family learned of his flyingand immediately an aunt put her footdown and demanded that Ted continuehis flying career under the auspices ofher husband who was also a flight in-structor.Now up to this point things seemedto be going well for Ted but that wasshort-lived. About two dual hours laterunder the tutorship of the uncle , Tedwas primed, ready and officially nameda candidate for solo flight and was ceremoniously introduced to a Monocoupe110 Special as the ship he was to soloin


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Ted Buslnge, CollectionValentine Neubaur's "Hummingbird", photographed at Monterey Park, California (Los Angeles) around 1929. The machine sports twogyro discs on top, a prop in front, wings o the ornithopter-type, and the vanes in the wings are adjustable to produce a "parachute"effect. Powered by a four-cylinder motorcyle engine, but not enough hp to fly.

Knowing a good deal about the shortfuselaged 110 and its performance, Teddid the next best thing, wisely and withgreat haste; he departed the field andthe field of pilotage. That, in a nutshell,ended Ted's career of flying, but not hisinterest in aviation.After attending and graduating fromSolon High School in 1941 , the next fewmonths saw the growing shadows ofconflict and Ted, as many young mendid, entered the United States MarineCorps on 6 February 1942. He sawoverseas duty and action on such is-lands as Okinawa, Saipan, the Sol-

omons, Gilberts and Peleliu. It was during his stint on Peleliu he was woundedin hand-to-hand combat, and later discharged in 1945.One interesting part of Ted's tour onSaipan was while his unit; the 5thJASCO, was attached to the 2ndMarine Division. Rumor flourished onthe island that Amelia Earhart's Lockheed Electra had been at Aslito Fieldand just one month later, there was nosign of the aircraft, except a few, unmistakable physical signs that the Electrah d been there. For whatever reasons,there never was an official explanation

of this oddity.Another highlight in his tour onOkinawa was during July, 1945 when aMarine Major gave Ted a ride in aGrumman F7FN nightfighter. Ted re-calls it was one of the most exhilaratingevents in his military career: the twinP&W R-2800 radial engines pulled theunder-publicized Tigercat nearlystraight up to an altitude of nearly21,000 feet before leveling off. His comment was: "Talk about a wild ride "After discharge, Ted's civilian lifeconsisted of attending several colleges

(Continued on Page 14


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Restoration CornerEditor s Note: This is the second inseries of articles pertaining to the restoration of antique and classicairplanes. The subject matter will rangefrom selecting project to test flying thefinished product.Officers and directors of the Antique/Classic Division have accepted the responsibility for many of the articles, butcontributions will be provided by othersas well. As the series progresses, ifreaders wish to share their ideas,techniques, etc. they are encouragedto do so. Just because subject hasbeen presented doesn 't mean the matter is closed. We plan to publish supple

mental information on the various subjects and we look forward to readerinput.Some of the material present may beold hat to those who have been in thevintage airplane hobby or business formany years, but newcomers have tostart tground zero and this informationcould be the basis for manual of sortswhich could be referred to for years tocome.Even with the years of experienceand tremendous amount of talent ofmany members, it's most likely thateveryone will learn something new fromeach article. Please let us hear from youwrite to Gene R. Chase, Editor, THEVINTAGE AIRPLANE, Wittman Airfield,Oshkosh, WI 54903-3086.

Selecting nd Buyingby E. E. "Buck" Hilbert(EAA 21 , N 5P. O. Box 145Union, IL 60180

to be taken into your family. If adoptedand started on the road to recovery itcould be made useful and grand again,to make someone happy. It could teachone of the kids "how to do it" and maybelearn to fly, and to spark the "airplanedisease bug" in the old man.First, let's look at the plane's registration. It indicates the registered owner isWilliam G. Pilot and he lives right nearhere in Whyville on Do llar Street. Let'sgo home, look him up in the phone bookand see if we can possibly talk him outof it.Mr. Pilot's wife says she's sorry, butMr. Pilot isn 't in . She suggests youleave your name and number and shewill have him call when he comes in.You oblige and sure enough , afteryou've nearly forgotten about acquiringthis project you get the call. Mr. Pilot'sstory is a familiar one. Either his wifeobjected to his flying because it madeher a nervous wreck, or he lost his medical, or he couldn't afford the annual, orwhatever, but he is will ing to sell for aprice Lo and behold that price is equitable to what you had in mind. So thenext move is up to you. Now where doyou begin. First you tell Mr. Pilot thatyou want to look a little more before youjump, and he agrees to meet you at theairplane on Tuesday.Great Next we line up our friendlymechanic to inspect the plane on Tuesday to tell us whether we have a gooddeal or not. A slight problem ariseswhen we learn our mechanic and hisfrau are off to Cancun for a little frolicin the sun and surf and won 't be backuntil a week from Saturday. Oh well, BillBangup is a mechanic and he'll help mewith this. Ouch for fifty bucks plusexpenses he will The heck with him, I'll

hand experience. Love can cause oneto overlook faults and problems thatcould be seen instantly if one wasn't ina fog. So, if you have my problem, alove affair for every airplane I see, youcan really get yourself into a pickle barrel.Your best bet is to pay MechanicBangup who at least has enough senseto try to make his business pay. If youhave a hang-up on a particular airplanebecause it's pretty, or you ve conjuredup an image in your mind that it's theperfect airplane for you even thoughyou've never flown, ridden in, or workedon one, maybe you'd better see youranalyst and take his advice. You shouldat least investigate the characteristicsof the machine, talk to knowledgeablepeople who have had experience withone, before you delve any further intoyour pocketbook.If you'd decided you can't live withoutit and you 've convinced your family andthey're as enthused as you are, and thekids think its gonna be neat to have anairplane in the garage, and everybodyyou know is pushin' you into going forit, then do itBefore Tuesday, ask Mr. Pilot to bringall the paperwork with him. This shouldinclude the registration and airworthiness certificates, the engine logs, thepropeller and aircraft logs, the FAAForm 337s showing any major repair oralterations, the weight and balance papers, Owner's and Operator's Manuals,the equipment list and anything else hehas, too. He should have a pretty goodfile on hand . Be sure the chain of ownership is complete, and if possible, before you strike the deal get somebodyin the FAA Aircraft Records Section atOklahoma to check the files and make


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manner and how complete his paperwork is. There may be an underlyingmotive for his wanting to sell. Maybethere is an AD note of major consequence that is overdue, like a spar modwith a time limit on it; or an engine modthat requires splitting the case to pin thebearings, or a major aircraft or enginebulletin that could be very costly andtime consuming.If obvious repairs to the structure arenoted, such as spar splices, tubingwelds, etc., be sure these are coveredby one of the Form 337s that are a partof the records file. If no record exists,you 'll have to convince the IA who'sgoing to sign off your rebuild job to assume responsibility for someone else'srepairs. This may be difficult to do evenif it looks good on the surface. Have Iconvinced you yet that you need aknowledgeable person to fall back on atthis point?When you 've decided that Mr. Pilot ishonest, straightforward and isn't goingto swindle you, then proceed with yourself-inspection routine to assure yourself this project is as represented.Check again on the AD notes. Allowyourself at least twice as much time aswould seem logical for the AD check.Many otherwise competent mechanicshave severe writer's cramp and a typical log entry will read, "All ADs compliedwith through 75-21 " (or some suchdate). You would assume from thatstatement that you needn't concernyourself with anything earlier than thatdate. Unfortunately, many ADs prescribe an inspection of a specific part orarea at hourly or calendar intervals untilsaid part is replaced or permanentlyreinforced. If the compliance statementdoesn't specifically state that the permanent fix was performed, you 'd bettercount the cost of having this done aspart of the purchase price .

