STRAIGHT AND LEVEL

All winter we had been looking forward to our re­turn to Lakeland, Florida for the 7th Annual Sun 'N Fun Fly-In and on Tuesday, March 17 we departed from our home in northwest North Carolina, leaving behind a chilling temperature of 24°F. After a most smooth and pleasant VFR flight to St. Augustine, Florida, we ran into Mr. & Mrs. Walt Ohlrich of Norfolk, Virginia, who were also on their way to Lakeland in their im­maculately restored SNJ. Walt is a long time member of EAA, a Director of the Warbirds Division and a mem­ber of both our Antique/Classic Division and Antique! Classic Chapter 3. His participation and volunteer work toward all facets of EAA Sport Aviation is representa­tive of the development and achievement of EAA today.

Departing St. Augustine, we turned south, with the SNJ disappearing ahead and to our left and the Orlando area appearing straight ahead. Continuing on to Lake­land we executed the designated arrival procedure, parked, picked up our rental vehicle on the field , regis­tered and immediately went to the Antique/Classic Head­quarters area. There we were met by Rod Spanier and others, hard at work with their judging and other chores.

Rod was Chairman of Awards and Judging for Sun 'N Fun '81, and was ably assisted by Fred Ware, Chief Antique Judge and Dennis Gregory, Chief Classic Judge. This team along with their assistants and the exper­tise of Claude Gray and Al Kelch (our EAA National Judging Committee Chairman and Co-Chairman) made the judging at Sun 'N Fun '81 a successful activity which concluded Saturday evening with the Awards presenta­tions.

Following a walk through the basic staging area, we shook hands with many friends we had not seen since either Oshkosh or Sun 'N Fun '80. Touring with Billy Henderson, Leonard McGinty, Roscoe Morton and others, we visited the Ultralight area late in the after­noon. Fellows, the ultralights were there in force! Their well-organized fly-by pattern was opened, and within a few minutes the sky was dotted with about 30 repre­sentative types of ultralights, some slow, some faster, but all humming along.

Wednesday brought forth a clear but windy day, with some of the faster homebuilts and warbirds participat­ing in fly-bys. Thursday again offered more wind and clouds, but the day was made successful with a tour of the fabulous Wings & Wheels Museum in Orlando, Florida. New additions, including a Boeing 247D, Ju. 52 and others excited our imaginations following their exhibit of a large collection of aircraft and gliders from the early 1900's and WW I aircraft. Your next trip to the Orlando area should definitely include a visit to Wings & Wheels. Back at Lakeland the evening festivi­ties concluded with the Ground Loop Party where all wound down from the day's events.

The attendance of both aircraft and people continued to increase on Friday. Highlighting the daytime events was the Sun 'N Fun Parade of Flight, staged entirely

By Brad Thomas President

Antique/Classic Division

with Antique and Classic aircraft. The nostalgia of this fly-by featuring aircraft of the 20's through the mid 50's never diminishes.

Evening festivities began with the Pioneer Party, a special event of the Florida Sport Aviation Antique & Classic Association (Antique/Classic Chapter 1). Recog­nition of our early aviators, designers, manufacturers and air show participants highlighted the program. We "short timers" were honored to be able to bend elbows with these most interesting and fascinating persons. In attendance were one pilot who soloed in 1913 and three others soloing in 1916! Our hats are off to these and the many other ladies and gentlemen honored during the Pioneer Party.

Saturday brought forth the ideal fly-in day with calm wind, a cloudless sky, warm temperatures, and many airplanes and people. The Ultralights were going strong at breakfast time, Roscoe Morton was interview­ing various people during the day, fly-bys were con­tinuous , the final air show was tremendous and the evening wound down and concluded with the Awards presentations.

I would like to point out several interesting observa­tions relating to our Division. Very significant was the Classic Grand Champion of Sun 'N Fun '81. This restored 1951 Aeronca Sedan of Jim Thompson, Roberts, Illinois, was awarded the Classic Grand Champion trophies at Oshkosh '80, then EAA Tullahoma '80, and now Sun 'N Fun '81, three major fly-ins in succession!

Of interest to our Classic restorers was the winner of the Best Classic over 165 hp, a 1950 Beech Bonanza model BE35 that has been in the possession of Donald and Georgene McDonough, Palos Hills, Illinois, for the past 10-11 years. This Bonanza has been maintained in its original factory-delivered state. There has been no replacement or restoration work, only tender-loving care over the years. The aircraft today has its original in­terior which is spotless and no deterioration is evident over the entire structure.

A past Classic Grand Champion Award was presented this year to the Stinson 108 of Red Smith, Lakeland, Florida. Significant is the fact that Red has kept his Stinson in excellent show quality since being awarded the Classic Grand Champion Awards in both 1977 and 1978 at Sun 'N Fun Fly-Ins.

The Outstanding Aircraft Award for Classics went this year to a Piper PA-18-105SP, the SP standing for

(Continued on Page 22)

PUBLICATION OF THE ANTIQUE/CLASSIC DIVISION, INC. OF THE EXPERIMENTAL AIRCRAFT ASSOCIATION, INC.

P.O. BOX 229, HALES CORNERS, WI 53130 COPYRIGHT 0 1981 EAA ANTIQUE/CLASSIC DIVISION, INC., ALL RIGHTS RESERVED

MAY 1981 VOLUME 9 NUMBER 5

OFFICERS President Vice-President

W. Brad Thomas, Jr. Jack C. Winthrop 301 Dodson Mill Road Route 1, Box 111

Pilot Mountain, NC 27041 Allen, TX 75002 919/368-2875 Home 214/727-5649 919/368-2291 Office

Secretary Treasurer M. C. " Kelly" Viets E. E. " Buck" Hilbert 7745 W. 183rd St. P.O. Box 145 Stilwell , KS 66085 Union, IL 60180

913/681-2303 Home 815/923-4591 913/782-6720 Office

DIRECTORS Ronald Fritz Morton W. Lester

15401 Sparta Avenue P.O. Box 3747 Kent City, MI 49330 Martinsville. VA 24112

616/678-5012 703/632-4839

Claude L. Gray, Jr. Arthur R. Morgan 9635 Sylvia Avenue 3744 North 51st Blvd .

Northridge, CA 91324 Milwaukee, WI 53216 213/349-1338 414/442-3631

Dale A. Gustafson John R. Turgyan 7724 Shady Hill Drive 1530 Kuser Road Indianapolis, IN 46274 Trenton. NJ 08619

3171293-4430 609/585-2747

AI Kelch S. J. Wittman 66 W. 622 N. Madison Avenue Box 2672

Cedarburg , WI 53012 Oshkosh , WI 54901 414/377-5886 414/235-1 265

Robert E. Kesel George S. York 455 Oakridge Drive 181 Sloboda Ave.

Rochester, NY 14617 Mansfield , OH 44906 716/342-3170 419/529-4378

ADVISORS Ed Burns Stan Gomoll Gene Morris

1550 Mt. Prospect Road 1042 90th Lane, NE 27 Chandelle Drive Des Plaines, Il60018 Minneapolis, MN 55434 Hampshire, IL 60140

312/298-7811 . 612/784-1172 312/683-3199 John S. Copeland Espie M. Joyce, Jr. S. H. " Wes" Schmid

9 Joanne Drive Box 468 2359 Lefeber Road Nestborough, MA 01581 Madison, NC 27025 Wauwatosa, WI 53213

617/366-7245 919/427-0216 414/771-1545

PUBLICATION STAFF

PUBLISHER Paul H. Poberezny, President

Experimental Aircraft Association

EDITOR ASSOC. EDITOR Gene R. Chase George A. Hardie, Jr.

FRONT COVER •• • 1929 Fleet Model 2, NC431K, SIN 154, owned at various times by EAAers Joan Richardson, Buck Hilbert and Dick Bach.

(Photo by Lee Fray)

BACK COVER ••• 1922 JLB homebuilt aircraft by John Brown who attempted to fly it from a field south of Momence, IL. This photo is from the collection of Hugh Butter­field (EAA 121478), who will present many of his aviation pictures in a photo show at Momence, IL. See Calendar of Events in this issue.

TABLE OF CONTENTS

Straight and Level . .. by Brad Thomas . . . . . . . . . . . . . 2

NC News .. . by Gene Chase ... .... .. . .. . ... . .. .. . . 4

To Oshkosh by CUb .. . by Tom Hamblet .. .. . ... . . . 5

The Time of the Fleet . .. by Frederic K. Howard. . .. 9

Tom 's Trials and Tribulations With a

Tired Taylorcraft ... by Tom Desalvo ... .. . . ..... 13

The Henderson Longster - Part 1 . .. . .. .. . ... .. . .. 17

Calendar Of Events . ..... .... .. ... ..... . . . .... ..... 22

Page 5 Page 8 Page 13

Editorial Policy: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. Material should be sent to : Gene R. Chase, Editor, The VINTAGE AIR­PLANE, P.O. Box 229, Hales Corners, WI 53130. Associate Editorships are assigned to those writers who submit five or more articles which are published in THE VINTAGE AIRPLANE during the current year. Associates receive a bound volume of THE VINTAGE AIRPLANE and a free one-year membership in the Division for their effort. THE VINTAGE AIRPLANE (ISSN 0091-6943) is owned exclusively by EAA Antique/Classic Division, Inc., and is published monthly at Hales Corners, Wisconsin 53130. Second Class Postage paid at Hales Corners Post Office, Hales Corners, Wisconsin 53130, and additional mailing offices. Mem­bership rates for EAA Antique/Classic Division, Inc., are $14.00 for current EAA members per 12 month period of which $10.00 is for the publication of THE VINTAGE AIRPLANE. Membership is open to all who are interested in aviation. ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through our advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken.

