Vintage Airplane - Nov 1975

8/12/2019 Vintage Airplane - Nov 1975

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NOVEMBER-DECEMBER 1975


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EDITORI LyPaul H Poberezny

President EAA

The Officers and Directors of the EAA Antiqueand Classic Aircraft Association and EAA Headquarters staff would like to take this opportunityto wish all of you a very Merry Christmas and aHappy and Prosperous 1976.All in all, we believe that we had a very fineyear. Enthusiasm for all phases of sport/generalaviation is on the increase and 1975 was very kindto all of us. We had many aviation events in whichso many of us cooperated and participated, regardless of the type of aircraft we happen to favor atthe moment.Sitting here and giving a little thought to whatI have learned in my association with the finepeople of aviation these past 3 years with EAA hasgiven me a great education and many observations.We are a very unique group of people - we,who own and fly aircraft. Many times we are verydivided and sometimes short-sighted. We pick asegment of aviation and we give it our all, our love,understanding and participation. Quite often manyof us look at other segments of the same sport/general aviation as i f they were not there - allaren't important and are not needed.

In reality, we have a caste system. The purestantiquer, the purest homebuilder, the purest warbird, or just the same individual in the above mentioned category who is not so pure and doesn'tmind making a few changes to his aircraft. We feelthat each segment that we happen to participatein is the only one. We're elite, sometimes aloof,sometimes not wanting to associate with others. I toccurred to me a long time ago that if EAA wasonly for homebuilders, only for antiquers, forrotary-wing, warbirds or aerobatic pilots, neitherone of these would have the financial success needed to put out more than a four or six page piece ofpaper called a publication.Our fly-ins and flying activities would certainly

tion, a part of our organization or our individualassociation, such as the Antique and Classic orWarbirds.In reality, out of our over 45,000 active membership at the present time, less than 4,000 belong tothe three groups under the EAA's umbrella . A verysmall number of people when one considers thenumber of letters received generating a greatamount of work for these activities as compared tothe total number in our membership.

Some expect a publication the size of SPORTAVIA TlON and anyone in association work realizesthat a small number of people in anyone of ouraffiliates really does not produce sufficient revenueto publish much more than we have, (Vintage Air-plane) let alone contribute to heat, light, use of office equipment and even much of our staff time tostay in business. There is strength in numbers.

The EAA Antique and Classic Aircraft Association - I don't like to use the word Divisionbecause it divides. It makes one not feel a part ofwhat was founded for the basic purpose of providing and augmenting help here to our EAA Headquarters staff, especially in putting on the AnnualInternational Convention. It was felt that by harnessing the enthusiasm and the love within ourEAA membership of those individuals who likedantique and classic aircraft, that we could betterserve our members attending the Annual Convention handling such things as aircraft parking,educational forums, flying activities, judging,awards and the many, many tasks too numerous tomention that makes one feel at home. Unfortunately, our correspondence indicates that by far, themajority are more than happy, while some 1 to2 leave in disgust and want more from you vol


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I ~ f ~ ~ I b f AP l ~ fCOVER PHOTO Photo Courtesy Kelly Viets

The DeHavil/and D.H. 4 was first built in 1916 as a two seat day bomber for the R.A.F. and by the end of World War I hundredshad seen operational service. D .H. 45 were powered with a variety of engines in the 200 to 400 horsepower range. Americanbuilt versions used the 400 h.p . Uberty V 1 2. After the war the D.H. 4 embarked on a new career that would make t morefamous than had its military use. In Europe a number of air Jines began service using modified D.H. 45 and in the U.S. mailwas carried in the lumbering but dependable old birds as late as 1927. Several U.S. aircraft manufacturers, includingBellanca, got their start building replacement wings for D.H. 4s employ ing newly developed high lift airfoils.

T BLE O ONTENTSEditorial . Paul H. Poberezny . .. .. . , . . . . .. .. . . . . . .DC-3 . . . Ed Williams . , , , , . . .. .. , , . . . . . . .. .. . , 24Staggerwings Richard D. River. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 7Ryan STA - The Unruly Sweetheart Bill Dodd .. . .. .. . . . . .. . .. . . . . . .. . . .. . . 8A 1933 Homebuilt J. A. Blackbourne . . . . .. .. . 11Wings of Spruce . . Norm Ginn .. . . . . . . .. .. . . . . . . . . .Portland Maine Hu sband and Wife Are Concerned About Air Safety . . . . . .Little Round Engines Ken Williams . . . . .. . .. .. .. . . .Letters To The Editor . . . . . . . . . . .

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EDITORIAL STAFFPublisher & Editor Paul H. PobereznyAssistant Editor Gene Chase Assistant Editor Jack CoxAssistant Editor - Golda CoxANTIQUE AND CLASSIC DIVISION OFFICERS

PRESIDENT E. E . HILBERT8102 LEECH RD .

VICE PRESIDENTJ . R. NIELANDER . JR.P O BOX 2464UNION . ILLINOIS 60180 FT . LAUDERDAL E. FLA . 33303

EVANDER BRITIP. O. Box 458

SECRETARYRI CHARD WAGNERBOX 181LYONS . WI S . 53 148

JIM HORNEDIRECTORS

3850 Coronation Rd .

TREASURERGAR W . WILLIAMS , JR .g S 135 AERO DR . RT . 1NAPERVILLE , ILL . 60540

MORTON LESTERP. O. Box 3747 KELLY VIETS


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f)C'3By Edward D Williams (EAA 51010)713 Eastman DriveMt. Prospect, III. 60056

t is said that life begins at 40, but that applies topeople, not airplanes. However, the fact that an airplaneis still alive and hard at work at 40 is a great tribute tothe men who gave it birth.This is the case with one of the most beloved airplanes of all time, the Douglas DC-3, which will mark its40th birthday on Dec . 17, 1975, four eventful decadesafter its maiden flight at Santa Monica, Calif.As the historic anniversary appears, hundreds ofDC-3s are still flying, performing jobs that its creatorsnever dreamed of.

A recent survey by Flight International magazine ofjust under 500 scheduled operators and charter companies showed that 134 of them reported having at leastone DC-3 in their fleets, for a total of more than 300DC-3s worldwide. And hundreds more are still in servicewith corporations and private individuals . And this is inthe age when the jet is king

(Photo by Ed Williams)historic DC-3 of all, North Central Airlines' N21278 Old 728" - a few months ago was donated to the HenryFord Museum at Dearborn, Mich . Old 728" was theflyingest plane in aviation history, with 84,875 total hoursat the time its career ended . (The Vintage AirplaneMay, 1975).