Call you local GADO office and askthem to look up the ADs for you . Betteryet take a trip out there and have themmake copies for you , in chronologicalorder and then compare the list withwhat is in the log books. Satisfied?Then you can proceed, knowing the

The cabin/cockpit area comes first.Have raccoons built a home in the fuselage? Have the mice eaten all the insulation out of the side panels or off thewiring? Are the control cables all rustedout? Is the hardware in somesemblance of recognition or is it gone?Is the instrument panel complete or rebuildable?What does the tach read? If it has aprimer, does it leak? Does the engineturn over and are the controls free? Arethe radios over age and beyond thepOint of no return? Pull down the backpartition and look back towards the tailpost. A flashlight will be real handyhere. How does it look? Does the battery compartment ooze corrosion? Arethe control cables intact? Make a noteon your pad for future reference. Satisfied? Then look under the cowling .Look for birds, bird dirt, oil, seepage,fuel stains, frayed hoses and wires .Check the oil. If there is fuel, drainsome. Is there any water in the gas?Are any oil change service stickers tobe found? How do their numbers compare with the logbook and tachometerhour readings? Can you see the enginemount well enough to determine if thereare cracks or deformities? Is thehardware rusted or corroded? Do youlike what you see?That's the real clue. If you don't likewhat you see on any of this then pickup your marbles and walk away. Theycan't m ke you buy it And if you feeldeep down there is just too muchwrong , then take a hike. This goes forany part or piece of the airplane. Sure,money can rectify a lot of wrongs, butyou should have made up your mindlong before this how much you are willing to shell out.An important consideration at thispoint is the dollar value of the finishedproduct. How much will you have tospend to get it into salable condition?How much labor will it take? Does thesimple arithmetic compute? Use yourcommon sense. It may be better to finda plane in license and flying and spenda couple extra bucks to assure yourselfyou have what you want. It's up to you.

edges? Are the fairings in good shape?Shake the elevator and rudder to see ifthe hinges are secure and snug . Arethe bearings or bushings intact? Youshould really be getting into this now,and making more notes on your pad .Do you still like what you see?Stand a few feet behind the plane andexamine the symmetry of the wings andtail surfaces to the fuselage. Do thepieces look like they belong? GreatCome back up the other side of the fuselage and look over the upper surfacesof the wing as you walk up to the trailingedges. Sight down to check for warps.Inspect the ailerons and flaps. Workthem Are they full of hangar rash? Dothey move freely? Shake them Are thetracks, bearings and bushings worn?Don't forget to check the other sidewhen you get there.Check the wing tip for hangar rash .Sight down the wing leading edges. Willthey have to be replaced or requirecosmetic treatment? Keep on going andlook at the wing attach hardware andthe struts. Always check for evidence ofrepairs.As you pass in front of the propeller,look for obvious signs of distress, corrosion, knicks and gouges. Did you lookat the air filter and the cowling whenyou went over the engine? Determinethat the mag switch is "off" then pull theprop through. Do each of the cylindershave compression? Continue your inspection on the other side of theairplane .I have neglected to emphasize theimportance of looking for corrosion. Inan aluminum airplane look for that frostyappearance, or if it's painted pay particular attention to the seam overlapswhere blistering paint will clue you in .Look really hard at the control surfacesand see if they are pock-marked or ifthe paint is frosting off. You can't reallyget inside the structures until you disassemble the parts, but a good look at itexternally will often give you a prettygood idea of what is inside.Don't fail to remove the wing root fairings to check wing attach fittings andthe associated hardware. Do-it-your


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Restoration Corner

and the resultant soggy material will domore damage than an equal amount ofbattery acid.If it's a rag covered taildragger, payvery strict attention to the lower longerons in the area of the tail post. Is thereany rust showing around the attach fittings at the stabilizer? Take your pocketknife or a pick and try to penetrate theareas that are suspicious. If the probegoes into the metal longeron there is amajor problem.On tricycle geared planes, checkcarefully for rust and corrosion in thelowest area of the fuselage. Piper TriPacers have a habit of accumulatingmoisture behind the landing gear support structure tubing which can promotecorrosion.All the discrepancies you've noted onyour pad should be totaled up. Do youstill like what you see? If so then goafter that airplane. Use a little moreleverage on Mr. Pilot and take it fromthere.

urchase riceby "Buck" Hilbert

Let's assume you've already accomplished the selection of the aircraftyou want as your project. You 've hurdled all the obstacles, and you 've lo-cated the ship of your dreams. Nowcomes stark reality. What is the price?"Give me some guidelines. Howmuch should I shell out?" is the mostoften asked question. You ask anyonewho will listen and you'll hear as manyanswers as there are people to ask.The broker who is in this only to makea living and who treats these airplanesonly as potential revenue garners willhave one price. It usually includes amark-up to cover his commissions, ad-vertising, phone bills and whateverother overhead he may anticipate. He

that he was passing his beloved possession on to someone who cares, andI didWhen the opportune time came, theprice was high, much higher than myoriginal offer, which in the light of subsequent events turned out to be agiveaway. But at the time I felt that hehad violated our friendship and I almostdidn't take the deal.Often, the end value of an airplane isits present market value, be it aT-craft,Ercoupe, Mooney, Ryan or what haveyou. A good place to find a starting priceis in the want ads in EAA publications,Trade-A-Plane he Controller AirShow Journal General Aviation Newsetc., and they will give you a good ideaas to the current market value of yourspecific machine.There is an Airplane PricingGuidebook, too, which most insuranceadjusters carry. This book is often updated. In it the values are broken downas to makes and models, engine times,accessories and radios. If there is damage history, the cost to repair and/or re-place parts is listed. Call your aviationinsurance person who will be happy toquote from the book. After all, this is hisbasis for accepting or denying the insurance coverage you pay so dearly for.One disadvantage is that your airplanemay not be listed if it is an antique, orit may be lumped into a category if it'soutside the approved insurability tables.Take the numbers you get, averagethem out if they are from severalsources (and they should be), temperthem with your feelings, desirability andairplane availability. Then you'll haveyour own personal appraisal.What you are willing to pay for theairplane of your choice with the equipment you desire now becomes the finalfactor. Next subtract what has to bedone to put the plane into the conditionyou desire and you'll know what youwant to pay.If it needs restoration, price out theMcessary supplies, such as paint, upholstery and whatever, and then doublethat figure to cover labor. Don't forgetthat you have an investment, too, in

Retrieving YourTreasureby Ron Fritz(EAA 9448, N 33715401 Sparta AvenueKent City, Michigan 49330

After making the decision to purchasea plane, the next step is getting it home.This m yor may not be a task depending on its condition, the distance to bringit home, and the necessary equipmentto transport it if it cannot be flown. Re-trieving a newly acquired airplane is agreat adventure and will provide youwith storytelling material for years tocome.Since retrieving a plane can be aninvolved process it is a good idea todraw from the experiences of otherswho have done this. If the distance tobring it home is significant, it might bea good family adventure as it is verydifficult for one person to attempt it onhis or her own. It can be a very tryingand tiring experience also, so use discretion if the spouse is less than enthusiastic about the whole matter.If the airplane is airworthy and currently in license, the simplest andcheapest way to get it home is to fly it.This is only true, of course, if you havethe time to spare as well as the skillneeded to fly it. Sometimes it will bemore prudent to have someone else dothe flying and pay their expenses. Finding someone to fly your new plane isn'tusually a problem as there is generallya pilot hanging around the local airportwith the time and inclination to do thisfor you. Be careful , though, as there isthe occasional pilot whose ego far exceeds his/her flying ability.If someone else is going to do theflying, make sure he or she is qualifiedto fly the plane and don't hesitate tocheck their qualifications. A lot of logged flying time doesn't necessarilymean a pilot would be qualified to flyyour new plane. Use caution here as itcould save you a lot of money and heartache.