VINTAGE AIRPLANE 3

~ewsU Compi led by Gene Chase

Three New Advisors Are Named Three new advisors were named by the Antique/

Classic Division Board of Directors at their meeting on March 3, 1981 at EAA Headquarters. They are Ed Burns, 1550 Mt. Prospect Road, Des Plaines, IL 60018; Espie "Butch" Joyce, Jr., P.O. Box 468, Madison, NC 27025; and S. H. "Wes" Schmid, 2359 Lefeber Road, Wauwatosa, WI 53213. These three join John Cope­land, Stan Gomoll and Gene Morris as advisors to the directors.

Airworthiness Directive Applies To Teledyne Continental Engines AD 81-07-06, Amendment 39-4071, effective April 1,

1981 applies to Continental A-65, A75, C75, C85, C90, A-100, C125 and 0-200 series engines with AC fuel pumps, TCM part number 40585, 40695, or 631391 in­stalled. Compliance required within 30 days after the effective date of this AD, or within the next 25 hours time in service after the effective date of this AD, whichever occurs first, unless already accomplished with­in the last 12 months and at intervals not to exceed 12 months after the last inspection.

Teledyne, Continental Motors Service Bulletin M81-8, dated March 9, 1981, pertains to this subject.

This amendment becomes effective April 1, 1981. For further information contact: Gil Carter, ASO­

214, Engineering and Manufacturing Branch, FAA, Southern Region, P.O . Box 20636, Atlanta, Georgia 30320; telephone 404/763-7435.

CFI Refresher Clinic At Oshkosh '81 Gaits Teaching Seminars, Inc., will again sponsor a

CFI refresher clinic during the Oshkosh Convention on August 6-8 at the Pioneer Inn. This activity was en­thusiastically received by all participants last year, and it offers the CFI an opportunity to combine busi­ness with pleasure.

Gregory C. Gorak, EAA 24895, is highly qualified to teach this seminar. He has instructed for AOPA and NAFI, and was named National Flight Instructor of the Year for 1975. The March, 1981 issue of AIR PROGRESS featured a three page descriptive article about Greg and his seminars.

For additional information, contact: Gaits, 9414 West Bluemound Road, Milwaukee, WI 53226.

Jacobs Engines It has been reported that the manufacturing rights

and remaining spare parts for Jacobs aircraft engines have been purchased by an individual in Phoenix, Arizona.

Temporary Airman Certificates The FAA announced that it was extending the dura­

tion of temporary Airman Certificates from 120 days to 180 days because their staff could not process these ap­plications properly. However, this extension is not auto­matic. Holders of Temporary Airman Certificates should, before the certificates expire, take them to a FAA GADO office where a new expiration date will be noted.

Museum Needs The following items are needed to carryon the pro­

grams of the EAA Air Museum Foundation. If you can help, please contact EAA Headquarters, telephone 414/ 425-4860. Donations to the Museum are tax deductible.

• Planer (wood) • Wing fittings for Curtiss JN4D • Miscellaneous aviation mechanic hand tools • Tools for V-1650 Merlin engines • Complete engine or parts, Merlin V-1650 • Semi-tractor, double or single axle • Modern NA V/COM radios for B-25 and Lockheed

12 aircraft • Hydraulic Mule • Hydraulic Maintenance Stands • 220 to 28 volt rectifier - 100 amp • Lawn mower blade balancer • Overhaul Manual and Parts List for Me. 109

(Spanish built) • Sewing machine with zig-zag attachment • Wright Cyclone R-1300-1A engine for T-28A • 3 prop hubs (30 spline) , Part #5406-AL and 6

Hamilton Standard Ground Adjustable prop blades, Part #3792X 8' 9" for P& W R-985 Ford Trimotor engines

• N3N wheels and brakes • P&W R-1830-75, R-1830-94 and R-2000 engines • Tank Model 63 or 73 engine. Need complete but

not runable. • Towing tractor for medium to large aircraft

(Continued on Page 7)

4 MAY 1981

By Tom Hamblet (EAA 15754, A/e 320)

3106 Glendale Grand Prairie, TX 75051

Photos Provided by the Author

Saturday, 8:40 a.m. was the actual start of our much planned pilgrimage north to Oshkosh. As usual, our start was to be at 8:00, but forgotten bathing suits meant extra time ... so much for planning. Jean, my wife, and I in our 1946 J-3 Cub and Howard and Donna Webb in their 1946 Aeronca Champ, loaded with pas­sengers and about everything else needed for the next nine days, finally departed home base at Grand Prairie Municipal. Never had either veteran airplanes been so loaded and the take-off roll proved it.

We circled for altitude and headed Northwest around the Dallas/Fort Worth TCA, then Northeast toward Durant, OK for our first gas stop. As we' flew over our friends', the Duenzl's, private strip, we dropped down for a low pass. It was obvious they had company and we didn't have the time to stop anyway so on northeast. A slight tailwind is welcome. The trip goes on as planned so far. Gas at Durant then northeast toward Muskogee, OK for our next pit stop. What is Howard trying to tell me? His sign language isn't all that good, but I finally see he wants to stop at Fountainhead Lodge for l~h. We enjoyed lunch at the beautiful lodge and then to Muskogee and then set our course for Table Rock ake Airport in southern Missouri for our first night's stop. Well, this is where our planning, (Howard's suggestion) starts to go awry. No lodge. While refueling, we look over a KR-2 nearly finished and a Pietenpol well­started by the two men who run the airport, and numerous radio-controlled model helicopters showing signs of many flights. We circle the lake looking for evening accommodations. No luck. We again land at Table Rock.

"Where did that bump come from? It wasn't here five minutes ago." After checking our charts, we decided to go on to Springfield, MO for the night.

Springfield was a welcome conclusion to a long "day in the saddle". Some 80 octane for the planes, drink and food for us, in that order. We soon found that people, as well as airplanes, can get out of C.G. and over gross.

Sunday, Day No.2 - "Well laid plans of mice and men." We planned to fly to the Lake of the Ozarks, find a strip next to a nice lodge and enjoy some poolside re­laxing and spend the night. Well, we couldn't find any­thing that fit our description so, on to Mexico, MO for lunch. Hey! What's -this? Our first headwind! Thunder­storms ahead so we tie down good and enjoy a lunch in what seems to be the meeting place for Mexico citizens on Sunday afternoons. Good food and the storm seems to have circled us while we dined. We mark our chart for Hannibal, MO for a sightseeing evening. Along the way, we pass over private strips with catchy names like "Good Pasture". At Hannibal we tied down and asked about a courtesy car from town. Since the Towne House Motel was the only one offering this service, we made the call and asked the driver about entertainment and sights to see. To be expected, the Mark Twain Museum and home, along with the cave Tom Sawyer and Becky explored were on our list to see and we were offered a car to use by the Towne House Manager. Since we had flown over the Mississippi and kn~w "Old Man River Just Keeps Rolling Along", a paddlewheel boat ride seemed in order. We were surprised to find the Captain was an EAA member who wasn't going to get to Oshkosh

VINTAGE AIRPLANE 5

in his Ercoupe. Since we ran off the Dallas/Ft. Worth sectional

Howard has had to "follow the red Cub" as he hasn't been able to find a Kansas City chart. At last! He finally finds one at Hannibal only to run off of it before we reach Burlington, IA.

Monday, Day No.3 - After a good night's sleep near the Mississippi, we found ourselves back in the air without refueling because we thought the price a little too high. Little did we know, prices were going to 'be higher from there on northward. On heading and fly­ing straight to Burlington, lA, we crossed the winding Mississippi several times and Howard played with a few barges going our way. At Burlington we found the error in our ways and paid even more for gas. So much for trying to be thrifty. We were held up by airline opera­tions and decided to stay away from large airports as we seemed to have better luck getting 80 oct. at small strips and without hassles. Never in my life have I seen so much corn growing as in Iowa.

Next stop, Mequoketa, IA only to find no attendant and no gas. The gas pump didn't even have any guts in it. There was a new terminal lounge being built and a few new planes, but no service. I had enough gas to go 10 miles to Savanna, IL. The Champ is no problem; not only does it hold one gallon more than the J-3, but run­ning at reduced power so the Cub can keep up, it is burning only 3.7 gph. So all gas stops are determined by the Cub's range (well ... mine and the Cub's). We find gas at Savanna and proceed on our way. After more sign language from Howard about which way the wind is blowing and an unauthorized four wheel vehicle getting off the runway, we head North to Dodge­ville, WI for a planned overnight stop. Sure hope How­ard does better with this suggestion as to where to spend the night.

We sight the town and see the Inn with a Boeing C-97 parked out front. Upon landing at the airport we note the absence of any planes on the ramp and the only hangar full of building material, then we see the sign "Taxi to the Inn". We tied down on the front lawn of the Don Q Inn, almost under the wing of the C-97. It was only a 20 yard walk to the front desk to register. We learned the C-97 is to be mounted and converted into a coffee shop for all airplane buffs to enjoy. While in Dodgeville we rented a car and toured the "House on the Rock" and the adjoining museum. Words cannot describe the beauty and treasures found there. And it is a "must" for anybody visiting in the area. Along with the underground tunnel at the Inn, this place came equipped with heartshaped Jacuzzi baths for the weary traveler and bed shackles, so Howard claimed while rubbing his wrists at breakfast.