Symbolic of the DC-3s that have worked hard andlong is the one which has served the Federal AviationAdministration faithfully since 1948 in the checking onAirport ILS and other equipment. Unfortunately , theFAA has announced that the old bird will be phased outnext year and will be replaced by a Sabreliner jet.Many chapters of the DC-3 saga are almost incredible.In 1957, a DC-3 carrying 3 passengers clipped a mountain peak during a storm, knocking 12 feet of its leftwing, but still made a safe landing at Phoenix, Ariz .Another was landed safely after a hidden bomb explodedin the baggage compartment. And still another, involved


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The DC-3 has outlasted a generation of airline pilots ,and many pilots today were not born when the first

Three took to the air.The DC-3's lineage goes back to the DC-1 - DouglasCommercial 1st model - of which only one was built.The DC-1 was a 12-passenger transport manufacturedaccording to specifications suggested in 1932 by Transcontinental and Western Airlines .The DC-1 contained many innovations . t was soundproofed, contained cabin heaters, had side by side seating and dual controls for the pilot and co-pilot and wasthe first commercial plane to be equipped with the Sperryautomatic pilot.

t brought new comfort to the passenger , who nolonger suffered from deafness , lack of sleep and coldwhile balancing a box lunch on his knees .

The One was rolled out of the Douglas plant onJune 22 , 1933, and given extensive testing. This resultedin several modifications built into its successor, the DC-2,a 14 passenger plane .When that model was enlarged and modified and itscapacity increased to 2 passengers , it was designated theDC-3.By 1938, DC-3s were carrying 95% of all airline trafficin the United States and also went into service with 30foreign airlines . In 1939, DC-3s were flying 90% of the

world's air traffic. Starting in late 1940, the U.S. Army

Air Corps ordered great numbers as C-47s and C-53s,and the Navy ordered it as the R4D. In addition, largenumbers of civilian DC-3s were taken over by the military, with designations from C-48 through C-52.

Japan in 1938 built its own DC-3s under license, asdid the Soviet Union in 1940, as the PS-84 and the Li-2.

But i t was a name that gave the DC-3 its character - the name given by the men who flew it. They calledit the Cooney Bird after the albatross, whose flyingability is legend.Douglas built 10,925 Cooneys, 803 DC-3 airliners and10,122 military versions from 1936 to 1946. Thirty yearslater more than 5,000 were still in service throughoutthe world.

American Airlines was the first to put The Threeinto service on June 25, 1936, and that day marked theend of profitless airline operations.

The first planes for American were designated DST(Douglas Sleeper Transport) , and the prototype X14988was first flown on Dec. 17, 1935. The first DST went intoservice on American's New York-Chicago run, andDouglas, by removing the sleeper berths, then evolvedthe DST into the DC-3.

American eventually operated the largest pre-warfleet of DS TDC 3 aircraft, with 66. United Airlines wasthe second largest operator, with 45 , and Eastern andTWA each had 31.

Photo Courtesy o Ed Williams)


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About half of the early DC-3s were powered by the1,000 horsepower Wright SGR-1820-GI02 Cyclone, andthe other half were powered by the Pratt WhitneyR-1830-SB3G Twin Wasp, also with 1,000 horsepower.The Gooney was a hard worker. During a flood inBolivia in 1949, it carried 93 crammed refugees to safety.t also was the first aircraft to land at both poles. In fact,its firsts were countless.In 1938, a United Airlines DC-3 made the first sched

uled flight for a major sports team when it carried theDetroit Red Wings from Newark, N.J., to Chicago. Theprevious spring a baseball team had made an unscheduled flight from New York to Boston because of floodsin New England, but the 1938 flight was the first to bebooked for a team in advance.

t was in military service, beginning with World WarII and including the Korean hostilities and the conflictin Vietnam, that the DC-3 became a legend.

During World War II Americans knew it as a freighter,troop carrier, flying hospital, sometimes bomber and asthe airplane that always got its crew safely back to base.Early in World War II, a Gooney was caught on theground in China in a Japanese air raid . The bombs hitthe plane's right wing, completely destroying it. American airmen were determined that the transport could bemade flyable if a spare wing were found, but the onlyreplacement available was the wing from a DC-2. TheAmericans made do with the replacement, which wasfive feet shorter than and tapered differently from the

DC-3's good left wing. This created one of the unusualhyrids in aviation history, and it was called the DC-21/2.Its pilots reported that the DC-21/2 had only a tendency to roll toward the shorter wing. This was correctedby aileron trim adjustment and a change in propellerpitch settings on the twin-engined aircraft.

The military version of the Gooney Bird had a colorful background. It had been used (minus engines) as acombat troop glider, a float plane (with each float largerthan a P-40 fighter) and as a ski-equipped transportwhich took off from an aircraft carrier.

Gen. Eisenhower said it was one of four pieces ofequipment most vital to Allied successes in Africa andEurope. The others were the Jeep, 21 2 ton truck and bulldozer. Curiously, Eisenhower said, none of these isdesigned for combat.But the Gooney Bird had its share of combat action.Witness the DC-3 whose pilot decided to ditch in the Pacific because it was so badly riddled with anti-aircraftfire. When the transport bounced 50 feet after hittingthe water, he changed his mind and landed it at a base.A later chapter in the Gooney Bird's military life waswritten when American forces in Vietnam refitted itwith three Gatling guns capable of firing 6,000 roundsa minute from the cabin. The Air Force designated thenew variation the AG-47, and new names were added tothe list. The AC-47 crews called their planes Puff, TheMagic Dragon, or, simply, Spooky Goonies.

Photo Courtesy of United ir Lines)


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Beechcraft "Staggerwing" 0 -1 7S N6719B, Serial No.6913, built in 1943. Pratt Whitney R-9B5 450 hp.

STAGGERWINGRichard O. RiverP.O. Box 297Chillico the, Ohio 45601"Re tired Fighter Pilo t""Internat ional Lover"" All -Around Jo lly Good Fellow"

The records on my Staggerwing are with the aircraft which as you know is now on display in the U.S.Air Force Museum, Wright Field, Dayton. I will try torecall some of the details though.