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Photo by Ron FritzA cartop carrier on a Pinto was used successfully to transport this uncovered AeroncaKCA fuselage, wing spars, ailerons and cowling across two states.

f Antique/Classic Chapter 1 members in the Lakeland, FL area built this A-frame tosafely carry this French-built M S 181 from Florida to Jackson, Michigan where EAAChapter 304 members restored it for the EAA Aviation Museum. The frame consistingof 1 x 4s, 2 x 4s and 4 x 4s was carried on a flatbed trailer.if the airplane cannot be flown or youdon t care to take a chance on flying it,then the only other alternative is totransport it home in a disassembledstate. If miracle of miracles happensand the seller agrees to deliver for areasonable price , take him up on this.

The landing gear/motor mount fittings onthe fuselage rest in notched 2 x 4s.If the plane must be transported along distance, a truck or trailer alonecan be adequate providing you makegood preparations and construct racks,etc., to carry all the components. In-

terestingly, a lot can be carried on cartop carriers. For example, several yearsago an enterprising EAAer transporteda complete, uncovered Aeronca KCAfuselage, wing spars, ailerons, andcowling from Western Michigan to Eastern Ohio atop a Ford Pinto. The trip wasuneventful, trouble free and providedhim with stories to tell for years.Should an adequate trailer not beavailable, a suitable trailer can be madeout of a snowmobile or boat trailer byconstructing a wooden bed usinglumber and plywood. A word of cautionhere: don t exceed the weight limits ofthe trailer.Loading the plane is going to be aformidable challenge and much cautionmust be used. Every1hing must belashed down or confined so it won t falloff and be damaged or endanger otherpersons. Use good, strong rope orstraps and make sure the ends are fastened securely. Check the load frequently while traveling to make sure thelashings haven t loosened. Make sureyour outside mirrors allow you to keepan eye on the load.


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removed if the plane will be loaded withthe tail facing forward . Leave the engineand cowling attached if possible.If a rough or bumpy trip is anticipated,it might be a good idea to support thefront of the engine to relieve stress onthe engine mount and forward fuselage.The landing gear may be left attachedas long as they don't protrude too farand aren't a danger. The axles providean excellent place to lash the fuselagedown. y leaving the landing gear on ,

Plenty of room is available at the aft endof the fuselage for landing gears and tailsurfaces. Note padding on A-frame wherewings were mounted.

An example of how not to transport a disassembled aircraft. Strong crosswinds canmake a light vehicle or trailer very difficult to handle when the wings are carried in thisfashion.you have an excellent place to storeother components beneath the fuselage. Two wings, padded and lashedsecurely, usually will fit under the fuselage very well.When the wings are still covered ,they should be laid flat and lashed downsecurely. If mounted vertically, the sidearea is too great and will probably leadto an uncontrollable trailer or truck in astrong cross wind. If the fuselage hangsover the end of the trailer or truck, makesure you have adequate padding to prevent damage to the longerons ormonocoque structure. When loading atrailer, distribute the weight properly.Maintain weight on the hitch as anevenly balanced trailer or trailer with ex

cess weight behind the axles will giveyou real problems unless the vehiclepulling it is exceptionally heavy. Thesuccess of your trip will be enhancedby planning ahead and trying to anticipate problems. Larger planes demandheavier and stronger equipment. Lowwing planes require the fuselage to beplaced in a special cradle or rack . Biplanes have extra wings to concernyourself with. Each airplane has its ownpeculiarities, and measures that workwith one won 't necessarily work withanother. When transporting airplanes,certain basics should be remembered.Use common sense, don't allow yourself to be rushed, have someone lookover your work and don't take chances.

TED BUSINGERAVIATION HISTORIAN . . .(Continued from Page 9)studying mechanical engineering andlater working at the Rohr Aircraft plantin Riverside, California as a TechWriter/Estimator and later working atHunter Engineering in Riverside.Ted now enjoys his retirement yearswith his lovely wife Catherine, writes articles on aviation and aviation greats(primarily for EM) and also has com


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, y p lu Activitiesompiled y Gene hase

INTERNATIONAL CESSNA 120/140ASSOCIATIONSpecial 40th Anniversary Celebration

The 2nd Annual International Cessna120/140 Association Regional SpringFly-In is scheduled for Saturday, April19 , 1986, at the Compton Airport, Compton , CA. The main feature of the eventwill be a 40th Anniversary Celebrationmarking the start of production of theCessna 120 /140 which began in May,1946.As a part of the celebration , all attending Cessna 120 /140s will be invitedto participate in a special Glory Daysof Flight which will be approximately30 minutes in duration. Also includedwill be a full schedule of activities bothin the air and on the ground. For furtherdetails contact J. R (Jack) Rhines,California State Representative at 2131869-1662.Fountainhead '85

The 10th Annual InternationalCessna 120 /140 Association Conven

The International Bird Dog Association has recently been formed to preserve and promote the heritage of theCessna 305 /L 19/0 1 aircraft, and toreunite as many veteran pilots whohave flown it as possible.The Bird Dog is directly related to theCessna 170. It is also known as the 305,L-19 L for Liaison) and 0-1 0 for Ob servation). There are only about 300Bird Dogs left flying in the United Statesand Canada.The Bird Dog is also a warbird . It hasserved diligently in Korea, Vietnam,Europe and in other parts of the world .The U.S. Army, Air Force and MarineCorps have used the Bird Dog in various training and combat roles. In addition, the Bird Dog has been utilized bythe Civil Air Patrol , U.S. Forest Service,foreign governments and in a variety ofother bush type capacities.For additional information on the International Bird Dog Association, contact Phil Phillips, 3939-C8 San PedroNE , Albuquerque, NM 87110, phone505/881 7555.

Inexpensive IntercomThe following item about Terry March(EAA 256794, AlC 9676), 4344 LibertyRoad, Delaware, OH 43015 appearedin a recent issue of Cub Clues, thenewsletter of the Cub Club.At the First Annual Cub Fly-In , Terrydemonstrated some really nifty intercoms which are actually little wirelessradios combined with a headset. They

can be used in a voice-activated orpush-to-talk mode. They can also beused outside the aircraft because theyhave a range of 114 mile. The cost is$30 per set and, of course, two sets areneeded. The $30 includes the headset.Go to your GE dealer and ask for VoiceI, Model no . 35959A.

Post-War Cub Details (From ClydeSmith, Jr.)1. Should a '46 Cub have the metalPiper on either side of the cowl? Yes ,all postwar Cubs had the metalemblem.2. Is there any form of carpeting or


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o w a r d n d Jerry's

1946 Piper J-3 Cub, N3239N, SN 22430 owned by Howard Fassler and Jerry Staver, Cherokee, IA. When they purchased the planein 9n its total time was just 500 hours.

