Professional Documents
Culture Documents
Vintage Airplane - Oct 1982
Vintage Airplane - Oct 1982
14 OCTOBER 1982
Totally rebuilt Pacer poses for a picture on a cool December
morning. Note booster wing tips and very delicate paint job.
This picture makes the eight year project worthwhile.
THE EIGHTYEAHSTORY
OF A PACER'S RESTORATION
ByVernon H. Sudbeck
(EAA 58247)
Rt.2, Box 132
Hartington,NE 68739
On a cold December morning in 1972, I flew my BC-12
Taylorcraft up to Timber Lake, South Dakota at the
request of my son-in-law's father, George Vander Mark.
He had tipped me off on a 1950 Piper Pacer that had been
blown over on its back by strong winds in October and was
still laying on its back when I arrived. Trying to estimate
the damage revealed the wing ribs were extensively
bent - they later told me why. It seems the school kids
had been out walking on the wings! The tail section
suffered considerable damage as the ropes had remained
tied to the tail as the wind flipped the airplane. The left
upper tube going down below the left front wing spar
fitting was broken in two, cracking the windshield and
denting the nose bowl and top cowling. Surprisingly,
the 74x54 prop was undamaged.
I decided to buy the Pacer if the price was right,
especially after George volunteered to haul it down to my
place, 350 miles away. I then talked to the owner, James
Keseling (later to become a Senator from South Dakota)
and offered him $100 more than his last bid. I got the
Pacer . a pair of A2000 ski s and a repa irable bent prop.
The next day we succeeded in getting the plane off its
back without additi onal damage using a tractor loader.
Author, Vernon Sudbeck, poses beside his BC-12 Taylorcraft.
It is easy to see that he is an EAAer all the way!
a fuel truck, a lot of rope and four men. Once on the wheels,
we took off the wings and prop and loaded the whole
works on George's grain truck for delivery to my place in
Nebraska.
I remember it was another one of those sub-zero
days in January when I pulled the fabric from the wings
and tail feathers to see the extent of the internal
damage, and believe me, it didn't look good. Three of
the four spars had a slight twist in them and many ribs
were bent.
In the months ahead, I bought various items such as
rib splicing kits, good used ribs and a J-3 Cub fin and
horizontal stabilizer and elevator. I straightened and cut
off the counterbalance from the Pacer elevator with a hack
saw and welded it on the J-3 elevator. It was now identical
to the other good elevator.
For the next five years I worked on the Pacer in a
barn with a dirt floor, which meant if you dropped a screw,
VINTAGE AI RPLANE 15
Piper Pacer N7660K after retrieval from South Dakota. Note
broken down tube in left corner with dented cowl. Grandson
Jeff is my big helper.
it was good-bye. Conditions were not good - poor light,
no heat in the winter which was when I had the most time
to work as my occupation is farming. The most dis-
couraging part of working in the old barn was the thought
of cleaning all the dirt and dust off everything before
I started. I'll never forget one morning in March, I
went over to do my chores and found 26 head of cattle
in my barn, walking on and around my Pacer! (The big
rolling door had been blown off by high winds the night
before.) I don't need to tell you the damage that 26
head of cattle can do to an airplane - especially if they
spent most of the night with it! A very sad and depressing
sight indeed, including the two aluminum gas tanks.
I felt like sitting down and having a good cry. Filled
with despair, I had to make a decision: either sell the
Pacer or get with it!
For two years I pondered. I realized I couldn't sell it
as is because I would lose too much. So I moved-it from
the barn to a 40' x 72' machine shed I had built in the
intervening two years. Without moral support from my
Pacer fuselage with new cover and wide gear installed.
Cowling has been stripped and ready for painting. Very
neat headliner installation is visible.
16 OCTOBER 1982
wife, Bonnie, Gene Townsend and Gene Parker, I would
have given up, but now I was filled with determination.