The aircraft was procured by the U.s. Army Air Corpsbut was delivered to the U.s. Navy as a GB-2. t remained in the Navy Inventory until declared surplus in1950. t was then bought by an airmotive company onthe west coast and civilianized . t went through asuccession of owners in the three west coast states finallyending up in one of the Dakotas . In 1968 it was takenin on a trade by Courtesy Aviation, Rockford, Illinois . Ipurchased it from them during the EAA Fly-in that yearand owned it until it was donated to the Air Force in1974.Personally, I am retired from the USAF (retired December 1965) and like to refer to myself as a retiredFighter Pilot, although during the last four years of mycareer, I was in Mats, or MAC as it is known no w, fly


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RYAN T -THE UNRULY SWEETHEART

By Bill DoddBox 195Prairie View, Illinois

One of the troubles in the world of antique airplanesis that there are not enough of them to go around . Manyenthusiastic pilots never have a chance to fly their favoriteantique plane. So we will try to give you an idea of what

(Ted Koston Photo)Bill Dodd and his beloved Ryan ST

to make a better first impression with canvas over thefront cockpit, but it was beautifulSince it was unlicensed, all that could be done torelieve the anticipation was to fire up and taxi around


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land like a 'streamlined brick' and be too hot for even agood pilot." A good pilot indeed )We gave it the gun and away we went t went a littleloose on rudders at first, but then firmed up and startedto go down the runway half way straight and we were offand in the air This first time we made simply a normalpattern and came back in, a little high, a little fast , butit fitted down over the trees into the 1900 foot strip andeven after a few up and down adjustments touched downthree point. I will admit that then we had to work tokeep it straight. Good firm brake action gave the mostsecure feeling, and except for running up to within fourfeet of the far fence, I thought it was a pretty good landing. Evidently, the instructor did not think so . He climbedout on the wing and vaulted over the wing wires, hit theground running, yelling back over his shoulder, You ' llbe alright, jus t slow her down some .After that we flew all day; took up every passengerwho wanted to go and some who didn't. We stopped onlyfor gas and finally quit after my wife pOinted out that ithad been dark for half an hour. I hadn't noticed.I'll have to admit that in flying around after that, alldid not go perfectly . There was one time we ran off a 200foot wide concrete runway into the grass at a time whena straight line between two runway lights seemed betterthan a curved path around one . The grass turned out, oncloser observation, to be lespedeza clover about 18inches high . We cut a swath through it and taxied tothe gas pump with approximately three bushels of newmown hay in the lower wing and tail wires. That was thefirst real lesson about the Ryan and hard surface run-ways. t is somewhat sensitive and skittish on hard sur-faces . Of course, this particular incident was compli-cated by a 100 hour pilot who was going more on luckthan skill. On grass the ST is very docile and rolls outstraight almost unassisted.

On the other hand, I should tell you the Ryan fliesvery stably and will go cross-country real well with yourfeet on the floor with none or small adjustments of thestick. t has never even attempted to snap roll by itselfin the pattern or any place else. On take off the pilotshould content himself with doing almost nothing withthe rudders except progressively pushing a little on theright one as the take off run begins. In a good stiff crosswind, the best method is to control the first part of thetake off by holding the tail down by back stick untilgood speed is attained and the rudder will do the controlling.

t doesn't come in like a streamlined brick and doesn'tland especially hot. Without flaps, it approaches best atabout 75 mph indicated . The attitude is almost straightand level with the rate of descent not at all excessive.Touchdown is at about 50 mph. f you want to come down

The one main distinguishing feature of the ST is theroll out on landing . Everything is smooth and normalafter touchdown until it starts to slow down at whichpoint the nose wants to wander to one side or the other,which requires quick alternate rudder action . Everything is again OK for a while until you begin to realizeyou could use a small assist from the brakes - just incase. The trouble is that the brakes are supposed to beactivated by your heels on a tube with a pad at the endthat curves down and to the middle from the rudderpedal. Take a look at these pedals next time you look intoan ST cockpit . The trouble is you can't get your heelson the brakes while you are alternating rudders becausethe brake arm travels with the pedal and when a pedal isforward the brake is up in a position that no human footcan position to. You must get the rudder pedals centered and put both heels on your respective brakes atthe same time. Once you learn this, life becomes relatively simple again . You can, of course, ride it on out without brakes and do pretty well, if you are an accomplishedMambo dancer. Also, it doesn't work too well to putyour heels on the brakes on final , so as to be prepared.You can't move the rudders the necessary preliminaryamount and you usually end up applying brakes ontouchdown. t really is not difficult to learn the heelplacement trick. However, it is the one real trick inlearning to fly a Ryan ST.The cockpit is clean, neat, somewhat Spartan in itssimplicity, but quite utilitarian. There is everything therethat is needed but nothing more. The controls are simple. The elevator trim tab, for example, is a small cablethat runs through the cockpit just under the throttle.Three pulls forward or back gives full up or down trim.This is a very good feature for aerobatics when quicktrimming is needed during or between maneuvers . Tryto get the back cockpit. though, if someone is going withyou . t is the roomiest and has the best view of the plane.The front cockpit is somewhat snug, but warmer in winter. Of course, solo you always fly from the rear.

In the air , for just flying around, you will look a longtime to find a plane which flies so smoothly, stably andwith such good visibility . The narrow, oval monocoquefuselage and low wing with relatively narrow cord makesyou feel as if you can see almost everything. t is an excellent feature for aerobatics.A good deal of dihedral is built into the wing riggingwhich evidently helps with the stability of flight. How-ever, in rough air, the ST tends to roll continuously fromside to side - not extreme, but requiring constant stickreaction.

t is unusual, I think though, that it flies more stablyinverted than right side up even though the dihedralbecomes extreme cathedral. The reason is, I believe, that


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This big feature is surely comforting when you areattempting aerobatics. You realize that no matter whatyou try, you can, at worse, only fall out and stall or spinand recover quickly with no more than 200 or 400 feetlost in altitude. Incidentally, the Ryan is designed for apositive and negative G load factor of 10. You wouldhave to pull awfully hard to pull more than 6As far as aerobatic maneuvers go, the ST will do themall, both inside and outside, both basic and advanced.The airfoil, which is an NACA 2412, has a good curve tothe bottom for excellent outside loop and inverted flightcharacteristics. t has, indeed, a very good rate of roll,which surprises most people who think that single stockailerons can't be that good. For its size and speed, itoperates in a relatively tight framing area for aerobaticsequences. For example, inside and outside loops canbe pulled through 400-500 foot circles .The only two maneuvers I've found the Ryan doesn'tdo as well as I'd like is an outside snap and a vertical roll.This could be my fault, of course. On the vertical rollthere just isn't either enough aileron to get you aroundfast enough to complete or not enough power to givethe amount of climb needed. We must note though thatthere are not too many planes around today which cando a vertical roll.

The controls are all good and light to the touch - except the stick requires a good muscular push when youare inverted. Their biggest advantage is that they feelequally balanced on the amount of effort needed to activate each.

Most models of S1's that I've flown indicate between110 and 120 mph depending on horsepower and props .The specs list the dive limit speed at 156 mph. However,many instructors who operated Menasco-powered Ryantrainers for the Air Force, with whom I've talked, saythey saw 215-220 indicated on air speeds many times whenstudents went completely to sleep during aerobatics.And too, we personally have had ours up to 210 to testthe truth of this. The wings flap a bit, the wires sing likebanshees, the wind whistles, but there was no 'big vibration or buffeting and it coasted out to a more comfortablespeed .During aerobatics, you will operate between narrowspeed limits. Snaps start at about 95, loops at 120-125,Immelmans at 140 and outside loops at 150. Excessivespeed for most maneuvers just isn't needed.