Story and photos by Dick CavinEver wonder just what it is that makesa J-3 such a magnet for so many aviation people? If its lure was strictly for usoldsters we could probably say it wascase of mass nostalgia, but it isn 't justthe retirement home refugees that indulge in this adulation. It's the youngones, too. They get that wistful look intheir eyes when a J-3 gets in their field

of view.Many of those young ones havenever been in a Cub, yet they have almost a reverent attitude as they getclose enough to study its cockpit innards. Perhaps the fold down door andstark simplicity of the interior holds

There's no doubt that the winners atOshkosh '85 of the title of Outstandingin Type (J-3) freely admit that nostalgiahas been the motivation factor for them.Actually, N3239N is owned by two EAAtypes from Cherokee, Iowa - HowardFassler EM N 8688) andJerry Staver (EAA 71165). Howardbrought the J-3 to Oshkosh this yearand during the course of our interviewhe told me he and Jerry learned to flyin a J-3 in 1955 and that J-3s have beentheir bag ever since.When they decided they wanted tolearn to fly they saw a J-3 at theCherokee airport and bought it for believe this - $375. They both learnedto fly in it and kept it for four years be

so they decided to pull it down for in-spection. They wound up replacing thebearings and rings and grinding the val ves of the trustly Iii 01 Continental 65.Since then it has purred like a sewingmachine, as those faithful little enginesdo.I did a little reminiscing at that point.I had put in nearly 2500 hours instructing in Cubs in the '30s, running thoseengines almost continuously frommorning's first light until dark, with neverenough time available to give them firstclass maintenance. About all I ever didwas add gas, change oil and maybechange plugs every 2 or 3 hundredhours, and I don't recall one of thoseContinentals ever missing a beat. What


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Many people today look down theirnoses at Grade A cotton fabric , butsince Howard and Jerry flew theairplane until 1980 before it was necessary to recover it, one can't escape thefact that a 34-year service life for thefabric isn 't too bad . Also, consider thatPiper had the reputation of putting theabsolute minimum number of coats ofdope on new airplanes then and the 34-year life is even more impressive. Whenother makes of airplanes that hadmany, many coats of dope were kepthangared the fabric has been found tobe good after 40-45 years.Not many people these days havemuch confidence in today's Grade A,though, and have gone to the syntheticfabrics. The necessity of outside tiedowns has dictated this choice in manyinstances.Howard and Jerry started the re-cover of the J-3 in 1980 and this tookthe best part of two years, although theydidn't work on it any during the wintermonths. They used Ceconite and butyrate dope a lot of it) so maybe the J-3will still be flyable another umpteendozen years from now, who knows?During re-cover is when one finds allthose little ?) things that need to bereplaced. In the wings they found thatmice had had a few rib stitch cords fordessert and that the settling roof of thefarmer's hangar had deformed the top

of a few ribs, but these were easily re-paired and it wasn't necessary to re place anything in the wings. Even thecables and pulleys were A-OK.The fuselage was a little different,though. All the cables to the tail groupwere replaced , since they weren t stainless like the ones in the wing. They putin new flooboards and installed a newaluminum fuel tank. The original tankwas made from terne plate. They always developed rust inside where watersettled out in the sump and stoppingtheir leaks was only a temporary measure. They also complied with an AD fora tank drain at that time.They replaced the seat upholsterywith new ones from Wag Aero, alongwith all new glass. The old glass wasn 'tbadly crazed, but had become yellowand brittle, Howard said. Nothing elsein the fuselage really needed replacing ,although they did refinish the instrumentpanel. All instruments are the originalones and are still in good condition .Even the switch was still good, but theydid put new wiring on it.As Howard and I walked around theairplane we checked all the controlhinges for tightness and I found practically no wear on any of them. Even thestabilizer jack showed very little play.The original Scott tailwheel was still onit, too, although Howard said they hadreplaced the tire. They had also com

plied with ADs on the struts that requirelarger forks and threads rolled insteadof cut. I commented on how smooth theformer stringer contours were and Howard said they, too, were original andonly required a little straightening .Howard is a mechanic for a JohnDeere dealership in Cherokee and Jerryis an auto salvage yard operator. Theirwork doesn't leave much time for flyingexcept on weekends, so since finishingthe re-cover they've only put 300 (verygentle) hours on the little bird, about 25hours per year each. Most of their flyingis to fly-ins , fly-in breakfasts, etc. Howard said it "only" took him six hours fromCherokee (north central Iowa) to Oshkosh. He offered the opinion that itmight take him all day to get back if hehad the usual west winds.One thing I do know, though. It won 'tbe 7 or 8 hours of boredom. There'ssomething extra special about putteringalong in nap of the earth flying in a Cubwith the door down and every detail ofthe world laid out before you for yourpersonal inspection and enjoyment. Sitting there in that gentle and forgivinglittle bird is an experience that isn't ex-celled by any other type of flying . Youare secure in the knowledge that youcan put it in anyone's football field andhave half of it left over if need be , sowhat the heck? Enjoy After all , isn 't thatwhat sport flying is all about?


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R. R. Crawford, Whitesburg, NY, owns t is attractive white with orange and yellow trimMeyers 145, N34371, SIN 214

Story and photos by Ted Businger(EAA 93833, Ale 2333)Rt. 2, Box 280Willow Springs, MO 65793 Mrs. Allen H. Meyers flew this beautiful Meyers 2008, N34383, SIN 265 to the MeyersFly-In from her home in Tecumseh, MI.Sometimes when we think of summer"fly-ins" we draw a mental picture ofopen treeless areas with heat waves

shimmering from the runway, meetingsin drafty hangars, minimum refreshments and accommodations which aremiles away.The Meyers Aircraft Owners Association decided to break that tradition andBob Stickle was assigned the task oflocating a suitable place for their annualmeeting "somewhere in the mid-U.S. " Itis doubtful that a nicer place could havebeen selected. He located a grass stripwith adequate aircraft parking and treeshaded lodges immediately adjacent toArkansas ' beautiful White River. Justbeyond the north end of the runway isa flower bedecked park with a tenniscourt, swimming pool, picnic facilities ,kids play equipment, etc.Between the park and the lodges isa restaurant which partially extendsover the river. The varied menu includes steak and lobster plus champagne, for those so inclined . This placeis aerobatic pilot Jim Gaston's WhiteRiver Resort, considered by many asthe most beautiful location in theOzarks. Located 10 miles west ofMountain Home, Arkansas it is within a


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Marion Wright's Meyers 200B, N34397, SN 279. Marion is from Ft. Worth , Texas.Dick Martin and Charlie Botts spentconsiderable time educating this author

on everything built by Meyers. Vivacious Jacque Merrihew, secretary andnewsletter editor of the Meyers Club,coordinated all activities to assure thatthings meshed in an orderly fashion .Several friendly folks spent considerable time visiting with my wife Catherineand converted her to an avid supporterof the Meyers group.The Meyers Aircraft Owners Association welcomes owners of all Meyers aircraft including the Model OTW, 145 and200. This year's event drew six model145s and nineteen 200s. In 1984 oneOTW showed up in addition to the othermodels. With such a grand turnout , thegroup is already looking forward to their1986 fly-in which will be held over theJuly 4th weekend at Tecumseh, Michigan to coincide with Mrs. Meyers'planned tribute to I Meyers at Tecumseh on July 4. The details of the event The beautiful setting of im Gaston's White River Resort makes a great location forwill be announced soon . fly-ins . This Meyers 2000, N2977T, SN 350 is owned by Bob Clark, Yuba City, CA.