Tuesday, Day No. 4 - The morning dawned clear, but before we could eat and saddle up, low clouds moved in. We were able to stay below them and proceed to Portage, WI for a fuel stop and on to Oshkosh.

Arriving at Oshkosh, we crossed the RR tracks north out of Fond du Lac and followed our "non-radio waiver instructions" to land. We taxied in and were parked in the Antique/Classic area behind the Classic Cafe. We tied down, registered, and began looking at and enjoy­ing the EAA International Fly-In.

Enroute north we found that not many airport types knew that Piper painted a few J-3's other than yellow, and with Howard's Champ having a near Citabria paint job, it was interesting and humorous to hear some of the comments about our planes, especially when they didn't know we were listening. Unsuccessful at finding rooms at the dorms, we met another friend who had trans­ported camping gear for us "just in case". 6 MAY 1981

We enjoyed walking, looking, picture taking until air show time and, as might be expected, became ac­quainted with several new phrases such as "raiding the icebox" and "visiting the President's White House", referring to the neat rows of little white houses located in strategic places all over the field. We hopped a bus to town for dinner at the Hour Bar, which really caters to EAA during the week. It was a good thing we had a nice dinner and relaxed after the busy day, as we had unforeseen work in store for us all - walking from where our planes were parked carrying suitcases, sleeping bags, tents and miscellaneous to where Arthur Evans' Tri-Pacer was parked for camping. Flying a later vin­tage plane, he parked in the North 40. We all began to wonder about the pros and cons of automobile travel versus exercise. We were exhausted, but made it to the plane to set up two more tents under the wing of the Tri-Pacer and tried to get a good night's sleep, oh, was it cold! And don't hit the top of the tent because it is full of dew ready to mist on the inhabitants at the least movement.

Wednesday, Day No.5 - I decided to get a brief­ing and do some fly-by picture taking while Howard and Donna visited with relatives there for the day. In the pattern, I am passed by Rutan's Defiant with one engine shut down, an Osprey II, a Helio Courier with flaps down! Oh, come on. My Cub can't be that slow! Time to park it and take more pictures on the line.

New airplanes, old airplanes, one of a kind airplanes all add more enjoyment to our trip. We see many beauti­ful and a few, really rare old birds, such as a Star Cava­lier, Fairchild 45, Curtiss CW-22, Stinson Tri-Motor, Travel Air Mystery Ship Replica and a Gee Bee Replica to name only a few. This has to be the best show on earth. Tonight only two tents remain occupied, or par­tially - Howard seems to have the 10-12-2-4 routine right on schedule. Too much coffee, Howard?

Thursday, Day No. 6 - Another day of visiting the EAA Store, Fly-Market (Howard and Art located a nose wheel for my J-3. Have to keep them out of there.), exhibition booths and more airplanes. We decided to leave before the air show today to fly down to Wagon Wheel Lodge near Rockford, IL for the night. Hey, our trip up sounded so good, we recruited another friend. Art decided to travel back to Fort Worth with our crazy group. What a godsend - Art's "Texas Truck" is loaded with tents, camping gear, our extra baggage and an old Aeronca door Art hopes will fit the Chief he is build­ing up. Since Art's Tri-Pacer is faster, we set gas stops and he meets us there instead of trying to hold back to let the Cub keep up. The Wagon Wheel is an old, estab­lished lodge with character and good food. Hopefully, these attributes outweigh the dripping faucets and icy swimming pool. (The owner has since shut down the landing strip .. . Editor)

Friday, Day No.7 - We wake to find our airplanes wet from the rain during the night, dry off the leading edge and depart for St. Louis, MO with pit stops at Peoria and Jacksonville, IL. Forgotten by all, no birthday cake for Howard, and we spend our quietest evening of the trip. This is only after an unprecedented tour of the city by two warm-hearted school teachers who offered to drop us at a motel near the Arrowhead airport. We didn't realize they had a Cougar and they didn't realize there were five of us, plus the two of them. We also didn't know they didn't know where they were going, having lived there all their lives. Overcoming claustrophobia and cramped neck pains, Jean and Donna thanked one and all for Happy Hour. I sure am messing up my diet this trip or could the Cub just be getting more sluggish?

Saturday, Day No.8 - We depart for Shangri-La Lodge, near Afton, OK with stops at Rolla and Spring­

field, MO. Things are going great, but we run into low clouds and fog, calling for an unscheduled stop at Sulli­van. In less than 45 minutes things start looking brighter and the ceiling lifts. At Rolla we circle to land and Art is missing. He should have been here well ahead of us, so Howard gets on the F.B.O. radio and tries to find him. Turns out his unscheduled stop to skirt the fog was at St. Clair where he hears we had gone overhead about

l10 minutes before he landed. On to Springfield for a taxi ride into the Texaco Truck-Stop for lunch, where we meet another taxi driver to take us back to the air­port.

We made it on into Shangri-La and called for trans­portation. Do those lodges ever cater to their visitors! We made an early night of it with dinner under the stars and almost a full moon.

Sunday, Day No.9 - After a patio buffet break­fast, we are driven back to the airport where Howard and Art had a go-around with the airport manager.

Seems that they couldn't convince the manager he could not put 26 gallons of fuel in a Champ's 13 gallon tank. Soon the light dawned and much to Art's dismay, he and Howard swapped bills. They had filled Art's auxiliary tank and gas wasn't cheap there either. On to Musko­gee and then Arrowhead Lodge for lunch. Durant being our first stop on the trip , also proved to be the last gas stop.

Again flying over the Duencl's private strip we de­cided to stop in for a glass of lemonade and some story telling before completing the 1,990 mile round trip. Back home, my tachometer registered 29.2 hours, in­cluding .2 hours fly-by in Oshkosh. We had made 30 landings and consumed 130 gallons of gasoline in our nine day excursion. We all agreed that though the trip was beautiful and exhausting, it was worth every agoniz­ing muscle just this once. Next time, we'll take a faster, more comfortable means of transportation - Amtrack, maybe, huh?

AlC NEWS ... (Continued from Page 4)

Antique Instrument Restoration Restorers of antique and classic aircraft who find

themselves in need of instrument refacing and/or re­building should contact: Ohio Valley Speedometer Sup­ply, 7304 Greenlawn Rd., Louisville, KY 40222. Phone (toll free) 1-800-626-1588. The company uses a patented photochemical and typesetting process that not only makes the instruments look new again, but provides protection when there is exposure to sun, humidity, heat and cold.

Harvey Young Airport ­40th Anniversary Fly-In

To honor Mr. Harvey Young on the 40th anniver­sary of his airport on the east side of Tulsa, Oklahoma, a fly-in is set for May 22-24 for all who love to fly for fun. A special welcome is extended to ultralights, home­builts, warbirds, antiques and classics. Harvey Young Airport has long been known as a true grass roots avia­tion mecca and fly-ins there in past years have brought participants from all over the U.S. For additional in­formation contact: Hurley Boehler, Fly-In Chairman, Rt. 8, Box 617, Claremore, OK 74017. Phone 918/341­3772 or 918/835-1900.

Luscombe Association Newsletters Donated

John Bergeson, 615 West May, Mt. Pleasant, MI 48858, Chairman of the Luscombe Association recently sent a complete set of all back issues of the Associa­tion's newsletters for the files of The VINTAGE AIR­PLANE. The newsletters are chock-full of useful in­formation about the maintenance and flying of Lus­combes, as well as activities of owners and their planes. For membership information contact John at the above address. .

Canadians To Oshkosh All Canadians planning to fly their aircraft to Osh·

kosh '81 or the lAC International Championships at Fond du Lac (August 9-16) must comply with the provi­sion of Federal Aviation Regulations. Please follow the instructions below to obtain your Special Flight Authori­zation.

1. Standard Category Certificated Aircraft A special United States Flight Authorization is not

required providing your aircraft has correct and current Canadian documentation. However, you must file a United States Flight Plan to point of entry and clear customs on arrival. Please note customs clearance is not available at Oshkosh without substantial cost.

After customs clearance, another flight plan must be filed to Oshkosh.

If you require further specific details, write to EAA Headquarters.

2. Warblrds A blanket United States Flight Authorization has

been arranged by Canadian Warplane Heritage. All Warbirds planning to fly to Oshkosh must contact the Heritage for full details no later than June 1, 1981. Write: Canadian Warplane Heritage, P.O. Box 35, Mount Hope, Ontario, Canada.

EAA Insurance Program By the time you are reading this you should have

received a mailout on the new EAA Hull and Liability Insurance Program. In addition to standard hull and liability coverage at attractive rates, you will have available the following features:

• Coverage for all aircraft types • No component parts schedule • Agreed value coverage • Aircraft under construction (work in progress) • Inhouse claims representative • Nationwide claims settling network If you need additional information, call (toll free)

Aviation Insurance Unlimited at 1-800-334-0061 and specify EAA plan.

(Continued on Page 21)

VINTAGE AIRPLANE 7

This Warner-powered Fleet Model 1 was used by a flight school at Milwaukee County Airport in 1930.

In 1928 Reuben H. Fleet, President of Consolidated Aircraft Corporation of Buffalo, New York, decided to develop a new training aircraft to supplement the com­pany's Pr and "Husky" military series. It was not a derivation of the Pr design, for it was brand new through­out and, where the Pr and "Husky" airplanes had been primarily slanted to meet the requirements of the mili­tary, the new Fleet was intended from the first to be es­sentially civilian. This fact accounted for the machine being designed around the Warner Scarab radial engine of 110 hp. The commercial operators of the day, having been conditioned to the Curtiss OX-5 powered aircraft, could hardly be expected to welcome eagerly the initial cost and expense of supporting over 200 hp (as used in the Pr-3) in an airplane built only to teach flying. The Warner Scarab was probably the best of the new en­gines then appearing on the market in the 90-120 hp range, and the Fleet Model 1 found widespread ac­ceptance very quickly as a civilian training machine.