People ask me about the reliability of the Menascoengine. Maybe a couple of quotations from some wellknown aviation men will give you a better idea . Tex Rankin said : Here's my experience with Menasco enginesduring the past 21/2 years . I flew with the first enginemore than 450 hours without even a top overhaul. Muchof this time was under wide open throttle on aerobaticand race flying. After I sold the ship, it wa's flown another100 hours before being overhauled. My second Menasco,which I am still using, has flown more than 600 hours,mostly on acrobatic work. I used this engine in winningthe International Aerobatic Competition and on 26 acrobatic exhibitions throughout the U.S. and Canada .

Many of the maneuvers require an rpm of over 3000.I don't believe anyone ever abused an engine half asmuch as I abuse the Menasco. In more than 1000 hoursof flying with these engines, I have never had a forcedlanding due to engine failure.T. Claude Ryan said: As an airplane manufacturer,I have long recognized the sound engineering, the stamina and high performance of Menasco engines whichwe are now using and have been using for several yearsas standard equipment on our Ryan airplanes.

From my own experience, I must agree with bothgentlemen, except that I never go past 2500 rpm and trynever to abuse my engine. By the way, Menasco had aninteresting slogan: You wouldn't shoot a bullet sideways.

f a plane has a personality , the Ryan would certainlybe called vivacious, eager and dependable.

There are several major reasons why I have kept aRyan ST for so long a time. Some coincide with some ofthe reasons why I bought one in the first place. t looksreal pretty from all angles either sitting or flying. t hasgood cruise speed, a reasonable size - not too big butjust big enough - and, most important of all, it is challenging enough to be a thrill each flight. Each Spring Istill get a big kick out of the first flight after a long winter, almost as if it were the first maiden flight.

The design of the little Ryan was way ahead of itstime. For a 1934 deSign, it incorporated monocoque metalfuselage, stamped metal ribs, beautiful streamlining,completely faired gear and four position flaps . Not badfor 1934 vintage . t seems to realize its own worth andenjoys flying . t is always ready to try anything you feelbig enough to try .

Photo Courtesy Kelly Viets)Y IRPL NE QUIZ - If you can identify this" a l r J ~ ' # J . I f i a l s e ~ ~ m d your answer to the Editor. he origi-,


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1 33 homebuiltBy J A lackburne (EAA 16423)3477 Parkview DriveCollege Park, GA 30337

Due to the Great Depression 1931 was not an idealtime for one to seek his first employment. However,the intense desire to fly was so great that I did not Jetthe innumerable (no jobs available) discourage me.Fortunately I did secure employment in late July. Mystarting salary was ten cents an hour for sixty hours aweek. After a couple of months I was earning fifteencents an hour. In each of those dollars that I saved, I couldvisualize a small whirling propeller.

During the summer of 1932 I managed to get fourand one half hours of flying time in a Curtiss Wright Jr.,NC 10910. Many people thought that only a nut wouldwaste $8.00 an hour on a Tom Fool Flying Machine. y .their standards I was extremely happy to be a nut. Theflying was great. The real draw back was that there wasnot enough of it. I hit upon the idea that I would buildmy own Flying Machine. After careful consideration Idecided that the Pietenpol Air Camper was just what Ineeded. Many hours were spent studying the plans andjust how the various components would fit together.Fortunately , the raw material kits were divided intoseveral units . During Sept. 1932 the first kit arrived. ythe time I finished building the wing ribs there was sufficient money to order the next kit from Mr. Pietenpol,and then the next.

The time passed very quickly. August 13, 1933 theFlying Machine was finished. With the one piece wingremoved it was trucked to a large pasture field about twomiles south of Spring Hill, Tennessee. t was late afternoon when five gallons of gasoline were strained througha chamois skin into the galvanized iron fuel tank. t washard to realize - my very own Flying Machine and it wasBEAUTIFUL.After securing my safety belt I called - "Switch off,


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Tennessee aviators would hop passengers. One in aRyan Brougham and the other in a Hisso Swallow. Iforced myself to postpone the ig Day and was thinking- self discipline is an arduous task . t was hard to leavethe little ship, all alone, and tied to the pasture fieldfence.

I am sure the next week was the longest week of mylife. Fortunately, Sunday, August 20, 1933 dawned brightand clear. I was at the field early. The little ship wasjust beautiful. Soon a fellow aviation enthusiast arrived .Eventually, I heard the wonderful sound of a whirlingpropeller. The big Ryan floated in very nicely, followedby the Swallow Bi-plane. The Air Camper had alreadyattracted a small crowd. The barnstormers started tohop passengers and with each flight the crowd grew.We were kept busy answering questions, discouragingwould be souvenir hunters and listening to remarks asto how crazy people were. I delayed my flight as longas possible so that we could take in a few more dollarsfor the airplane rides .POSSibly a half hour before sundown I climbed intothe Air Camper, adjusted my belt, helmet and goggles.As expected the engine started on the first attempt.While waiting for the water to reach operating tempera-ture, I had a bit of time to think . A lot of thought, time,and to me a great deal of money, had been devoted tothis Flying Machine . Now the day of my dreams was athand . As I smoothly opened the throttle I immediatelyforgot that there was anyone in the whole world exceptme. My complete being was concentrated on this flyingmachine.

Almost immediately the tail was up. Slight rudderpressure and the machine accelerated in a straight line.Soon we were airborne and climbing as expected . Inoticed the fence posts pass underneath and then thehorse barns. I had easily cleared the obstacles and hadanother open field straight ahead. The field must havebeen comforting as it suddenly dawned on me that thecontrol stick was far to the left of center. I had auto-matically applied left aileron, throughout the climb,without realizing that the ship was badly out of rig . Itried to push the left wing down a bit but it would notrespond. t was requiring full aileron to keep the winglevel. All the while I was getting further from the field.Then I made a stupid mistake of the unexperienced. Itried to rudder the ship to the right. The right wing wasgoing down and aileron would not stop the descent. ythis time I was over some tall trees . I realized that something had to be done quickly, or else my little flyingmachine would be good only for the tooth pick factory .I went forward with the left rudder and held on. After aviolent slip I realized that the right wing was on its wayup to a level attitude. I had changed direction almost

reduced power. The big green field was very inviting .Then I noticed that I was settling a bit too fast. I didnot want to add power and pOSSibly upset my lateralattitude . Then it dawned that the burst of power would,due to torque, be in my favor. I applied power untilthe fence was cleared. I broke the glide and was aboutto settle in nicely when the left wing stalled out. A hardlanding on the left wheel and tail skid resulted. Almostimmediately the right wheel was down and I rolled toa stop. I thought all is well that ends well, Thanks to theLord.I made a 180 degree turn and taxied toward thecrowd . Then the unexpected gave me the fright of my life.The crowd had broken ranks. Here they came in a run.Men, women and children . Immecliately I cut the switchand kicked right rudder. Thankfully the propeller came toa rest just as the people engulfed the machine. I satin the little ship and yelled over and over, Please do n tbreak my airplane .