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Via Vintage Bird nd RV

by Lily DudiczP.O. Box 4142Hayward, CA 94540My husband's and my vacation wasa fabulous mixture of fun, adventure,some scary moments, talking with otherpilots, rounding up cattle, strange landings, making new friends and, aboveall, magnificent scenery. By this briefaccount of our travels we hope to encourage others to get into their planesand/or RVs and go off the beaten trackas we did.We took the Aeronca L-3B because,at 59 .6 miles per hour, it is one of theslowest flying aeroplanes in the U.S.,and this would enable us to locatepioneer wagon tracks and other pointsof interest from the air. Also, becauseL-3Bs can't hold much gas, Len EM240518 AlC 9749) would have to landsomewhere every two hours or less, inbetween major airports, and this wouldgive us an opportunity to see parts of

Flying the L-3 over Nevada rangelandand Adele Binkley of Del's Motel andlearned that they are members of agroup trying to restore the airport. Johnhad just sold his plane because he washaving eye problems, but he fell in lovewith our Aeronca and had to have a ridein it. Len took him up for a good viewof his place and the surrounding area,and when they landed, John invited usto his home and we four sat and chattedfor a few hours. We spent that night inour RV on the field alongside theAeronca and went to sleep looking atthe stars. In Nevada, the elevation begins at four thousand feet. We werecloser to the stars than at home.Before leaving the Silver Springsarea, we flew to Fallon just to see theairport and chat with anyone around.The nearby Air Force Base had jets flying "low and slow", which was interesting to us. On our way back to the van ,we decided to fly across the Lahotin Re-servoir. We flew low and "shot down" a

After a few landings and meetings onthe ground, Len teased me with, "Wehave to stop meeting like this, peopleare talking!" There were always peopleon the ground watching Len fly around,into and out of airports, and along thehighway. It was 1943 all over again.People could see, first hand, how thesky must have looked many years agowhen these antique warbirds were flying. We think we may have broughtback lots of memories for many menand women who flew or repaired planessimilar in age to ours, and we oftenheard ''There I was . . . stories, andthey were interesting.We had to deliver a personal message to a man in a bank in Elko, andthat is how we found out about one ofthe most beautiful canyons we haveseen. We decided to tie down the plane,take the RV and visit it. It was Octoberand, of course, all the fall colors ranrampant along the foothills of the Ruby


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Our next planned stop would be onehou r from Ely as Len would not be ableto fly all the way to Caliente without refueling. Finding Geyser Ranch was oneof the great adventures on this vacation.There is no record of this ranch oneither the aeronautical chart or the roadmap I was using. If you want to step intoa John Wayne movie setting , this is theplace to visit. Len would have to getpermission to stay, once he landed, because it is a private airstrip. Eventhough the strip was rough, with weedsand gravel strewn about, Len , who wonhis wings as an Army Air Force pilotduring World War II and has loggedover 4,000 hours of flying, had no problem landing there.Len was greeted by Gordon King andto ld we would be welcome to stay onLily & Len prepare t gas the L-3 from a supply carried in the van. the Ranch for two or three days. Aftertains in July, and caught a thermal that Our next stop would be Ely. It was a short chat, Gordon asked Len if hetook us up to 9300 feet. At that altitude time to shower, shave and shampoo would fly up to the foothills of the mounwe cleared Donner Pass by 400 feet. and I wanted to see the largest open pit tain and see if he could find some strayWhat an experieince, what a thrill. The mine in the world. It produced copper cattle. Len was thrilled. As Gordon topce iling for the L-38 is 9000 feet. before shutting down in 1978. A hill with ped the plane' gas tank he invited us toWhile I gambled in Wells, Len flew Garnet rocks is worth looking for in Ely. stay for dinner. A dream of mine was tothe plane towards the Ruby Mountains We stayed overnight at the White Pine be on a working ranch with cowboys,

look ing for thermals. He returned happy Motel , and it was a good thing because horses and bunkhouses, and while Lenand excited as a kid at Christmastime. it snowed during the night. We enjoyed flew to the hills "rounding up cattle, IHe had flown the L-38 to a record our stay there because one of the man- hung on a fence and made fr iends with11 ,800 feet agers had been an aircraft inspector the horses. After dinner, Len and I fellI should have mentioned earlier that when she was seventeen years of age. asleep watching the stars and talkingLen often had difficulty finding airstrips We sat and chatted about aeroplanes about our day's activities.for landing on our off-the-beaten-path for a couple of hours. After departing Geyser Ranch we hadroute. Aeronautical charts were not too We reluctantly left Ely, but were an x- to stop at Pioche as the van neededdependable ; frequently strips were de- ious to find the sun again. After taking servicing . There is no airport at Pioche,funct, and the places he did find and a couple of pictures of the Aeronca's but Len flew ahead and scouted aroundland on were not recorded anywhere . baptism in "first snow, we cleaned her to see where he could land. About threeFortunately, if it were absolutely neces- off. I held the plane while Len hand miles out of town, a road led to somesary, sheriffs or highway patrol officers propped it, warmed the engine and flew piles of gravel. It was rough , but Lenwould rope off the main highway for off. I waited til Len and the plane were landed and waited for me . Pioche is atake off. out of sight then got into the van and lovely little town, with no activity. WeEven though an airport may have followed. The roads were clear as it only ate breakfast at a cafe, visited thebeen abandoned, if Len can see any snowed for a couple of hours du ring the Chamber of Commerce run by a graway to land on it, he will . . . for example, night. Ely's nice, well-maintained airport cious elderly lady (who also sold oreas he did at Currie. We had planned to is located about ten miles from down- samples of silver, lead and zinc). Shemeet there, but weren't sure where it town. told us where the service station waswas. I was dawdling down the road, asit would take me longer to get to ourdesignated spot, so why rush . I was enjoying the distant mountain ranges,some with snow, and tumbleweeds andthe desert in general. Len was seeingall that beauty from the air.


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located and the retired gentleman therewas a great help, and we were soon onour way back to the plane.On the next leg of the trip I found Lenwaiting for me beside the road , tenmiles outside of Caliente. It is a tinytown with an historical railroad station.The weather on this October day wasperfect. Len found the Air Force 'semergency landing strip, as indicatedon both our maps. It is almost two mileslong, and not maintained. We relaxedthere and soaked up the sun for fourhours.Our next stop was the North LasVegas airport where we spent only onenight as we wanted to spend a few daysin Beatty, Nevada. This is a town thathas not changed in about 50 years .We were there a couple of times duringthe 1970s and nothing had changed ,except the addition of a casino andmotel.Len 's incredible serendipitous landing in Pahrump got us a mention in thelocal paper. I was looking for a pen palnamed Ruth Jurkas who lived in thattown but I had no idea how to get to herhouse. We had reached the area duringa severe windstorm and the plane wasrunning out of gas. Len pulled an oldarmy pilot stunt and landed on a gravelroad near some mobile homes. A ladycame out and asked "Who are you looking for?. He said, "Ruth Jurkas. Thelady said, "She is up there in her trailerhaving a cup of coffee . Len had accidentally landed in Ruth Jurkas' backyard - a million to one shot

While we were grounded by weatherin Pahrump, we met Ruth 's brotherRoger and his family ; they owned theMobile Homes Sales, and an RV andCamperland down the road . We helpedRoger paint signs for three days. We

also met Bill and Ruth Suiter and duringdinner we chatted about flying and giving rides in the L-3.The next day after a few passengerhops around Pahrump, Len topped theAeronca's gas tank, we bade our newfriends goodbye and headed for Beattyand the hot mineral baths. We enjoyedseven days there taking hot mineralbaths every evening and sleeping underthe stars. Len and I flew around thearea, seeing our favorite spot from theair, for a change of scenery. Soon it wastime to be on our way and we reluctantlydeparted.Going through Death Valley was in-teresting as there were two main roadsclosed because of earlier flooding .Roads and bridges throughout the desert were washed away. Driving the vandown Black Mountain, part of PanamintRange, was a thrill I could have donewithout. But our next meeting placewould be the Inyokern airport, and thiswas the only way to get there. The roadseemed to drop 5,000 feet almoststraight down. I happened to notice thebrakes weren't holding too well , andhad to stop a couple of times. When Ifinally reached the bottom, I was shaking like a leaf.When I arrived at the Inyokern airport,I was about an hour overdue. Len wasfrantic but glad to see me . We huggedeach other, then we rented a motelroom for the night and got something toeat. The next day we left Inyokern forMojave, California.This part of the flight was no picnicfor Len. He fought updrafts and downdrafts with twenty to thirty-five mile perhour winds. I, too, felt the winds acrossthe desert, blowing sand andtumbleweed across the road.Len had problems landing the