I don't mean to get off the story of the Pacer, but I
feel an important factor in the decision to continue the
rebuild was my EAA membership and the unique friend-
ship of two fellows living over 2000 miles apart. It was
the March 1971 issue of SPORT AVIATION which
contained an article entitled "The Classic Airplane" by
Gene Parker of Medford, Oregon. The story dealt with
Gene's restoration of his Taylorcraft BC-12 and I had
just completed restoring the wings and tail section of
my Taylorcraft after suffering windstorm damage. I
was looking for a good T-Craft paint scheme and I really
liked Gene Parker's color picture in SPORT AVIATION.
After contacting him and receiving his okay, I used his
color scheme on my T-Craft. In 1973, Gene stopped in at
my place enroute to Oshkosh so the two of us flew our
planes with identical paint schemes to Oshkosh.
At the EAA Convention, Gene Townsend of Decatur,
Illinois recognized the paint scheme as the same one
in SPORT A VIATION and our meeting was the beginning
My wife Bonnie and daughter Karen sanding tapes on the
control surfaces. They became adept at such work!
of a new friendship. While at Oshkosh, I talked to a fellow
selling used airplane parts who said he had a '57 Tri-
pacer he was salvaging out and he mentioned he had two
gas tanks, wings, struts and instruments!
That fall, my wife and I headed for a weekend in
Chicago pulling a snowmobile trailer behind the car
to pick up the Tripacer parts. When we arrived, the man
explained he didn't have the gas tanks out of the damaged
wings nor the instrument panel out of the fuselage. Rather
than take the time to remove the tanks and panel , he
just gave me the damaged wings and fuselage to go along
with the things I bought! Along with three wing struts,
I had quite a deal.
Returning from the Chicago trip, I ordered a new
Alpha 200B radio and a new wide landing gear from
Univair. I then moved the Pacer from the barn to the
new steel machine shed with a cement floor. With im-
proved working conditions, I repaired wing ribs and
straightened spars. After assembling the wings, I
finished installing McAllen Texas boostez: wing tips
and Grimes strobe lights.
Remembering that airplane gas tanks should be
pressure tested, I took both tanks to a radiator shop
in Hartington. In the testing process, they put too much
pressure in one tank and it promptly bulged out! Believe
me, I was having a time keeping two serviceabl e gas
tanks. An order to Omak, Washington finally obtained
another suitable tank.
With the Pacer now in the new machine shed, Gene
Townsend and I stripped down the fuselage to bare tubing
and sandblasted it. I worked quite some time on cutting
out the broken tube going down below the left front wing
spar fitting, replacing it with new tubing and rosette
welding a smaller tube inside, making it stronger than
the original. The welding was all done by an A & P
mechanic with an IA rating. After carefully checking
for rust throughout the fuselage, we gave it two coats
of white epoxy paint.
Having had no previous experience in covering a
fuselage, I was able to enlist the help of Gene Townsend
who has done a great deal of restoration work. He also
suggested several improvements which we incorporated
Nicely done instrument panel is faced with a pretty wood
grain. Alpha 200 radio is in the center panel with fuse bar
along lower left side. Note sound proofing around fuel
valve on left side.
into the rebuild. We replaced the big floppy door latches
with a very compact sliding door latch and a key lock
in the right hand door. Gene installed a removable
aluminum door in the back of the baggage compartment
giving access to the tail end of the fuselage. He also
installed a breaker and fuse installation putting a 25
amp breaker on the master switch - something the original
did not have.
The entire next year was spent covering the various
pieces with fabric and doping the cloth using a slightly
altered process than Stits Poly Fiber. Following Gene
Parker's advice, I used two coats of Poly Brush and no
Poly Spray, opting instead to use butyrate dope all the way
through to color. Another idea Gene introduced to me was
to sew the 66" width Stits fabric in a panel across the
wing. As we glued the fabric on with Poly-Tak, we
pulled more tension on the length of the wing. This
kept the fabric from shrinking lower between each rib,
giving the wing a more straight line appearance over
the top of the wing. Gene credits the idea to an old
friend, Jim Hamilton.
Fuselage masked off from painting of the trim stripe. This .
requires a great deal of work and very little paint!