There was little carry-over from the "Husky" to the Fleet. Dimensionally they were quite different and, ex­cept for a few details such as the type of windscreen and the fuel arrangement, it would be difficult to find fea­tures tying the two designs together. The first Fleets were, however, sometimes called "Husky Junior" . More formally they were the Consolidated Model 14, a design which received ATC #84 on November 10, 1928, and was approved for the Warner Scarab engine. In 1929 production of the aircraft was taken over by a Con­solidated subsidiary formed for the purpose (titled

8 MAY 1981

"Fleet") and a slightly reworked version of the Model 14 was produced under ATC #122 issued June 15, 1929, and termed the Fleet Model 1. Fleet Model 2 officially dates also from June 15, 1929, when its ATC #131 was obtained. However, in 1928 several Kinner K-5 powered Model 14's had been built, so actually both the Fleet Model 1 and the Model 2 were in limited production in 1928. The third popular Fleet design, the Model 7 pow­ered by the Kinner B-5 of 125 hp, was not in production until 1930. It received its ATC #374 on October 4 of that year.

Throughout the 1930's Warner Scarab and Kinner K-5 and B-5 Fleets were common everywhere in the U.S., but they were particularly popular on both coasts. In the East, for example, the Roosevelt Flying School of New York operated Fleets for many years. And in Southern California Fleets were available at almost every airport where, quite unlike today, a considerable number of impending bankrupts, called "fixed base operators", scratched a precarious living renting them out to "Sunday flyers" , and providing flight instruc­tion (of a sort) in one-half hour increments. The rental was almost always the same whether the owner-operator went along to provide the "flight · instruction" or not. His services came free. The charges for Fleets ranged from $6 to $8 per hour, with poorer fields like Dycer or Culver offering the lower prices.

To be more exact, this was the situation around Los Angeles in the early 1930's. It was the time of The Air­plane Movie, and such epics as Hells Angels, The Dawn

By Frederic K. Howard 2257 Depew Street Denver, CO 80214Time of

Photos from Hardie Collection Except As Notedtile Fleet

Patrol, and Lilac Time had acquainted the public with exactly how the intrepid aviator should be garbed. The "Sunday Flyers" were quick to take advantage of this. They soon learned how personally rewarding it was to appear, properly attired, along some flight line even if they had no intention whatever of renting anyone's Fleet. The recommended accoutrements for this sport included whipcord breeches with imported riding boots, a suede leather jacket of rakish cut, and, of course, the indispensable white silk scarf. Helmet and goggles could be carried if displayed conspicuously but it was con­sidered more dramatic if they were worn with the hel­met's strap casually unfastened but artistically draped about the neck.

On any Sunday afternoon the flight line at Grand Central or Clover or Mines Field offered an impressive and gorgeous spectacle, and the non-flying public would come from miles ·around to observe with awe and envy. Now the scattering of harrassed, sweaty, shirt-sleeved characters who were continually busy swinging props or rushing out from the flight line to hold wingtips or who serviced the airplanes - these happened to be the operators. They were the professionals who held Trans­port Licenses and who owned the airplanes. They were rarely confused by the public with the "flyers", so easily

This Fleet was equipped for instrument flight training.

A Fleet Model 2 was also based at Milwaukee County Airport in the 1930's.

VINTAGE AIRPLANE 9

(Photo by Ted KOlton) This Fleet Model 2 has been a popular airplane at many EAA Fly-Ins.

identified by their boots and breeches and helmet and goggles.

But also in the 1930's it was a simpler time for the private pilot - at least those who could face up to the fact that, regardless of what Hollywood might pretend or the public might think, it was both ridiculous and uncomfortable to fly in a get-up more suited to a horse than an airplane. For it was a day when aircraft radio communication was almost unknown; when instrument flying was something vaguely understood and generally thought fit only for the likes of Jimmy Doolittle to fool around with, when flight plans hadn't yet been devised but you could, here and there, have yourself "PX-ed" (as I recall, that was the term then used) across a stretch like from Midland to EI Paso where there was nothing underneath most of the way except sage brush, cactus and the pipe line you were following. Then, if you were unlucky enough to be forced down, someone might come looking for you.

In the early 1930's the Weather Bureau would con­tract with the owners of Warner Cessnas or maybe a J6-5 Aristocrat for twice-daily upper air observations. Sometimes they would get as high as 13,000 feet MSL. And it was a time when a Private License required only 10 hours of solo and was awarded perhaps more for literary ability than flying skill. A candidate for the Private classification in those days first would be placed at a desk, thoughtfully provided by the Department of Com­merce, and there he would sit for hours on end writing at great length upon various matters then thought to be indispensable to the satisfactory use of the airplane.

The following sampling of examination questions (only slightly overdrawn) illustrate the sort of thing on which the prospective private pilot was expected to be lucid and articulate:

1. Explain in detail why The Airplane flies and dis­cuss completely the forces exerted upon it while it does so.

2. Elaborate upon the structure and development of the cumulo-nimbus, relating it to the line squall , and describe the cloud types normally preceding and following thunderstorms in general.

3. Solve the following problem, explaining in detail the reasons for each step taken: Aircraft A takes off from point P at 9:53 a.m. and proceeds on a compass course of 124 degrees at an airspeed of

10 MAY 1981

52 mph. Aircraft B takes off at 10:02 a.m. from Q located 27 miles from point P on a line 176 degrees true from point P and, at an airspeed of 58 mph follows a course to intercept Aircraft A . Assuming a declination of 3 degrees west, a devia­tion of 5 degrees east, and a wind velocity of 9 mph from 237 degrees, derive the appropriate compass course for Aircraft B to follow in order to intercept Aircraft A and calculate the time for interception and the place at which interception will occur.

Malcontents would occasionally point out, not il­logically, that the airspeeds in the interception prob­lem were rather unrealistic and that, in any case, if it were absolutely necessary for the two airplanes actually to get together, they would be far more likely to do so if Aircraft A simply went wherever it was going and, once there, awaited the arrival of Aircraft B. Candidates of this disposition were usually failed abruptly, inas­much as they clearly were unwilling to go along with the spirit of the thing.

The examination papers were mailed,eventually, to Washington for final evaluation where, it was held by some cynics, they were weighed rather than read. In any case, a survivor of the literary examination was finally led up to a genuine airplane where he was given a verbal set of instructions covering the flight maneuvers expected of him. For as much as 15 minutes the candi­dates would then fly for a Department of Commerce in­spector, who knew better than to go along but who would condescend to watch warily from a well-protected vantage point along the flight line while the distraught student skidded through is figure 8's and bounced his landings.

The circumstances being about as described , the Fleet, inasmuch as it was a most forgiving airplane, was recognized as a fine machine for this sort of non­sense, and was probably used by more potential private pilots to undergo the harrowing experience of the Pri­vate Pilot's Flight Test than any other airplane type used in the early 1930's. All of this was changed toward the end of 1933 after the Aeronautics Branch had been transferred into the Bureau of Air Commerce, and all the earlier lO-hour wonders had either been eliminated or reclassified by re-examination under a new 50 hour

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requirement. The Bureau's reclassification Private Flight Test was considerably different. The inspector went along and, in the early period, spins were required.

The Fleet, while a nice-behaved airplane with no unfriendly characteristics, did have its own idiosyncra­sies. Like its refusal to allow its nose to be brought back to the horizon once it had been lowered in a right hand vertical , although it had no objection whatsoever to putting its nose anywhere while in a left hand verti­cal. But it is doubtful if this had any real significance. Or the tendency of the Kinner simply to fade gently away if it wasn't cleared often enough in the glide. But thi s was .the Kinner's characteristic, not the Fleet's . It was also a very cooperative airplane if given half a chance. For instance, in 1933 I once watched two brave souls at Mines Field catch an airborne Fleet by its lower panels, literally dragging it out of the sky, when a stu­dent on an early solo flight got rattled and repeatedly tried to land with the throttle cracked open. He kept ballooning the length of the field , time after time, in tremendous crow hops getting maybe 20 feet of altitude and about 150 feet of distance on each leap. The Kinner was turning perhaps 1100 rpm and at that speed you could fly a Fleet all day long. (Well, almost anyway.)

The Fleet did have one terrible liability, though. The upper wing was all in one piece, and if you broke a spar it cost $1000 for another wing. Fleet operators took awful good care of that upper wing. Those two brave souls rescuing their student in the previous story hap­pened. to be the owners of their crowhopping Fleet and were mighty worried their airplane was going to end up on its back. That's why they ran out and brought him down - after his fifth circuit of Mines Field. Theirs

was a bravery born of poverty - no operator could raise $1000 in 1933. As I say, it wasn't at all like today.

The specifications for the K-5 Fleet gave the cruise as 95 and top as 110, but everybody knew better than to believe it. No one wanted to go anywhere in a hurry in a Fleet and so the fact that it might, if everything was set just right, cruise at 85 was interesting but not important. It was nice to be up there and most people figured. why hurry and get it over with, so nobody held it against the airplane. This does seem strange today because not very many look at it that way any longer. But in the 1930's that third dimension was something special. It was enough that you weren't much con­cerned with how fast you might be able to go some­where that you probably didn't have a good reason to get to anyway. A few of us have never been able to over­come this outlandish viewpoint, so maybe that's why you happen to be reading here all about an old-fashioned airplane that meant something to those who flew it.