Aeronca in the strong, gusty wind , buthe finally managed and a couple of on-lookers helped him tie the plane down .I fought the winds, too, all the way fromInyokern airport, but the scenery alongthe highway was beautiful.We knew the Rutan Voyager was ina hangar on the field and we got to seeit before getting a motel room and somedinner. The Voyager is a beautifully designed plane, and well worth the visit.We chatted with Burt Rutan's parentsfor a few minutes and then went aboutour business. Before leaving the field ,Len asked one of the secretaries inBurt's office when the windstorm wouldstop. It seems that Mojave always haswindstorms, but sometimes in the earlymorning the winds die down.At the crack of dawn the next day, wewere on the field. The wind was stillblowing at the same speed, but wenoticed there was a "lull" now and then.We ate a cold breakfast , then Lenstarted the engine and jumped into theplane as I held the tail down. When hefelt the wind was right , he waved to meand I stepped away from the plane. Hewas off I watched until he was near theTehachapi Mountains, then got into thevan and followed . It was no ''tiptoethrough the tulips" for me in thiswindstorm as I had to fight the buffetingwinds, too.After a touch down in Tehachapi togas the plane from the van , we were onour way home with only one more overnight stop at a place along Highway 5near Coalinga. Harris Ranch Restaurant is well worth the stop, with a convenient landing strip, (bring your owntiedowns) . After four hours travel timethe next day we arrived home restedand relaxed and began thinking aboutour next year's adventure


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VINTAGE SEAPLANESExport Aircraft Circa 1935 - Bellanca 77-140 on EDO 15750 floatsCourtesy Edo Seaplane DivisionDespite arms-control laws, which forbade the export of aircraft fitted with military hardware, many aircraft were soldto overseas buyers as "convertible" tomilitary purposes. The Bellanca 77-140,shown here taxiing on the Delaware

River near its New Castle, Delawareproduction site, was an example of thisequivocal policy. The steel tube, fabric(and wood) aircraft was built in bothlandplane and seaplane versions, thelatter with EDO 15750 floats. Max (overload) gross weight of the seaplane was17 ,749 lb. ; cruise speed 165 mph .; andmaximum range, 1500 mi. Powerplantswere 715 hp Wright R 1820-F-3 Cyclones with Curtiss electric propellers.These pseudo-reconnaissance aircraftfirst flew in 1934; few ever saw combat..

CALENDAR OF EVENTSMARCH 16-22 - LAKELAND, FLORIDA - Sun'n Fun '86 . Contact Sun 'n Fun Headquarters813/644-2431 .APRIL 5 6 WASHINGTON, DC - 6th AnnualTour of National Air & Space Museum and PaulE Garber facility. Dinner with a speaker ofnote. Limited to 200. Contact Margaret Scesa,96 -5'st Place, College Park, MD 20740,phone 301 /345-3164.APRIL 19 - COMPTON, CALIFORNIA - 2nd Annuallnternational Cessna 120/140 AssociationRegional Spring Fly-In and 40th Anniversarycelebration at Compton Airport . Contact: J. R(Jack) Rhines, California State Representative,2131869-1662.APRIL 25-27 - KITIY HAWK, NORTHCAROLINA - 4th Annual Wilbur Wright Fly-Inat Wright Brothers' National Memorial. Gathering of antique and classic airplanes along with

Ceres, CA 95307, phone 209/537-9934.MAY 23-25- ATCHISON, KANSAS - 20th Annual Fly-Inof Greater Kansas City Area Chapter of AAA.Amelia Earhart Memorial Field. Contact: LynnWendl, Fly-In Chairman. 8902 Pflumm,Lenexa, KS 66215, phone 913/888-7544.MAY 24-25 - ANDERSON, INDIANA - Taylorcraft Fly-in at Ace Airport. All light plane enthusiasts invited. Camping on field. Contact:317/378-3673.MAY 24-26 - LAMPASAS, TEXAS - 7th AnnualDeer Pasture Fly-In, Memorial Day Weekend.Contact: John Bowden, Rt 2 Box 137, Lampasas, TX 76550, phone 5121556 6873.

June 13-15 - MIDDLETOWN, OH - AeroncaFly-In including tours of the Aeronca factoryand the U.S.A.F. Museum. Banquet on Saturday night with speakers and judged aircraft

JUNE 26-29 - HAMILTON, OHIO - 27th AnnuaNational Waco Reunion. Contact NC\ tionalWaco Club, 700 Hill Avenue, Hamilton, OH45015.JULY 3-5 - TECUMSEH, MICHIGAN - AIMeyers Airport Fly-In. 50th Anniversary celebration. Contact: 517/423-7629.JULY 4-6 - BLAKESBURG, IOWA - Type ClubFly-In at Antique Field. Aeronca, Pietenpol,Corben, Fairchild, Hatz, Great Lakes and

others. Fly-outs, awards. Contact: AAA, Route2 Box 172, Ottumwa, IA 52501 , telephone 515938-2773.JULY 28-AUGUST 1 - MANASSAS, VIRGINIA- 18th Annual International Cessna 170 Association Convention. Contact: Byrd Raby,

3 n437623.AUGUST 1-8 - OSHKOSH, WISCONSIN World 's Greatest Aviation Event. 34th Annual


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MEMBER S PROJE TS ...

by Gene ChaseAbove, J. L. Peace EM 237013,lC 9838), 70 Eugenia Rise ManukauCentral, Aukland, New Zealand ownsthis sporty looking Piper J-3, ZK-AHC,powered with an 85 Continental. Heflies it out of Ardmore Field where several Tiger Moths, Cubs and an Austerare based.

Shown below are before and aftershots of the 1943 Stearman E75N 1N2S-3, N66306, S N 75-8103 ownedand restored by 75-year-old Harold W.Joe Brown (EAA 88137), 2715 Jade,Hobbs, N 88240. The metal coveredfuselage and P&W R-985 engine areevidence of its previous duty as an agplane.

The project required extensive re-building due to corrosion, crushed ribsdamage from at least five differentbouts with highlines, etc. Joe waspleased that with advice from goodfriends, a lot of work and a bunch ofmoney, the plane flew hands off afterthe initial rigging.