After eight long years of ownership, I fired up the
125hp Lycoming engine and gave the new-looking Pacer
a thorough ground testing, doing some high speed taxi
work in a half-mile-long alfalfa field which joins my
1200 foot landing strip. I had never flown a Pacer before
so I needed all the room I could get! I did several short
lift offs and landings to get the feel of the plane. Finally,
I applied full power - it was unbelievable how the Pacer
would climb - reaching for the sky like it was making up
for lost time. As I cruised over the local area checking
instruments, I noticed how quiet the inside of the cabin
was. All of the insulating we had done really paid off.
After several landings over a 30 minute period, I
discovered the 1380 shock cord on the landing gear was too
weak. By adding another 1080 cord, the situation was
corrected. One of the brake bladders was leaking so I
installed another one . .. which also leaked . .. the third
bladder appeared to be okay. I realized by then a new
bladder might have been a better solution but they are
so expensive. The original Goodrich bladder type brakes
(Continued on Page 21)
Bonnie Sudbeck, Vern's wife, is shown between their two
rebuilt planes, the BC-12 Taylorcraft and the Piper Pacer.
Notice how nice the Pacer looks without the big numbers
on the side of the fuselage.
VINTAGE AIRPLANE 17
BORDEN'S
AEROPLANE POSTERS
FROMTHE 1930'S
Article Number 26, Poster Number 17,Series Number 2
By Lionel Salisbury
(EAA 114523)
Seven Harper Road
Brampton, Ontario
Canada L6W 2W3
THESTINSON JUNIORCOUPE
This is the twenty-sixth in our series of posters
reproduced from originals issued in the early 1930s
by the Borden Company and its predecessor, the Thompson
Malted Milk Company. As the series has progressed in
The VINTAGE AIRPLANE, I have examined each poster
with a careful eye and made comment about those facets
of each that drew my attention. It was only as I looked
at this particular poster, that it occurred to me how much
the photographic and printing arts have advanced in
the interval of almost fIfty years.
I would expect that many of the photos reproduced
here were taken with box cameras that had a minimum
of adjustment available, and that gave only adequate
detail. What the photo did not provide was compensated
for by the photo editor who outlined the details in the
photo with either a black-liner or a white-liner. Take a
careful look at the wings of the Stinson Junior Coupe
and you will see the results of his handiwork. Only
18 OCTOBER 1982
those with a steady hand made it in the fIeld of endeavor.
Printing arts were not near today's standards either.
I would expect that these pictures were reproduced on
a fIber-composition mat which was then fIlled with lead
to make a metal negative plate, from which the poster
was printed. The wording would have been done on a
' Linotype' which cast the letters in metal. Because we
are reducing the picture photographically for use in The
VINTAGE AIRPLANE, from the original size of 19" x 11"
to approximately 7" x 4", and because the offset printing
used in this magazine gives a better quality, the posters
reproduced here actually look better than the originals!
This poster is supplied from the collection of Mr.
Marion McClure of Bloomington, Illinois, who collected
them in 1933 and 1934. The line drawing this time is
not a three-view as was the case with most. The notes
describing this month's poster aircraft are taken from
the back of the poster.
TANKS IN WING:! /PUAL CONTltOLS
GAUONS / rFllef
NAVIGATION '" / /r
"'-.... / / GLASS THfeUOUT
ELECTRIC STAfeIfIti, "'- / II-CABIN LIGHTS
OIL TANIC- \\ "'-...."'- // rlt'EMOVEAElLE
GALLONS ______ __
\ \ \ \
\ \ \ \ \
\\\\\ \ mil-WHEEL 5.00"" Tlfe/!/
\\ SWIVEL
o '" \\\ \\L COMPI4feTMENT
./
///
METAL \ \\\ \\
\ \ '- A5SIST COfeDS
- \ \'-- ,e VOLT BATTEIleV
lliOMIN6 EN61NE--.:J \
?IS H.P. @ 2100 e.f!M.- \ \ I
COWLIN6 \
",,,", \ '-POCKETS FOR MAPS. ETG.