Quickly the crowd dispersed and the barnstormerstook off for McConnell Field. As I taxied the Air Camperto the tie down position I realized that I was real tired.Also, I realized that I had learned something about flying and that was what was important.

That night I made the following entry in my log book:Aug. 20, 1933. Air Camper 11559 Ford A. :10 Spring Hill,Tenn. Solo Flight. After more than three million milesbehind whirling propellers I made another entry in mylog book:March 22, 1965. Fulton Co. Airport. Miniplane. Cont.C85. N4761S :15 First test hop.


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EAA probably offers more to the aviation enthusiastthan any other organization for those who want to startat the bottom.Many EAA members have their own store boughtplanes and some are fortunate to have their own cor-porate jets, but the idea of a man building his own planewith his own hands and then test hopping it himselfreally does something for the ego.I had almost given up flying until I learned about EAAin 1959. Many phone calls to EAA Headquarters, whichwas then in the basement of the Poberezny home, con-vinced me that this was a new idea and interest in flying .For Christmas 1961, Dorothy Smith gave me a set ofprints for the SMITH-MINI plane DSA-1. Six and a halfyears later the little bird was test hopped and is still fly-ing today, (N1G) .During this long building period, I met a number ofhomebuilders that just wanted to build a plane CHEAPjust to get into the air. One of these I recall was fatal,others just gave up .

The purpose of this article is to encourage the newmembers to not take SHORT CUTS because of cheap-er building. Buy the BEST in tubing, aluminum, spruce,etc.A few years back I started a mail order business calledAIRCRAFT SPRUCE and advertised only in SPORT

WIN S OF SPRU EBy Norman inn EAA 10591)2822 E North LanePhoenix, Arizona 85028

AVIA TION . A few years later my job transferred me toArizona and I sold the spruce business. t is now knownas AIRCRAFT SPRUCE AND SPECIALTY CO. , and is stilladvertised in SPORT AVIAnON.While going through some papers recently, I cameacross a list of FAMOUS FLIGHTS supplied by the

April, 1924August, 1925Augus t, 1926May, 1927

May 30, 1927July 13, 1927August, 1927

August, 1927

Feb. 12, 1928May 3 , 1928

June 17, 1928June 30, 1928August, 1929

October, 1929

July 4, 1930

August 1930August, 1930

Leslie P. Arnold , Douglas Globe CirclingCommander TourLt. Richard Byrd Loening Arctic ExpeditionWalter Beech Travel-Air Ford ReliabilityTourMaj. H. A. Dargue Loening Army GoodwillCommander

C A. LindberghSmith and BronteSchlee and Brock

Art Goebel andMr . Davis

Charles HolmanKingsford Smithand crew

Amelia EarhartWilmer StultzJohn H. WoodNick Namer andArt WalkerJohn Livingston

Hunter Bros.

Dale JacksonForest O' BrienLee Gehlbach

RyanTravel-AirStinson

Travel-Air

LairdTri-motoredFokkerTri-motoredFokkerWacoBuhl

Waco

StinsonDetroiterCurtiss-RobinCommand-Aire

Flight into SouthAmerica, CentralAmerica and re-turn

New York to ParisCalifornia to theHawaiian IslandsFlight around theworld - flightabandoned inJapan

Non -s top SanFrancisco toHawaiian Islands1093 LoopsSan Francisco toMelbourne,AustraliaNewfoundland toIrelandFord ReliabilityTourSeattle to ewYork and returnnon-stopFord ReliabilityTour

Remained aloft553 hr s . 4 min.30 sec.Remained aloft647 hrs .Winner of AllAmerican Flying


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GENERALAV IATION DISTRICT OFFICEPortland Interna tional JetportPortland, Maine 04102October 31, 1975

Mr. Jack CoxThe Vintage AirplaneAntique Classic Aircraft, Inc.Box 229Hales Corners, WI 53130Dear Mr. Jack Cox:First on the highways now in the skyways Maine se tsthe pace for safety. By proclamation of Govern or James

B Longley, Governor of the State of Maine, the week ofAugust 31, 1975 to Sep tember 6, 1975, inclusive wasmade Maine Aviation Safety Week.In proclaiming th is week Maine became th e firs t sta tein New England to have an Aviation Safety Week and thefirst State in the United States to have one in direc t andfull sup port of a Federal Avia tion Adminis tra tion Acci-dent Prevention Program.One of the highligh ts of th e safety camp aign was Maine'sSecretary of State Mark Ga rtl ey taking his p roficiencycheck flight in a WWI Vin tage Tiger Moth biplane. FAAAccident Prevention Coun se lor William J. O'Conn ell ofPortla nd, Maine ad m ini stered th e un usual tes t flight .The Secretary passed with flying colors .Enclosed please find p ictu res for u se wi th the s tory .Wo ul d appreciate the re tu rn of th ese ph oto gra ph s asthey are the originals.Very truly yours,

Nancy E. O'ConnellPublic Relations Coord ina tor

Shown here are William J OConnell, FAA Accident Pre-vention Counselor, leaving the plane and Secretary ofState Mark Gartley, on the ground.


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Portland MaineHusband and ife Are ConcernedAbout Air SafetyPortland, Maine - A former crop-dusting pilot whois a World War II Marine Corps hero and his wife who isa former horse-shoer and student of criminal justice

have at least one thing in common: Aviation safety,particularly in the State of Maine.William J. and Nancy E O'Connell of (285 Read St.)Portland, Maine, dramatically proved their concernabout aviation safety in a way that won't be forgottenfor quite some time by those people and agencies concerned about air safety .

The O'Connells for about a month dropped theirdaily routines and activities and devoted virtually all oftheir efforts in producing voluntarily a blitz campaignthroughout the Pine Tree state.With the blessing and guidance of Federal AviationAdministration officials, the pair literally set up shop inthe agency's General Aviation District Office in Portland. From an office there they orchestrated a promotional campaign affecting all of Maine's 16 counties onthe virtues and importance of aviation accident prevention .The real reason for their concern about accident prevention is because last June Mr. O'Connell ( Just callme 'Bill' ), who has more thaR 6,200 hours flying timeto his credit, was appointed an FAA Accident PreventionCounselor.This designation is given by the FAA only to pilotswho possess the technical expertise on flying airplanessafely and have the interest of helping their peers tobetter their flying proficiency.