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Tale Of rumman Widgeonby Colonel Lester E Hopper3530 Mimosa CourtNew Orleans, LA 70114

Still in the air after nearly sixthousand flying hours since its birth in1941 at the Grumman Aircraft Engineering Company in Bethpage, NewYork as Widgeon (G-44) serial number1213 is an aircraft with significant CivilAir Patrol history behind it Subsequentto its manufacture, the aircraft was purchased by Hayes Aircraft AccessoriesCorporation of New York City and registered as NC28674. Early records of aircraft used by Civil Air Patrol on coastalPatrol Base 1 out of Atlantic City, NewJersey reflect its use while owned byHayes and after by Felix W. Zelcer, alsoof New York City.Ze lcer, himself a coastal patrol pilot ,was also the step-father of fellow pilotJohn B. Haggin. It was Haggin, who inthe company of Base 1 s CommanderWynant Farr piloted the Grumman Widgeon into perhaps one of the most un crew was apprehensive about a prema titude surrounded by an ever wideningusual exploits of its highly colorful ture bombing. Thus began the deadly oil slick made it an easy target. Withcareer. Called upon to investigate a game of stalking the enemy in search new found confidence, Haggin and Farrsubmarine contact report, Base 1 of an opportunity for a sure ~ i l l This closed in for the kill. Again Hagginlaunched aircraft in search of the elu Haggin and Farr did from 11 a.m. to swooped low and poured on the coal tosive enemy on a warm sunny day early 3:30 pm. when at last the sub's com avoid the resulting concussion as Farrin July 1942. Among those launched mander made his fatal mistake when released the remaining depth charge.was Widgeon NC28674. he rose closer to the surface. Again, they were right on target, resultFlying at 300 feet above the waves Now was the time Haggin dove the ing in pieces of wood floating to the sursome 24 miles off the Absecom, New Widgeon to a scant 100 feet above the face which were later identified as woodJersey Lighthouse, Observer Farr surface with Farr sighting through the from the submarine 's gun deck. Alsighted globs of oil on the surface of the crude bombsight. Finally things were though this incident and a later one arewater. Close investigation revealed a right and Farr pulled the rope to make not listed as confirmed sinkings in thelong ghostly shape moving underwater the makeshif t bomb rack release to records of the U.S. Navy, there is veryat two knots. As one of the only recently send the "ash can" on its explosive way. little doubt in the writer's mind that thearmed civilian aircraft, the Widgeon was And explode it did, striking only a few Widgeon should be so credited.equipped with two aerial depth charges feet off the submarine's bow. It sent its Shortly after closure of Base 1 alongeach of which was reported to be filled shock wave high into the air making the with other such bases, the Widgeonwith 300 pounds of TNT. Lacking ex Widgeon shake violently. As the result was sold to Republic Aviation Corporaperience in the art of warfare the air- of the first attack the sub's bow-high at- tion of Bethpage, New York. After fiveintervening ownerhips the Widgeonwas purchased by Link Aeronautic Corporation of Endicott, New York in 1955.Under Link ownership, its outmodedRanger engines were replaced with

Photo courtesy 01 CAPNC28674 during its famous om run as depicted y well-known aviation artist KeithFerris.


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by George A. Hardie, Jr.This neat little monoplane wasanother failed effort to take advantageof the surge in aviation interest that tookplace in the late 1920s and early 1930safter the record flights by Lindbergh, etal. The photo was submitted by Pat

Packard of Burlington, Wisconsin, retired Exhibits Designer at the EAA Aviation Museum. Date and place of thephoto is unknown. Answers will be published in the June 1986 issue of THEVINTAGE AIRPLANE Deadline for theissue is April 15 , 1986.A very complete answer for the December, 1985 Mystery Plane was received from J. D. Stewart of Flint, Michigan who writes:The airplane is the Stewart M-2. Thecollapse of the Flint Aviation Co., in1919 did not dim S. S. Stewart's viewson the future of aviation. In 1927 hebrought Lt. John L. Hunt here to designa plane. Lt . Hunt, or Jack as he wasknown, was a World War I aviator andhad taught Sid to fly. Earlier, Hunt hadrun a flying school out of Detroit.All of the planning and constructionof the M-2 was done at the old W. FStewart Mfg. Co. on Harriet Streetwhere wooden bodies for automobileswere made. The engineering was carried out by Lionel Kitchen, a most ableand dedicated man.The plane was to be a six-passengertwin engined high wing monoplane withmail carrying capabilities. Near the endof 1930 construction was completed.The next step was to arrange for an engineering inspection and test flight.Throughout the winter Hunt took theship up many times, all from Bishop Airport. Every test was met with ease. Withone engine shut down the planeclimbed as high as 9,000 feet, once

a feature which added to the speed withwhich mail could be transferred.Perhaps the most outstanding feature was the abundance of power builtinto the plane. The fully loaded planecould take off, fly and maneuver on oneengine. A side benefit of two engineswas lower power settings which meantless noise and vibration. The largeroomy cabin boasted the most comfortable seats obtainable.The design, safety and performancefeatures melded well with the intent ofX-943 M-2 to be a 'feeder' from nationalair terminals to smaller communities.The roaring '20s screeched to a haltand money was scarce. When the W.F. Stewart Company's appropriation forthis venture was exhausted, Sid decided against manufacturing the plane- he was unable to locate any market.The M-2 cost around $40,000 to buildand if it had been produced in greaterquantity, the forecast was $27,000each.Many associates wanted the owner

Stewart listed on the 1935 Register, afour-place OX-5 powered airplane carrying Serial No. X-1 . I believe that iswhy the M-2 carries Serial No. 2 andthat only one was built.Answers were also received fromCharley Hayes, Park Forest, IL; LeRoyFalk, Carpentersville, IL; Lynn Towns,Eaton Rapids, MI ; John and TonyMorozowsky, Zanesville, OH ; Ray Olcott, Nokomis, FL; Dan Cullman, Lewiston, ID ; Jack Lengenfelder, Lawrenceville, NJ ; Doug Rounds, Zebulon, GA;and Stan Piteau, Holland, MI ;

Airplanes Since it is the source most


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likely to be quoted. I hate to disagreewith Pappy, but the U.S. Civil Registerdoes not agree with his either! In 1934the owner of NR12844 is listed as Mrs.Edith D. Carr of Saginaw, Michigan.Then for 1936 and 1937 the Registerlists Eugene LaVigne of Detroit as theowner, now powered with a 125 hpWarner. As you will see, the owner'sname is listed as 'Lavigne ', not 'Levin'as given in Pappy's book.Incidentally, the color scheme withthe radial engine was yellow and black,and an unusual feature of the plane wasthat the cockpit frame and windshieldslid forward for access to the cockpit.Finally, my sources tell me the planecrashed in 1937, not 1936, although Ihave not been able to confirm that. "

ale Of rumman Widgeon(Continued from Page 25)tion being changed to N199T. Afterthree more intervening owners the aircraft was purchased by Neal and Company of Homer, Alaska in February of1977.Under Neal's ownership the Widgeonstill lives an adventuresome life. Nealand Company does general contractingthroughout Alaska but specializes in

"bush" projects along the coast of Central and Western Alaska including theAleutian Chain . Tony Neal of the NealCompany reports : "I was flying toKodiak Island in 1978 and out of touchwith navigation aids when I was forcedto make a precautionary landing on theocean because of some dense fog . Iwas lucky enough to locate a largeCoast Guard buoy and taxied around itfor some time with the waves breaking

right over the nose and washing rightover the airplane. Luckily for me crabboat came by and I followed right in itswake. More than two hours later I taxiedinto the Kodiak boat harbor, much tomy relief. Three weeks later I had myinstrument rating .After recently undergoing extensiverebuilding this historic aircraft continuesto serve with distinction as it did in thebeginning .

establish a new endurance record and I m


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enclosing photographs taken at Glendale,California at that time.etters To EditorDear Editors,

Regarding the "modified DH-4" on page27 of the January, 1986 issue of THE VIN-TAGE AIRPLANE the airplane is in fact aBristol Tourer, one of seven imported in1919. The Tourer was a 2 and 3-passengercommercial spinoff of the famous F.2 Fighterof 1917-1918.This particular aircraft was operated in itially by Southwest Airplane Co . of Tulsa,Oklahoma, which had two, plus a single-seat