To be continued next month .. . Editor.

The photos show a detailed scale model of a Fleet Model 2, 1/10 full size, built by the author of the accompanying article. Howard Is nationally famous for his beautifully authen- . tic miniatures, many of which are on display In museums.

For the construction of this model, Howard drew his own plans, Sheet #1 of which Is shown on the preceding page. He cautions, " No factory blueprints or other drawings were avail­able for these drawings, nor was It feasible to "calibrate" any Fleets stili flying. Accuracy Is therefore by no means absolute, but It Is sufficient for construction of an effective, detailed scale model - the purpose for which these draw­Ings were made." (Photos by Frederic K. Howard)

12 MAY 1981

Trials al1d

On a weekend in August, 1977 Cal Tompson and I convinced our spouses that we should go on a 170 mile trip to look at a T;:tylorcraft. One of us had memories of his early flying career, the other had visions of punch­ing holes in the sky. We found what could best be described as a "mechanic's delight". Employing all available re­sources we convinced the girls that this collection of tubing, wood and fabric could be transformed into a beautiful 1946 BC12-D.

The present owner wasn't to be found that day, so C;:tl and I left a message that we would return the fol­lowing Saturday. Upon returning we met with the owner. After he showed us the package he was offering, we sat down to some "Yankee Trading". We soon had our newly acquired bones loaded into a pick-up truck and open top utility trailer which was in tow. We now owned a T-craft, N43479, serial number 7138 which left the fac­tory on 3-8-46. On our way home an Ercoupe driver gave us the once-over from above. We wondered if he was happy or sorry for us?!? While enroute we decided we would eventually have an aircraft that would be "like original", by using proper materials and methods.

Cal said my first step in the restoration project would be to become conversant with the "Airframe and Power­plant Mechanics Airframe Handbook". He would also be closely monitoring my every move in the practical application of my studies. All I could say was, "When can we start?"

Tribulatiol1s wit Tired

a Upon reaching home and unloading the trailer, it

became obvious that working space would be a problem. For over a year we had been looking for a piece of land on which we could build two homes. The search now continued with added interest.

Once all pieces, except the fuselage, were tagged, catalogued, and stored, we took all removable parts off the fuselage. I then had the opportunity to accumulate some time with a sand blaster. With a clean fuselage back in the garage, we inspected all welds with a strong light and ten power magnification. Three bent diagonal pieces of tubing, the rearmost eighteen inches of the bottom longerons, and the bottom half of the tailpost would have to be replaced. I refer to this aft area as "The Tail­dragger's Troublesome Triangle".

This is where my skills as a steelworker with the U.S. Navy's Sea Bees came in handy. For practice Cal gave me a piece of tubing to put a fishmouth splice in.

TayI0r~r.~!!i~ my home~,k, he gave

me a hacksaw to cut the bent and corroded tubing off

Story and Photos by Tom Desalvo EAA 99535, Ale 3479

RFD 1, Box 27D Laconia, NH 03246

the fuselage. The replacement longeron tubing was in­ternally spliced. We then coated the interior surfaces of all longerons with LPS-3. With the fuselage struc­turally sound, it was then given a coat of zinc chromate primer. This was followed by a grey, dope resistant paint. My children, TJ and Tammy, would drop in from time to time to see what they could do to help. There

VINTAGE AIRPLANE 13

wasn't much they could do with the airframe, but it was nice having help keeping the shop picked up.

In February, 1978 we found the piece of land we had been searching for. During the next twenty-nine months, our primary objectives included the finish work and land­scaping of our two new homes. They each have attached garages large enough to hold all the pieces of a small single engine airplane. Periodic escapes were made from the carpentry, masonry, and pick and shovel routine for the sake of sanity and love of airplanes. We managed to accomplish the following: Restoration and installation of the rudder and brake pedals; restoration and installa­tion of the control yoke; flush patching of all but original holes in the instrument panel; repair and reinforcement of the glove boxes; complete rebuilding of both doors (the latches would not work and the glass needed re­placing); restoration of the motor mount, boot cowl, and landing gear and rebuilding of the brakes.

By February, 1980 we had laid out the fuselage wood­work for evaluation. We would be able to use some pieces, while others would be suitable only for patterns. Prior to installation, all wood on the airframe was given three coats of clear, polyurethane paint. With all fuselage woodwork installed, our attention was next focused on the headliner - a luxury this fuselage never had. In­stead of the original cotton, we chose a beige vinyl from Airtex, and headliner bows were ordered from Taylor­craft. With the headliner installed we now were able to concentrate on getting an elevator trim control as­sembled and installed. The Taylorcraft parts catalog has an assembly drawing for this. It was now time to install the fuel tank and instrument panel. We found no sign of corrosion or fuel leaks in the fuel tank. A black wrinkle finish on the instrument panel , instead of the original red paint was our choice. With the panel mounted in the airframe, we installed all the instru­ments and a rotary magneto _switch in it. By fabricat­ing a suitable mounting bracket, we were able to install the E.L.T. in the left glove box. Upon inspecting the control cables we found we had to replace both rudder cables.

Next we installed the main landing gear. We then put on the wheels and took the fuselage off the saw horses it had been resting on for such a long time. It looked good to see this pile of bones we brought home in a trailer sitting on its own wheels. The 65 hp Con­tinental engine was now given to one of Cal's LA.s for a top overhaul.

The time had come to take one wing down from its hanging place in Cal's garage. After removing all fab­ric from the wing and aileron, we found three ribs in need of repair. The reinforcing plates at the aileron hinge mount point on the aileron spar had to be re­placed. The wing attach fittings were removed, cleaned, inspected, and painted with zinc chromate primer and installed. The compression struts, and the drag and anti­drag wires were inspected next. All were O.K.! Repair to the other wing and aileron followed a similar pattern.

The day had finally come when we could slip the dacron (Ceconite 102) envelope onto the fuselage. With this fitted and glued in place, the vertical fin was in­stalled and covered. The area previously referred to as the Taylorcraft Troublesome Triangle was left uncov­ered to facilitate care and inspection. The exposed tub­ing in this area will be painted with color matched enamel. With this covering in place the structure was primed with two brushed coats of nitrate dope and finish-tape. Then four coats of clear butyrate build-up, two coats of silver and four coats of color were sprayed on. All paints were from Randolph. We copied a locally popular yellow and black color scheme of the post war 1940's.

14 MAY 1981

Tom sandblasts the fuselage in his back yard.

Same old story! After so many years, the lower rear longerons must be replaced. Tom holds the original tubing.

Newly restored Taylorcraft BC12-D by owners Tom Desalvo and Cal Tompson.

The tail feathers were now cleaned, inspected and zinc chromated. Then all control surfaces were covered, stitched and brought through the same paint schedule previously described. The wing ribs are drilled for wire rib stitching (martin clips) which speeded up the fabric attachment considerably. You can't appreciate the size of a Taylorcraft wing panel until you use a three inch brush to apply two coats of nitrate dope to it! The time was now September, 1980. The unpredictable New England weather provided conditions for spraying dope, usually at a time one couldn't leave that very neces­sary gainful employment! We finally managed to get all the dope sprayed, and at last we were able to breathe a sigh of relief. We would be shooting enamel from now on. With the wings completed and hanging from the rafters in my garage, it was now time to give the struts the full treatment.

The day finally came when we brought home the shiny gold 65 Continental minus mags, and mounted it on the fuselage. We were in the process of convert­ing the mag covers for our unshielded ignition system so they weren't ready for mounting on the engine at this time. While routing and connecting the engine con­trols, leaking oil highlighted a crack in the oil tank. That fix involved a simple remove, repair and replace procedure. The exhaust manifold and heater muff in­stallation necessitated the engagement of my grey mat­ter. That succeeded in teaching me another lesson.

The leaves were now falling off the trees, and a morning frost was common place. The windshield we had, though previously fitted to another fuselage, was usable. We installed it in our airframe. With some cos­metic repair we were able to use the fiberglass nose cowl piece that was included with the bones we bought. The two pieces of top cowling and the cowl bottom were

cracked and dented beyond saving. Once again the Taylor­craft company supplied us with new parts. All we had to do was fit them to our fuselage and install the truck latches we included in our order.

We found Randolph did a good job of color matching with their enamel and dope as we finished painting the cowl. The magnetos were installed and we organized our parts inventory for the trip to the airport. Final as­sembly would take place in Cal's hangar.

At 0600 on November 22, 1980 we attached the fuse­lage to the bumper of my pick-up truck by simply bolt­ing the tail wheel spring to it. At dawn's early light we headed for the airport. Cal provided rear guard protec­tion with his vehicle. Using my pick-up for all the haul­ing required five trips to get the major parts over to the Laconia Municipal Airport. Though quite messy, our garages now looked empty.

We spent the next day installing the tail feathers and wings in Cal's hangar. Throughout the day the local pioneer flyers came by to see what we had been doing besides building houses these past three years. As these "good-old-boys" filtered in I looked up from what I was doing to see their reaction. Not a word was spoken dur­ing their slow walk-around. The up-turned corners of their mouths and the twinkle in their eyes meant more to me than all the hand shakes and back pats the rest of the flying community could muster.

Mounting the jury struts, installing the ailerons, and rigging the elevator trim tab was all I accomplished the following day. The activities of the next few weekends involved rigging and connecting the ignition and fuel systems to the engine. When the elevator trim is rigged, it is important to check the spacing between the top and bottom of the left and right elevator control horns. This is where the elevator cables connect. If proper

VINTAGE AIRPLANE 15

spacing is not maintained between these horns, you will bind-up the trim tab pulley which is located between them. You must also be careful when you cotter pin the castellated nut on the end of the trim tab worm gear shaft. If the head and ends of the cotter pin are not kept flush with the nut they can bind against the lead­ing edge of the right elevator.