Bill took his appointment seriously. And this seriousness rubbed off on his wife. From the beginning of Augustthrough last Labor Day the O'Connells were seen dailyin the General Aviation District Office planning and executing their own special game plan on getting the wordto Maine residents on the importance of aviation safety.

What the aviation enthusiasts accomplished duringAugust has been described as remarkable by FAA officials at the Portland General Aviation District Officeand at the agency's New England regional headquarters.These officials watched the O'Connells' accomplishments with pride.

Here's some of what the O'Connell team accomplished:Convincing the Maine Governor, James B Longley,

Conducting proficiency flight tests on Maine notables, including its Secretary of State, Mark Gartley, withBill as the FAA inspector and Nancy acting as an advanceman in getting information on the event to thepress.

Appointing the Maine Governor, in cooperationwith the General Aviation District Office, Portland , anhonorary FAA Accident Prevention Counselor. The appointment was made in the presence of the Maine presscorps in State House ceremonies.

Coordinating radio and television talk show programs involving FAA personnel discussing the agency'saccident prevention program .

These accomplishments, done on purely a voluntarybasis, are not achieved by most ordinary citizens. TheO'Connells are not ordinary .

Consider this : Bill, a Maine native, has lived a lifethat is considered nothing less than adventuresome .

During World War II he served in the South Pacificarea in the Marine Corps where he received three Distinguished Flying Cross awards. This in itself made himMaine 's most decorated Marine of that war.After the war, Bill was a pilot crop-duster in New YorkState, flew for American and foreign airlines as a pilot,and at one time wa s a ship captain for a Maine passenger ferrying firm .

His flying experience is extensive. He has flown inbiplanes and many types of single and multi-engine aircraft. This flying expertise resulted in his flying men andequipment in the Libyan desert for an oil firm; and tobeing a pilot for a commercial air carrier in Ireland.Bill's better half is also an unusual personality .

Consider this : Nancy was raised in the Biddefordarea where she learned to shoe horses when she wastwenty-four. Her interest in horses increased and latershe was in the business of training horses for harnessracing.But this isn't her only interest. She has had experienceas a newspaper stringer , political campaign organizerin Maine and Massachusetts and has completed coursestowards a college degree in criminal justice.

Nancy is also learning to become a pilot. When interviewed, she was on her way towards her private pilot'slicense, with the assistance of her husband.

The O'Connells are not the type to speak with bravadoabout their blitz campaign on aviation safety. Instead,they praise the FAA persons they worked with, the General Aviation District Office. Without their help, wecould have accomplished nothing.

They were referring to John Van Horn, chief of thePortland Office, and Elwyn Barnes, the office's Accident


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Shirley and I took a camera and flew our RearwinSportster to a few shows this summer - taking p ic turesof all the Little Round Engine powered airplanes we saw.A Little Round Engine is round with anywhere fromthree to nine cylinders, up to and including 125 hp .

Ken Williams EAA 10866, AIC 513331 E. Franklin St.Portage, WI 53901

Gene Morris of Dundee, Illinois and his family, withtheir Szekely 35 hp American Eaglet, was the lowestpowered . The whole family flies it and they do get aroundthe country with it. GreatJohn Innes of San Jose, California has to be the crosscountry champ. California to Oshkosh in an 85 hp LeBlond Porterfield. That s a long ride The oil tank split

Spartan C 3 LoWing, 55 (?) hp Jacobs. urt and MaryMahon, Tulsa , Oklahoma.

over Nebraska, John landed, removed the tank and gott fixed. The next day he had a two page spread in thelocal paper. Said he could go back and be elected Mayor

We watched Burt and Mary Mahon of Tulsa haulingrides in their 3 cylinder Jacobs powered Spartan at Talehquah, Oklahoma . They took in almost $100.00 in dona-


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American Eaglet 35 hp Szekely. Gene Morris DundeeIllinois.

Porterfield Sportabout 85 hp LeBlond. John Innes San Jose Cali forn ia .


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Rearwin Sportster 9 hp 7 LeBlond. Ken and ShirleyWilliams Portage Wisconsin.

Rearwin Sportster 85 hp 50F LeBlond. Alford Nageland Ken Gatske Montello Wisconsin .


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AIRCRAFT FOR SALE1932 FRENCH MORANE SAULNIER 130 - Rebuilt 1973to original condition. Biplane, aerobatic, motor Salmson 230 HP, 65 hours on engine/airframe. Perfect formuseum/collection . Only two in world. 39,000 inyour container. 1926 FRENCH MORANE SAULNIER

138 Rebuilt 1975 to original condition. Biplane,aerobatic, motor 80 HP Rhone rotary, zero hours.Only one in the world. 41,000 in your container.For more information contact Jean Salis, Aerodromede La Ferte Alais, Cerny 91 France, or Dale Brooks ,5903 Boise D'Arc, Houston, Texas.ENGINES FOR SALE

90 WARNER - O-time since major. Accessories needrebuilding. Contact Gary Rubottom, 1862 S.E., St.Andrews Drive, Portland, Oregon 97202.

EDITORIAL .Continued from Page 2home. True, we do have problems with a few, buta comparatively very, very few.Do you know that in most cases it is those inaviation that we have problems with? Take notesometime and you will find that it is not the generalpublic (who, incidentally, are not on the flight lineat Oshkosh), but those in aviation who cause thetouching and finger poking at any airport. I knowthat every nick I have on my aircraft has been produced by a person in aviation, either the mechanicor line personnel. Give it some thought.Also, I cannot understand the thinking of a fewwho work so hard for many long years to build orto restore, whether i t be a homebuilt, antiquerotary wing, classic or warbird, who flies it manyhundreds of miles to an event and then doesn t wantanyone around i t to look or to have questionsanswered . Again, fortunately, these people are few.But, I am sure that most of us are quite proud ofour machines and that this inspiration to be recognized and to be proud of what we put into an aircraft and showing it off to others is one of our greatmotivations. Many times, after this motivation, thislure for compliments and gazers has worn off, wediligently look through barns, garages, attics and .old hangars for a relic to again bring back to life.

Oshkosh '76 will be a challenge for the manyChairmen, Co-Chairmen and hundreds of volunteerworkers. I know it is a great challenge to us to oper

WANTEDJust purchased a 1948 Luscombe T-8F , N1580B, Serial No.6207. Trying to gather as much information as possible. Would like to hear from other T-8F ownersand would appreciate any information available .