Bristol Scout monoplane. It was acquired byBilly Parker in 1923 and he revised the rearcockpit to accommodate four passengers.Parker also made the cockpit enclosure ,which was along the lines of enclosuressome Tourers were being filted with at thefactory.The registration, R826Y, was applied in1930, at which time the Tourer had beenfurther modified by Peter Allinio of EI Cerrito ,California. It was involved in an altempt,sponsored by the Gilmore Oil Company, to

R826Y was subsequently sold to R.K.O .for motion picture work. It was deliberatelycrashed to get film footage.Cordially ,John Underwood(EAA 1989, N 1653)2054 W. MountainGlendale, CA 91201

John is one o several readers who notedthe goof in the photo caption o the BristolTourer. We are indebted to him for supplyingthe accompanying photo . . G.R.C

Bristol Tourer, R826Y, outfitted for in-flight refueling December, 1930. John Underwood collectionDear Gene,The September 1985 issue of THE VIN -TAGE AIRPLANE contains an article, ''TheWomen's Class A Pacific Derby" with information on a Taperwing Waco, NC21 M flownby Gladys O'Donnell.Bells started to ring and I kept thinking I'dheard or seen this aircraft when I was a teenager in Atlanta, Georgia. After a week or twoI could stand it no longer and started to lookthrough my photos, taken with an old KodakBox Brownie in the late '30s.Well I found it and it is the same aircraft!The photo was taken between August andDecember, 1941 . NC21 M was flown to Atlanta's then Candler Field by Albert P. "A.P'"Dodd for Clay Baggley who purchased it inNashville or Memphis, TN. Dates and placescould be wrong after such a long time, but I

I am sending him a photo of the Waco as itlooked in 1947. I am interested in where ithas been since Atlanta.Sincerely,Brooks W. Lovelace, Jr .Major (Ret.), USAF(EAA135595, N 4613)2801 Whispering Pines RoadAlbany, Georgia 31707

Dear Gene,I'm back in the Stinson business after acquiring a Stinson JR-S - it's flying! The BTBAirlines will ride again.

Our son, Nathan, now has his commerc ial ,instrument, multi-engine and CFI plus a jobas a reserve co-pilot on a DC-3 - all at age19! He is a sophomore in college and worksfor Ron Alexander at Alexander AeroplaneCompany. The DC-3, N133D, is the oldest(no. 6) flying and is based at Griff in, Georgia.Nathan is also rebuilding a Luscombe forhis final A&P approval leiter. He is the on lyone of our kids who is airplane crazy .Take care,Doug Rounds(EAA 78381, N 532)Rt. 1, Box 200-AZebulon, GA 30295


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Where The Sellers and Buyers Meet...5f: per word, 20 word minimum. Send your eel toThe Vintage Treder, WIttman AirfieldOshkosh, WI 54903-2591.

AIRCRAFT1932 Monocoupe 110 Project - 75% completeless wing. Includes fresh majored Warner 125.$13 ,500, negotiable. 704/5945938 . 33)Tiger Moth Enthusiasts - We have Australianmade parts to suit Tigers and wish to trade for U.S.ant ique aircraft or parts (e .g., Waco, Stearman,Travel Air, Fleet) . Large variety Tiger parts avai lab le. Write Tony Stinson, P.O . Box 531 Brookvale,N.S.W. 2100 Australia, phone (2) 9815611 .POBER PIXIE - VW powered parasol - unlimitedin lowcost pleasure flying. Big , roomy cockpit forthe over six foot pilot. VW power insures hard tobeat 3 '/2 gph at cruise setting. 15 large instructionsheets. Plans - $60.00. Info Pack - $5.00. Sendcheck or money order to : ACRO SPORT, INC.,Box 462, Hales Corners,WI 53130. 414/5292609.For Sale: Pitts S2A, N80003. New solid shaft 200hp, good solid aircraft. All A.D.S. done (stick, etc.).919/427-0216, "Butch, days.ACRO SPORT - Single place biplane capable ofun limited aerobatics. 23 sheets of clear, easy tofollow plans includes nearly 100 isometrical drawings, photos and exploded views. Complete partsand materials list. Full size wing drawings. Plansplus 139 page Builder's Manual - $60.00 . InfoPack - $5 .00. Super Acro Sport Wing Drawing

$15.00. The Technique of Aircraft Bu ilding $10.00 plus $2.00 postage. Send check or moneyorder to: ACRO SPORT, INC., Box 462, Hales Corners, WI 53130. 414/529-2609 .ACRO II - The new 2place aerobatic trainer andsport biplane. 20 pages of easy to follow, detailedplans. Complete with isometric drawings, photos,exploded views. Plans - $85.00. Info Pac $5 .00. Send check or money order to : ACROSPORT, INC P.O. Box 462, Hales Corners, WI53130. 414/5292609.MISCELLANEOUSBACK ISSUES . Back issues of THE VINTAGEAIRPLANE (and other EAA Division publ ications)are available at $1.25 per issue. Send your list ofissues desired along with payment to: Back Issues,EAAWittman Airfield , Oshkosh, WI 54903-2591 .REFERENCE GUIDE FOR EAA JOURNALS. Th ispublication allows the user to locate (by topic) , anyarticle or item of information that has been writtenin any issue of SPORT AVIATION, VINTAGEAIRPLANE, LIGHT PLANE WORLD, SPORTAEROBATICS or WARBIRDS. It is logically organized and simple to use. 1953-59, $5 .00; 196069 , $5.00; 1970-74, $5.00; 1975-79, $5.00; 198084 , $5 .00; 1985, $4.00. SPECIAL - ALL SIX FOR$25.00. Copy service available for 25 per page,$3.00 minimum. Can make copies from any issue.John Bergeson, 6438 W. Millbrook Road, Remus,M149340."GRAND CANYON, 2-hour spectacular helicopterexploration VIDEO. Breathtaking music. Cri tically

acclaimed. Details FREE. Beerger Productions,327V12, Arville, Las Vegas , V 89102, 702/8762328. C l0 /86)Howard DGA-15 PARTS - Rudders, fin,elevators, front gas tank, some accessory cowl , ta ilgear, etc. Call after 5 p.m. 513/868-0084 . 4-2)VULTEE BT-13 PARTS - Rudder, elevators, ailerons, flaps, windshields, left gear, complete tailgear, cone, engine cowl, etc. Call after 5 p.m. 5131868-0084. (4-2)SAGA - Historical airmail treasure long out-ofprint. Accurate research, AMP data, photos,stories. Quality reproduction. $15 bound copy,includes mailing. Gerry Casey, 945-104 WardDrive, Santa Barbara, CA 93111 . (5-3)WANTEDWanted: An STC for a J-3 Cub to install a 90 hpContinental using a Piper PAll Pressure Cowling .Butch Joyce, P.O. Box 88, Madison, NC 27025.30 x 5 DISC WHEELS without brakes, 28 x 5 wirewheels, good condition only. New day standardparts, manuals, basket case. Lindbergh items, anything. autographs, letters artifacts. Lou Lufker, 184Dorothy Rd ., West Islip, NY 11795, phone 516/6611422. (5-3)65 p MC CAULEY KLIP-TIP PROPELLER. Havea 65 hp crankshaft and some Champ parts for possible trade. 218/894-2092, Mike Gregg, 311 6thStreet N., Staples, MN 56479. (3-1)

VINT GE TR DER AD fORMSend check or money order with copy to Vintage Trader - EAA, Wittman Airfield, Oshkosh, WI 54903-3086.


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