Cal's shop foreman, Frank Martin, and I next took the magnetos apart to clean, reassemble, time and rein­stall them on the engine. Sounds easy, doesn't it? Then we took the Stromberg carburetor apart. We cleaned, reassembled and mounted it on the engine.

It was now the second weekend in January and we tried to run the engine. The magneto gaskets leaked and we could get only a maximum of 1800 rpm's out of the engine. A piece of 1116" gasket material would solve the magneto oil leak. Some research produced the fact that the fuel level in the float chamber of the Strom­berg carburetor must be 13/32" from the top of the chamber. This adjustment was made by using spacers under the needle seat. Making this adjustment and re­installing the carburetor on our engine produced sounds that had us grinning from ear to ear. In the near future we would see a fuel consumption that was "by the book".

On January 24, 1981 New England was experiencing a local phenomonon referred to as the January thaw. During this time the daytime temperature will actually rise to a . level above freezing! This was the day our beloved T-Craft made its maiden flight. The ramp in front of Cal's hangar was lined with smiling faces, and all attention was on the end of Laconia's runway 26. Suddenly Cal's tallest mechanic, Dave, called out, "Tail's

The "troublesome triangle" was left uncovered to facilitate

care and Inspection.

up!" "Naw," says Frank Martin. "It's all up!" Cal passed over us at about 400 feet AGL.

After about ten minutes in the pattern, he landed and said, "Left wing is heavy." I pulled the cuffs off the rear struts and washed in the left wing three turns and washed out the right wing three turns and replaced the cuffs. Cal then said, "Give me a prop and climb in the right seat!" On the first pull through that engine was smoothly chugging away at 550 rpm's. We took off and climbed to 3000 feet MSL and trimmed-up for "hands­off-flight". The guess we made at the amount of wash­in and wash-out was just perfect. I can't describe the thrill this was for both of us. At 3000 feet MSL with both of us aboard and full fuel our T -Craft indicates a steady 104 mph at 2150 rpm's.-This is cruise power set­ting for the 65 Continental and we're using a 74" diameter, 43" pitch metal prop.

Cal said, "Now that I know howaT-craft is put to­gether, it's time I started learning how to fly." I'll al­ways remember what one of Cal's fellow Q.B.'s once told me. He said, "To be a good T-craft driver you will have to develop the touch for milking a mouse." Cal has al­ways had a soft spot in his heart for Taylorcrafts. My association with the airplane shows how contagious that feeling can be. I love that airplane!

There was a time in my life when I thought working in a model airplane hobby shop and belonging to a model airplane flying club was the apex of my aviation career. It is almost a fantasy come to life that I am now find­ing myself in the company of those who have mounted alone into the realms beyond the reach of the Keewee and Modok.

16 MAY 1981

~ _ , ... _-, v _ _ , ..... _ ._ , __ _._ __'_~" _"'

. .

Driggs, Aeronca and many others use the familiar triangular fuselage aft of the win.g. Long has adapted it again tn this latest version of what he believes a good lightplane should be, and the beautiful result is apparent in this photo. Note the sweet lines, the ap­parently rugged undercarriage, and balanced rudder.

THE HENDERSON LONGSTER PART 1

The designer of the famous Anzani Longster, one of Modern Mechanix and Inventions' most popular designs, comes through with his promised version of the Longster lightened for Henderson use. The ship is remarkable for stability

and jlyability. By LES LONG

EDITOR'S NOTE: This month we return to the EAA reprint of the 1933 FLYING MANUAL for the plans for the Henderson Longster. This is a lighter weight, parasol version of the Longster which was presented in the April and May, 1980 issues of The VINTAGE AIRPLANE. This article will be concluded in the June issue of the magazine. . Gene Chase

After the rather surprising success we had with the Anzani Longster, it was probably only nat­ural that we should turn to the popular little Hen­derson as the power plant for a still lighter and cheaper Longster. This little engine undoubtedly holds first place in the affections of the lightplane clan, an,d well may it do so.

The Henderson is undoubtedly a little low in power for the average amateur ship, said ship generally having a tendency to run into pounds. However, we decided to make a try at it and the results were far more than we had hoped for .

This new ship has about everything that could be asked for in a real lightplane. It is reasonably fast, 75 mph at 2,850. It has a good steep climb­ing angle and keeps right on climbing, seeming to do as well at 4,000 ft. as near the ground. It lands at exactly 25 mph in still air, measured by cars running along beside it.

Its gliding angle is fully 12 to 1. You should hear the pilot talking to his friends on the ground. It rolls, banks, zooms and does wing-overs with

such apparent ease it is a joy to watch. As to sta­bility we can only say that it has been flying for two months, most of the flying being done by be­ginners, and has never made a bad landing nor damaged so much as a bolt or flying wire. Parasol type planes are notoriously easy to land. It will fly for miles with the controls entirely free, and will right itself jrom any position.

As to power we can say that we fly the ship regularly with the motor turning 2,100 to 2,200. It will actually climb with the engine running 1,900, believe it or not. This is with a propeller of 4 ft. 10 in. diameter and 30 in. pitch. This prop turns 2,950 at full throttle, which certainly leaves plen­ty of reserve.

As is customary, we shall start out with the wings. The ribs are the usual strut and gusset type, the rib stock being %, square spruce, and the gussets 1/16 plywood, birch preferred. Make up the usual rib jig on a smooth board, being care­ful about accuracy. The curve is the standard Clark Y. Instead of nailing one side at a time it is

VINTAGE AIRPLANE 17

best to place gussets with glue applied on both sides of the joint and nail clear through, clinching the nails after removing from the jig. Use casein glue and t/~ by 20 gao nails. Note that the aileron ribs are slightly different, the little strut to the rear of the rear beam opening being set back is shown by the dotted line. Count your ribs care­fully to avoid duplication of effort.

Spars The spars are of the I beam type and are of

selected spruce. It is best to have them cut and routed at a planing mill, although they may be built up with 1 in. by 20 gao nails and glue if de­sired. In any case be sure the wood is free from all defects, including crooked grain.

When the spars and ribs are ready assemble them, taking care that the aileron ribs are in their proper location. The butt rib is a special one, made up with 1,4 by V::l caps and one side covered with 1/16 plywood. The reinforcing blocks must now be placed. They are a:ll of 1,4 plywood, except at the wing butt. The long ones at the flying wire position are notched as shown and the others are plain blocks, 4 in. long and of the proper height to fit in between the spar flanges . Blocks are placed on both sides of the spar, glue being applied first.

Butt Blocks The blocks at the butt are special and require

a little explanation. It will be seen that the wing hinges of one wing straddle the hinges on the other, and must therefore be farther apart. We will choose that the hinges on the left wing have the wider separation, therefore the plywood on the four spars will be as follows :

On the right front spar the plywood is 3/16 thick, one on each side. This separates the strapsYt in. On the right rear spar the plywood is ti ll , making a spacing of Yt also . On the left front spar the plywood is 14 thick, and on the left rear spar it is 3/16, which separates the straps on these beams ~Il in. Therefore, the straps on the left wing will just straddle the straps on the right wing. This sounds worse than it really is , as the drawings will show.

Bracing The drag bracing comes next. The wire is No.

12 hard aircraft wire and the turnbuckles are No. 325. The compression ribs are the regular ribs, but with a % in. by % in . spruce strip nailed and glued on each side . The ends of these strips butt up squarely against the wire pulls. The pulls are slipped in between the rib strut and the reinforc­ing block on the spar, and are bolted firmly with 3/16 in. aircraft bolts. The main compression ribs at the flying wire location are like the others, but have % in. by 1t/~ in. strips on the sides and also have an extra cap strip nailed and glued on each

The Driggs, the Aeronca, the Heath and others which ha·ve a lot of flying time be· hind them are a·II of practically the same proportions. The Henderson Lon.gster bears close resemblance in appearance and good flying quamies.

Here's the Henderson Longster snapped on a cross country hop i'n Oregon. This pictu're was snapped from a Waco OX5, which has about the same flying speed as the Long· ster. Oregon is good flying country, to judge from the looks of the terrain.

18 MAY 1981

W,NG PLA ..

180r------------------­3" PULLEYS WITH GUARDS

1'"'i-'''"'--,,-3f-----=!1 ' , 16 GA. I TURNBUCKLEFILLE R BLOCK

·16GA. ,,/'

, d \' - ~~--.-++&-'f$l........tr · I> .r ,. - ; .

c----.------------- - ._­FLYING AND LANDING W,RE CLIP DETAIL

WINDOWS ARE PROVIDED IN WINGS AT MAIN COMP RIBS TO GIVE ACCE 5S TO FLYING AND LANDING WIR! CL IPS

Spruce spars with cheek girders form the Long idea of built-up spar construction. Light, very strong and good.

--------------------------------~

Ie GA . WIRE PULL

5T"" . 1 51 ... 2 STA . 3

FORWARD STATIONS

16 G..&. BRACKETS TO HOLD

13 CoA WIRE PULLS

~*.;a.--Here we see the method in which Long trusses the fuselage.