Especially interested in original paint scheme andwhen originally manufactured . John L. Bradberry,701 West Industrial, Apt. 128, Sulphur Springs, Texas75482.LEFT WIN STRUT for Luscombe 8A, N71296. LloydAlan Laflin, P. O. Box 511, Lake Forest, Illinois 60045 .STINSON 108-1 , 108-2 or 108-3 ISO-plus HP), frame mustbe sold for rebuild or ferryable. Peter Brand, 1621

North Jefferson Road, Rt. 1, Midland, Michigan 48640.517/631-9648.off to all of those pilots of all types of aircraft whofit into the traffic pattern and ground pattern sosuccessfully. t seems that we always hear about thebad parts of aviation, a constant pounding on safety,giving all of us the feeling that we are not so good.Well, in my book, pilots do an outstanding job,much better than we have given ourselves creditfor and when one sees the frequency of how littlemost of us fly, it even looks better. By creating moreflying activities, causing us to fly more often, itwill only continue to improve our proficiency. Thisis a much better route to go than check rides, flighttests and any further restrictions.

Let s continue to stick together, work hard,recognize each other s particular in teres ts and keepone thing in mind - suggestions and recommendations come easy - but the helping hand behindthem is always hard to come by.

The many comments regarding parking specifictype aircraft in rows at Oshkosh is but one example.But where are those who suggest this four days before the event starts to get the ball rolling andwhere are those individuals to insure that thoserows are maintained throughout the Convention ofthe type of aircraft that they desire? The land isthere, the roads are there, all we need is the helping hand.Before closing this bi-monthly publication (bimonthly until such time that the financial picture issound and stable and there are sufficient articlesand help for the Antique and Classic Association


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LETTERS TO THE EDITORDear Buck:Received the July-August Vintage irplaneyesterday . Found that Paul 's editorial hitclose to home . Without the support of themembership it can become next to impossibleto put out something as simple as our Sparsnewsletter. We have been fortunate thoughas response has always exceeded my abilityto keep up.Unfortunately when restoring an airplaneOshkosh '76 seems mighty close but we haveonce again resolved to give it a go. Seemslike I said that last year too My wife askedme last night how much we had to do to finishone bird . After explaining she said it sounded easy, then she looked at the airplane andasked how come it looked hard. Guess we'veall asked ourselves that at one time or another.Nonetheless, we are giving it a try and evenif it comes on a trailer we are going to havea Skyranger at Oshkosh!We would like very much to help you out inyour endeavors with the Division . Please letme know if there is anything that Spars or Ican do to help. We have had some really goodwrite ups over the past 2 12 years and wouldbe most happy to forward those to you forpublications.Thought yesterday's issue was the best yet.Keep up the good work .Best regards,Scott Carson29912 - 4th Ave. S.Federal Way, Washington 98002

Dear Buck:I want to thank you for trying to help melocate a pair of J-3 original wheel pants thruThe Vintage Airplane. I really appreciate it.So far I HAVEN'T GOT ANY. If noneshow up ina few months, I'm going to try and build some,copying the plastic ones in metal.Yours truly,Howard C. HolmanSky RanchWayne, Maine 04284

Dear Paul :Enclosed I am sending you a picture of my1946 Aeronca Champ 7AC-7DC. I would likevery much to see it used in a small article atsome future date in our magazine.This aircraft was built by Don Frietag in

1973 and was overturned in a tornado at Burlington, Wis. just 4 hrs after it was completed .I acquired it after the tornado and withmuch help from my friends Tom Johnson andVic Andrews, we rebuilt the damage and repainted it just in time for Oshkosh 1974.I am proud to say it has won at Oshkoshboth 74 and 75. Also at Ottumwa in '74 . Un able to attend in '75 . It has won 13 trophies

Gentlemen :Just received the " Sept.-Oct. " issue of TheVintage irplane which makes a guy wonder:what next! Are you going to cut down on thenumber of mags made up per year?You could have substituted a nice photo ofa real antique for the shot of EAA Museumon the outside back cover. Does one full pagepicture cost more than a jumble of stamp-sizepics?My big gripe about club issues is that thereader-member is not treated like a customerbuying a bill of goods. Those of us who arerelegated to the ranks of spectators will onlysupport an organization that strives to satisfy a yearning for the best of whatever is available . Respectfully,

A P. Jakus2237 N. 49th St.Milwaukee, WI 53208

Dear Gene:Enjoyed Herman Skok 's story about hisPA-14 Family Cruiser. I had one for a while

in the middle f ift ies, N-4285-H, and I absolutely believe they are the best airplaneever made.I would like to make one minor correction .According to my records, only 232 of theseplanes were built. This explains why they areso rare. Best personal regards,

Chester L. Peek1410 BrookdaleNorman, Oklahoma 73069

Dear Jack:Just received my July-August Vintage ir-

plane and like the new cover. Now I understand the delays.May I make a suggestion. With the postagerates going up it may be a good idea to go tobi-monthly publication of Vintage Airplane tosave since the average monthly issue is 20pages. I do not believe that the majority ofthe members would oppose such a move if theaverage bi-monthly issue were 40 pages. Why

not ask us if we would agree to such a move.On page 31 there are photos of which youwould like our appraisal. My guesses are:A - Friedrichshafen FF 33EB - Friedrichshafen G-111 (Daim) - builtunder license by DaimlerC ?o Friedrichsafen FF-64.What's the first prize?I remain respectfully a fellow EAA 'er .John Carter1403 2nd Avenue EastBradenton, Florida 33505EAA 41061Antique/Classic 180

Buck :Enjoyed meeting and talking with you at theOshkosh Convention.As promised, I have been doing my homework and am enclosing a list of articles fromthe May '63 through December '71 issues ofSPORT AVIATION. Hopefully these will provesuitable for inclusion in future issues ofVintage Airplane . I tried to stay away fromarticles that dealt with Military, Racing andone of Machines. I'll review the remainingissues and forward the results A.S.A.P.While my pen is warmed up I'd like to offera thought about aircraft parking at Oshkosh'76 . How 's chances to talk President Paul intoparking the Antiques in the area the Classicsoccupied in '74? This year those of us with nonsteerable tail wheels , antiquated brake systems and limited cockpit visibility were placedthe farthest distance from the active runway.This change would provide space so the morenumerous types, i.e .: Staggerwings , Wacos,etc. could park in individual rows to facilitateviewing and comparison, plus should encourage more Antique flying . Parking the Antiquesin this area would not result in a repetitionof the '74 problem as the Antiques do not begin to equal the number of Classics.If I can give you a hand with anything elseregarding the Division give a holler.