BRACE TO LOWER LONG. Note placing of fittings and way BRACE TO SKID PLATE

}. in which % in. by % in. spruce fairing is placed about the tur­tle back. Fittings for tail skid and stabilizer are shown in the detail at lower right hand cor· nero

TAIL­

~

1'AIL ~KIO CLAMPREAR STATIONS

VINTAGE AIRPLANE 19

t""1~-----27"-----..t ELEVATOR RIB SECTION

I~'TUBE C 6 .. - .....-+'......f--6"-....-+'......l---a"

~~~----L---y

+ ifi';j

~~" STABILI ZER RIB SECTION

~f7---r=-='~3"~·~~'"==-" -i "\11

-. t oo FR'N AND

~_~__~~~~ UDDER

~---18,,--__.......1 ~~, J -~t-1---13"-__~--

There's nothing radical in the construction of the sta­bilizer and the rudder. The rudder is of steel, and the sTabilizer of wood, flat plate type. Drag struts of Sfs in. by % in. spruce stif­fen the stabilizer. Leading edges are of steel tubing.

~--_------------78 ..----------------t-' PLAN OF STABILIZER "NO ELEVATOR SECTIONS

Any man who makes a bad landing with this ship should not fly at all. Visibility is par excellence, and the wide spread gear will tend to prevent shock and ground loops.

No long waits for the ship to gather headway and roll a mile before she's off! The Longster jumps into the air on short notice and fl ies strongly. She has been rolled, winged over without difficulty and is thoroughly air· worthy.

side of the regular caps, top and bottom. The wire pulls here and at the butt rib are small ones as shown by dotted lines.

True the wing up perfectly square and straight and safety the turnbuckles. The ribs may now be nailed and glued to the spars, using 1 in . by 20 gao nails. Shape the nose piece of light cedar or balsa and fasten with No. 3 by 1 in. screws and glue. Shape the two aileron spars and slip into place , after which they are glued and nailed . Apply the wing tip and trailing edge, using 22 gaocopper for the straps. After the straps are firmly nailed sol· der them to the tubing and also run solder over the nails. The aileron may now be cut out. It should 20 MAY 1981

be fitted with 3/16 in. eyebolt hinges and the horn should be made up and bolted on as shown.

The 14 in. square filling strips between ribs on the aileron and also on the rear beam at the aileron location are glued and nailed in . The two main pulleys are about 3 in . diameter and are mounted as shown, the brackets being made up of 16 gao sheet. Be sure the pulleys line up and run free. They must also be fitted with light aluminum guards so that the cables cannot jump off. The small pulley is mounted about 10 in. in from the butt rib and is about 1 II ;! in. diameter. It runs on a plain stud bearing which goes through the spar.

The corner braces are next fitted in and the

S1ANOARD "CLARK Y " CURVE OIWENSIONEO 'TO !>OM CHORD

50·

.. .. --_"-----•. ------O-+----•. ---_---•. ----<~~----II·----......t__-­

Here's your rib pa,Hern, in decimals of an inch if you are

little windows at the flying wire location are made up of % in. square stock. These window outlines are on the bottom of the wing only. The wing is now to be given two coats of clear spar varnish, cov­ering wood and metal thoroughly. After it is dry it is covered with light airplane fabric, stitched and taped in the usual way. Give the fabric four coats of clear dope and two coats of colored dope or lac­quer to suit your fancy. The Longster is finished throughout in silver with scarlet border striping. The completed wing should weigh between 33 and 35lbs.

The next thing in order is the tail group. The drawings show the dimensions and sizes clearly so that little trouble should be had in building. The stabilizer is the usual wood construction with steel tube outline and the fin is of the same type. The elevators and rudder are of Chrome molyb­denum tubing. You may either use the "braze and gusset" method as we do, or have them welded up. If you use gussets they should be of 20 gao sheet. While the photographs show the rudder horn above the fuselage this was altered after the photos were taken, the horn being placed lower as shown in the drawings, making a much neater job. All hinges are of the 3/16 eyebolt type, bolted to the wood members and brazed to the tubing. Cover and finish as usual.

To Be Continued Next Month

that fussy. This is accu'rate, as it was drawn full size.

Ale NEWS ... (Continued from Page 7)

A Gathering Of Moths A commemorative Moth aircraft rally to celebrate

the 50th anniversary of the Tiger Moth is set for July 4-6, 1981 at the Georgina Township Administration Civic Centre, Keswick, Ont., Canada, 50 miles north of Toronto. The specific purpose of the Gathering of Moths is to bring together for the first time all avail­able Moth-type airplanes in Canada and the U.S. ­Cirrus and Gipsy Moths, Tiger Moths, the Puss, Fox, Leopard and Hornet Moths. For further information, contact either R. deHavilland "Ted" Leonard, Chair­man and Program Director, c/o 305 Old Homestead Rd., Keswick, Ontario L4P 1E6, Canada or Walter Henry, Canadian Aviation Historical Society, 12 Silverview Dr., Willowdale, Ontario M2M 2B3, Canada.

Kermit Weeks Flight Research Center

will be dedicated on Wednesday, June 17 at 10:30 a.m. at Wittman Field, Oshkosh, Wisconsin. This huge new EAA Aviation Foundation hangar will house various flyable museum aircraft, maintenance facilities arid offices for the Foundation's research and development wing. The auto fuel tests now in progress will be directed from the new Center.

Kermit Weeks (EAA 52310-Lifetime), best known to EAAers for his aerobatic exploits, was the major con­tributor to the fund from which the Research Center was built.

Three Day Minimum Camping Charge Instituted For Oshkosh '81

Due to escalating costs for sanitation, campsite and road maintenance, etc. , incurred each year during our annual Convention, the EAA Board of Directors has voted to increase the two-day minimum camping charge to a three-day minimum charge.

VINTAGE AIRPLANE 21

STRAIGHT AND LEVEL ... (Continued from Page 2)

"special", as only twelve were manufactured. Sporting larger tail surfaces and being the deluxe model of a tandem J-3, it included among other things, toe brakes.

Unique among the Antique Awards was the Grand Champ,ion, a 1934 Fairchild C8A, the forerunner of the well-known model 24 series. Owned by Harv Rand, this antique was viewed and admired by the many visitors at Sun 'N Fun.

A one-of-a-kind aircraft was awarded the Best An­tique Biplane trophy. This 1930 Butler Blackhawk made its initial visit to Sun 'N Fun this year. Leroy Brown of Zellwood, Florida is the proud owner of this rare and beautiful machine.

The Custom Antique Award was presented to the Howard DGA-15 of Dan Kumler, owned, flown and restored by him. Dan exhibited his skill and persever­ance in customizing this practical aircraft.

Many other aircraft at Sun 'N Fun '81 were worthy of comment and again our observations show that our members are continuing to bring out their projects in the original factory condition and with excellent quality of workmanship. Sun 'N Fun '81 was outstanding. With­out the participation of those of you who attended the efforts of the many volunteers 'and hours of work could not have been as fruitful. We hope to see you again next year.

CALENDAR OF EVENTS MAY 15-17 - CAMBRIDGE. MARYLAND - The Potomac Antique

Aero Squadron and the Dorchester Heritage Museum will host the 13th Annual Antique Fly-In at Horn Point Aerodrome on the former FranCis duPont Estate. May 14. Early Bird Day. For further infor­mation. please contact. Barry P. Flashman. P.O. Box 478. Severna Paril. MD 21146.

MAY 22-24 - TULSA. OKLAHOMA - Harvey Young Airport 40th An­niversary Fly-In. Special welcome to ultralights. homebuilts. an­tiques and classics. For further information. please contact : Hur­ley Boehler. Rt. 8. Box 617. Claremore. OK 74017. 9181341 -3n2 or 9181835-1900.

MAY 21-31 - COLUMBIA. CALIFORNIA - Fifth Annual Luscombe Fly-In sponsored by the Continental Luscombe Association. Goal is 100 Luscombes in attendance. For further information. please contact. C.L.A .• 5736 Esmar Road. Ceres. CA 95307.

MAY 31 - MARTINSBURG. PENNSYLVANIA - 4th Annual KEYSTONE COUNTRY FLY-IN. Sponsored by EAA Chapter 400. All day. refresh­ments and fun. Trophies for homebuilts. antiques. classics and wartlirds. Altoona-Blair Co. Airport. For further information. please contact: Richard Sell. RD #1. Woodbury. PA 16695. 814/793-4442.

JUNE 1 - SEPTEMBER 1 - MOMENCE. ILLINOIS - Second AIRPLANE NOSTALGIA PHOTO SHOW: Over 400 gallery-mounted 8 x 10 photo­graphs of homebuilt. private. commercial. and military aircraft from the 1920's to the 195O·s. Admission is free. The Hoosegow Art Gal­lery. 106 North Dixie Highway. Momence. Illinois 60954. For further information. please contact : Hugh Butterfield (EM 121478) at the Hoosegow. 8151472-4990.