Regards,Doug Koeppen123 MeadOW RoadRiverside, Conn. 06878

SPORT AVIATION ARTICLESMay 963 December 1971Title/Author Date Subject MaUerStaggerwing - Dec. 61 Beechcraft StaggerwingR. T. SmithStaggerwing - Jan. '62 Beechcraft StaggerwingR. T. SmithHere's A Lucky Man - Dec. '63 Spartan 12

No Author Listed (1 Page)Forced Landings- Sept. '63 Forced Landing PatternR. T Smith (2 Pages)Forced Landings - Oct. '63 Forced Landing PatternR. T. Smith (11f2 Pages)Fairchild 24 Rebirth - Feb. '64 Fairchild 24


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22/28

Casey Lambert is a long time EAA member and a namewell known among the aviation greats . Lambert Fieldin St . Louis bears his Uncle s name and he was one ofthe major contributors to the financial success ofCharles Lindbergh s famous flight.Casey, who just recently visited EAA Headquartersand Air Museum was extremely pleased with what hasbeen accomplished and plans to contribute his 150 hpimmaculate Model 0 Baby Ace float plane. This 50hour total time airplane was his second Baby Ace andis located in his northern Wisconsin estate.

he above photo shows Casey in his Hisso poweredStandard at an air show in the St. Louis area in thetwenties one of the early day auto to plane transfers.Casey has owned numerous aircraft in his most colorful career, ranging from Jennies, Lockheed Cirrus ,Curtiss Biplanes, Curtiss fighters, various amphibiansand more modern day factory built aircraft. He is wintering at his home in Boca Raton, Florida with many ofhis aviation friends and frequently gets together withMatty Laird.

(Photo by Lee Fray)Raymond Jones, Jr . (EAA 94749 of Milford, Michiganhas loaned this Morane-Saulnier Model 130 to the EAAAir Museum. The plane was designed in 926 as aFrench military trainer and is fully aerobatic. Poweredwith a zero time 230 hp Salmson engine, the aircraftis in mint condition and is currently on display in themilitary and aerobatic section of the museum.


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CF-IVO Tiger Moth shows a portion of its structurewhich was found to be in excellent condition. The EAAAir Museum contains some 170 aircraft and most ofthem are flvable .

Monocoupe 90 , 90 hp Lambert . M R. Wilson, Grapevine, Texas .

CF-IVO, a DeHavilland Tiger Moth donated to the EAAAir Museum in 964 by Father John MacGillivray,currently stationed with the RCAF, Ottawa, Canada.CF-IVO fuselage is in the EAA Air Museum restorationshop preparatory to fuselage recovery and a return toflight status. The wings and tailgroup were recoveredas part of the 975 Oshkosh Workshops .

(Photo by Lee Fray)Greats of Aviation at Oshkosh 1975 This photo wastaken during the airshow on July 31FRONT ROW (left to right): Jack Rose, Karl H. White,Ole Fahlin , Bob Granville, Clayton Bruckner, Matty Laird,Russ Brinkley, C G Taylor, Fred Weick, Bill Ong , GraceHarris, and Bernie Pietenpol.BACK ROW (left to right) : Roger Don Rae, HermanFish Salmon , Eldon Cessna, Howard Morey, TonyLeVier, Steve Wittman , Martin Jensen, Ed Granville , T.Claude Ryan, Jim Church, and Vernon Payne.


24/28

(Photo by Ted Koston)Replica I adversaries , the British SE-5 by JackHickey, South St . Paul , Minnesota and the GermanFokker DVII by Fred Berg of St . James, New York.

(Photo by Ted Ko ston)Independent ailerons, pigeon tail , tri-cycle gear . (nstant recognition features for Dale Crites ' 9 Cur


25/28

(Pho to by Ted Koston)Loren Gilbert of Rio, Wisconsin in his Travel Air 4000.The aircraft was purchased from Richard Bach whoused this and a number of other 4000s in the f ilmingof the movie Nothing By Chance . Much of the moviewa s filmed at the Rio airport.

(Photo by Dic k Geis t)Found th is in the Boeing P.R. office . Believe it is afairly recent USAF photo .

U S.POST'-'LSERVICESTATEMENT OF OWN ER SHI P, MANAGEMENT AND CIRCULATION

'A , of U. 1'10 Sec ... J I U Till< Jg, U . lo'd 518"" Co4#IJ _.o f l ' o t

& I o d . ~ , , , . , .....n .. , .. k ' ' ' ' ' ' . 'f ..... _ h ' JH 1 .. oIo/p or , ~ . , .... nc(,rpo ... ' Iin. I . 0 ' ... dtc .. 1M ...ell ... IIt


26/28

NEW NEW NEW NEWBeautiful Tie Tac/Lapel Pin andcharms with the officialAntique/Classic Emblem. Blue withsilver or gold.

Charm - SilverCharm - GoldTie Tac/Lapel Pin(Gold Only)

Above prices include postage.

Send orders to:

$3.25$3.50$4.00

Antique/Classic DivisionP O Box 229Hales Corners, WI 53130

FLORIDA SPORT AVIATION ACTIVITIES - The very active FloridaSport Aviation Antique and Classic Association has a fly-in somewhere in the state almost every month . The decision on the locationof the next fly-in is usually made on too short notice for inclusion inhe Vintage irpl ne so we recommend to all planning a Floridavacation tfiatthey contact FSAACA President Ed Escallon,335 Mil

ford Drive, Merritt Island , Florida 32925forfly-in details.Join thefun

JANUARY 19-25 - LAKELAND, FLORIDA - 2nd Annual Mid-WinterSun n Fun Fly-In .Contact Martin Jones, 1 61 NewTampa Hwy.,Lakeland , Fla. (813)682-0204.

JULY31-AUGUST8-0SHKOSH WISCONSIN-24th Annual EAA


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an exclusive opportunity for you t own

Wingspan of Sterling Silver Replica is 12 n

AN EXACT STERLING SILVER REPLICAOF THE ORIGINAL WRIGHT BROTHERS AEROPLANEA RARE AND EXTRAORDINARYCOLLECTOR'S ITEM THAT NO MORE THAN 1,000 PEDPLE IN THE ENTIRE WORLD CAN EVER DWN Endorsed by the prestigious Aviation Hall of Fame and selected for "Honored Display" during the U.S. BicentennialCelebration! Authenticated by the Smithsonian Institution's Curator of Aircraft, as accurate and as perfect in every detail to the originalWright Brothers aeroplane. Highlighted with lustrous 24 karat gold. Beautifully encased in a protective Lucite display holder, mounted on a handmade walnut base . Aunique and special edition artistic masterpiece with attractive investment potential! Available for $750.Yes you are invited to be among the very few fortun te people in the entire world who will proudly own this magnificent. exactreplica of the Wright Brothers' first machinepowered aeroplane, the Flyer. The replicas will be completely handcrafted by expertsilversmiths, whose uncompromising perfection in the old world art of silver craftsmanship is still a matter of special pride.


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