JUNE 5-7 - MERCED. CALIFORNIA - 24th Annual West Coast An­tique Fly-In sponsored by the Merced Pilot's ASSOCiation. Early Bird reception. dinner and dance Friday night ; Award Banquet Saturday night; Air Show Saturday and Sunday. For further informa­tion. contact Don or Dee Human. 2091358-3487 or write. Fly-In Com­mittee. P.O. Box 3212, Merced, CA 95340.

JUNE 8-7 - LINDEN, NEW JERSEY - Northeast Aviation Fair at the Linden Airport. Military, wartlirds. antiques, homebuilts. fly-market, awards. U-1230. Sponsored by EM Chapter 230. For further informa­tion. please contact : EM Chapter 230, Box 357-WOB. West Orange, NJ 07052. 201/736-9092.

JUNE 7-13 - FORT WAYNE. INDIANA - 70 KNOTIERS TOUR. an­nounced by EAA Chapter 2. This seven-day tour for aircraft flying at approximately 70 knots will visit Blakesburg. Iowa; Wichita. Kansas; Little Rock, Arkansas; Tullahoma, Tennessee ; and Sey­mour. Indiana. For further information about the tour send a self­addressed, stamped envelope to, Joe Dickey, 70 KNOTTERS TOUR. 511 Terrace Lake Road. Columbus. OH 47201 .

JUNE 13-14 - ANDERSON. INDIANA - 2nd Annual Summer Festival sponsored by EM Chapter 226. Free breakfast to sport plane pilots (antiques. classiCS. experimental , ultralights, warbirds). balloon races, camping. fly market. For further information. please contact, Steve Darlington 317/644-1238 or Dale Faux 317/378-5028.

JUNE 20-21 - FREDERICKSBURG. VIRGINIA - 14th Annual Antique Aircraft Fly-In and Air Show at the Shannon Airport. Air Show at­tractions : Eagle's Aerobatic Flight Team. Bob and Pat Wagner ­wing rider. Chuck Carothers - Pitts Special. Charlie Kulp. For further information, please contact. Shannon Airport, P.O. Box 509. Fred­ericksburg. VA 22401.

JUNE 21 - ANSONIA, CONNECTICUT - 3rd Annual PIPER VAGABOND Fly-in. Ansonia Airport. 80 octane fuel. For further information. please contact : Jim Jenkins. 569 Moose Hill Road. Monroe. CT 06468. 2031261-5586.

JUNE 21-28 - HAMILTON. OHIO - 22nd Annual Waco Reunion. This year Wacos 50 years or older will be honored. For further information. please contact: Ray Brandly. 700 Hill Avenue. Hamilton. OH 45015. 5131868-0084.

JUNE 28-28 - AIRDRIE. ALBERTA. CANADA - Wild Rose Antiquel Classic Fly-In. sponsored by the Airdrie Country Club of the Air. at

22 MAY 1981

Airdrie Airport. 8 miles north-northeast of Calgary International Airport. All aviators. enthusiasts. and aircraft are welcome. For further information. please contact. Airdrie Field. Attn. Mr. George B. Pendlebury. RR 2. Airdrie. Alberta. Canada.

JULY 3-5 - PORT LAVACA. TEXAS - Gulf Coast Sport Aviation Fly-in. Calhoun County Airport. Sponsored by the Port Lavaca Chamber of Commerce. EM Chapter 340 and EM Antique/Classic Chapter 2. For further information. please contact : Port Lavaca Chamber of Commerce. P. O. Box 528. Port Lavaca. TX n979. 5121552-2959.

JULY 4-5 - AEROFLEX-ANDOVER. NEW JERSEY - Flanders Valley EM Antique/Classic Chapter 7 and EM Chapter 238 Annual Fly­In. RAIN or SHINE! Antiques. classics. warbirds. homebuilts and factory machines welcome. Movies. food. hangar SQuare dance. and much more. Camping and lodging upon request. For further information. please contact : AI Douglas. President. 29 Kenneth Court. Florham Park. NJ 07932. 201/3n-8925.

JULY 11-12 - ALLIANCE. OHIO - Annual Taylorcraft Fly-In/Reunion sponsored by the Taylorcraft Owner's Club and the Taylorcraft " Old Timer's" (former and present factory employees). Three miles north of Alliance at Barber Airport. For further information. please con­tact: Bruce Bixler. 2161823-9748.

JULY 12 - EASTON. PENNSYLVANIA - Fifth Annual Aeronca Fly-in. Largest Aeronca Fly-in in the East. Fun events SCheduled. Easton Airport. For further information. please contact : Jim Polies. 299 Nazareth Drive. Nazareth. PA 18064. 2151759-3713. Rain date July 19.

JULY 17-1' - MINDEN. NEBRASKA - 5th Annual National Stinson Club Fly-In at Pioneer Airfield. Camping on the field available. call 3081832-2750 for motel reservations. For further information. please contact : George Leamy. 8031576-9698 or Bob Near. 4021463-9309.

AUGUST 1-8 - OSHKOSH. WISCONSIN - 29th Annual EM Fly-In Convention. It is never too early to start making plans for the world 's GREATEST AVIATION EVENT.

AUGUST 7-' - LEWISTOWN. MONTANA - 4th Annual Montana Chapter AM Fly-In at Beacon Star Antique Airfield . For further information. please contact. Frank Bass. Beacon Star Antique Airfield. Star Route. Moore. MT 59464. 4061538-7616.

AUGUST 1-15 - FOND DU LAC. WISCONSIN - 12th Annual lAC Inter­national Championships.

AUGUST 1-15 - PORTLAND. OREGON - 13th Annual Convention of The International Cessna 170 AssoCiation. For further information. please contact : Robert C. Anderson. 3307 N.E. Academy Avenue. Portland. OR 97200. 5031253-3449.

AUGUST 18-23 - BLAKESBURG. IOWA - Annual AAAJAPM Fly-In. AUGUST 23 - WEEDSPORT. NEW YORK - Fly-In. Antiques. classics

and homebuilts welcome. Sponsored by EM Chapter 486. Whits­ford Airport. Pancake breakfast. air show. Field closed 1:00 p.m. to 5:00 p.m. Intermission for early departures. For further informa­tion. please contact : Hertl Livingston. 1257 Gallagher Road. Bald­winsville. NY 13027.

AUGUST 21-30 - COFFEYVILLE. KS - Funk Fly-In. Sponsored by Coffeyville Jaycees. For further information. please contact : George E. Lipe. P.O. Box 372. So. Coffeyville. OK 74072.

OCTOBER 1-11 - ANDERSON. INDIANA - Annual Convention and Fly­In sponsored by the International Cessna 1201140 Association. Inc. For further information. please contact : Frank Hancock. 3941 West Cross Street. Anderson. IN 46011 . 317/643-1593.

SEPTEMBER 17-1' - CHARLOTIE. NORTH CAROLINA - Silver Wings 23rd Annual Convention. Highlights are old time pilots reunion and air show. Firestone Pitts aerobatic team. skydiving. hot air balloon. comedy acts. etc. All eligible pilots. active or retired. civil or mi litary welcome. Make your reservations now! For further information. please contact: Haskell Deaton. Chairman. Box 1822. Charlotte. NC 28218 or National Headquarters. Box 1228. Harrisburg. PA 17108.

OCTOBER 18-18 - CAMDEN. SOUTH CAROLINA - Fly-In. Antiques. Classics. Homebuilts. Ultralights. and Warbirds invited. Awards and banquet Saturday night. For further information. contact Geneva McKiernan. 5301 Finsbury Place. Charlotte. NC 28211.

RANGER - 6-440 zero-time, fresh overhaul. 6 brand new CLASSIFIED ADS chrome cylinders, ($460 value). New pistons (standard)

rings, pins, valves, mags, ignition harness, etc. Log book signed off, $3000 firm. Write: S.F.M. Co., P.O. Box 1524,

WANTED: 120 hp upright Gipsy II engine or 145 hp in­ Torrance, California 90505. verted Mark 7 engine. Need propeller and hub for same. ANTIQUE PROPELLER - All metal, 45 plus years old. Engine must be complete. Al Kelch, 622 North Madison Send for information. Ron Furden, 3841 West SeagullAvenue, Cedarburg, WI 53012. Drive, Salt Lake City, UT 84120.

MEMBERSHIP INFORMATION • Membership in the Experimental Aircraft Association , Inc. is $25.00 for one year, $48.00 for 2 ye.ars

and $69.00 for 3 years. All include 12 issues of Sport Aviation per year. Junior Membership (under 19 years of age) is available at $15.00 annually.

EAA • EAA Member - $14 .00. Includes one year membership in EAA Antique-Classic Division , 12 monthlyANTIQUE· issues of The Vintage Airplane and membership card. Applicant must be a current EAA member and

must give EAA membership number.)

CLASSIC • Non-EAA ' Member - $24.00. Includes one year membership in the EAA Antique-Classic Division, 12 monthly issues of The Vintage .Airplane, one year membership in the EAA and separate membership cards . Sport Aviation not included.

• Membership i n the International Aerobaric Club , Inc. is $16.00 annually which includes 12 issues of Sport Aerobatics. All lAC members are required to be members of EAA.lAC

• Membership in the Warbirds of America, Inc. is $20.00 per year , which includes a subscription to Warbirds Newsletter. Warbird members are required to be members of EAA. WARBIRDS

ULTRALIGHT • Membership in the EAA Ultralight Assn. is $25.00 per year which includes the Ultralight publication ($15.00 additional for Sport Aviation magazine) . For current EAA members only, $15.00, which includes Ultralight publication.

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

P. O. BOX 229 HALES CORNERS, WI 53130

Jacket: Unlined Poplin jacket, features knit waist and cuffs. The gold and white braid trim on a Tan body emphasizes the colors proudly dis­played in the Antique/Classic logo. Sizes : X-small thru X-large

$28.95 ppd

Cap : Complete the look in this gold mesh hat w ith contrasting blue bill , trimmed with a gold braid . Your logo visibly displayed, makes this adjustable cap a must. Sizes : M & L (adjustable rear band)

$6.25 ppd

WEAR the IMAGE in an Antique/Classic jacket and cap Send Check To:

EAA ANTIQUE/CLASSIC DIVISION, INC. P.o. Box 229 Hales Corners, WI 53130

Allow 4-6 Weeks For Delivery

Wisconsin Residents Include 4% Sales Tax

VINTAGE AIRPLANE 23