, '\. '" "\."-CABIN HERTEl! DUCT
",,--- APJUSTABLE PilOT CHAII!S
"--- 51i!AKE
fXHAUSl" TAIL- PIP!! -- \ I
gUB8Efe INSULATED
EN<5INE MOUNTINIS --.J I
lOll .5.5 PNEUMATIC DIU
\:'- STABILIZEI! AOJ.
"-Oil - DI2AUliC SHOCK STeUTS
STINSON
JUN/Ole
MODEL "5"
-:-..
Description of Stinson Junior Coupe
SPECIFICATIONS: Span, 42 feet, one inch. Length
overall, 28 feet., 11 inches. Height overall, 8 feet, 9
inches. Wing area (including ailerons), 234 square feet.
Motor, Lycoming R-680, 215hp at 2100 rpm. Power load-
ing, 15.2 lbs. per horspower. Wing loading, 13.9 lbs.
per square foot. Weight empty, 2,160 lbs. Gross weight,
3,265 lbs. Dihedral, 1 degrees.
PERFORMANCE: High speed, 125 mph. Cruising
speed, 105 mph. Rate of climb at sea level, 625 feet per
minute. Service ceiling, 13,500 feet. Radius, 400 miles.
Gasoline capacity, 50 gallons. Oil capacity, 5 gallons.
STRUCTURE: The fuselage is chrome-molybdenum
and aircraft steel tubing acetylene welded, faired to form
with spruce strips and fabric covered. This fabric is "doped"
with a ten coat process to secure a lasting, high lustre
finish. Tail surfaces are aircraft steel tube type externally
braced and fabric covered. The wings have solid spruce
spars with nickel steel drag wires and aircraft steel drag
tubes and are fabric covered. The wing mounting is the
high wing monoplane type with external brace struts
having an airfoil section to secure additional lift. Air-
foil section of the main wing is Clark "Y". Landing gear
is of heat-treated chrome-molybdenum steel tubing
equipped with low pressure semi-balloon tires and
hydraulic shock absorbers. The gear is of the split type
eliminating any cross axle. Tail wheel is equipped with a
low pressure tire and has full 360 degree caster.
STANDARD EQUIPMENT: Hamilton Standard
adjustable metal propeller. Eclipse automobile type
electric starter. Self-energizing type brakes. Dual
controls. Shatter-proof glass in all windows. 12-volt
aircraft storage battery. Adjustable pilot seats. Dual
magneto ignition. Standard pioneer flying instruments:
Compass, flush type (may be compensated while in
flight), tachometer, air speed. altimeter and oil pressure
and oil temperature gauges.
SPECIAL EQUIPMENT: S-D speed ring, rate of climb
and bank and turn indicators, wheel fenders or stream-
line pants with oleo faring. Special cabin fittings: side
lights, ash receivers, assist cords, heater and ventilator
of new approved type, arm rests, spring-type cushions,
special automobile type window regulator handles and
door handles.
NEXT MONTH - THE B/J ARMY PURSUIT PLANE
Carries Machine Gunner In Rear Cockpit
VINTAGE AIRPlANE 19
ThissectionofThe VINTAGE AIRPLANE isdedicated
to members and their aircraft projects. We welcome
photos along with descriptions, and the projects can be
eithercompletedorunderway. Sendmaterialtotheeditor
atthe addressshown on page 3 ofthis issue.
Vintage photo of Waco JWM with Wright J-6-9 of 330 hp being
restored by Dean Montgomery, Corsicana, Texas.
DearGene,
Here is a picture ofmy 1929 Waco JWM. This plane
was used by Art Davis from 1931 to 1938. It has not
flown since 1938. Art had a forced landing and Shelby
Hagberg boughtitfrom himon the spot for $300!
Shelby sold it to John Simpson ofNorfolk, Nebraska
in 1966. John partially restored it and then shoved it
back into his barn in 1970 and'71.
I boughtitfrom himin Octoberof1981. All the metal
and all the wood was in excellentcondition withjustthe
usual bird andratnests in the leadingedges.
It had a Wright J-6-9 330hp on it originally but we
are restoring it with a Wright R-975 E-3 of440hp. We
have all the covering done except the fuselage. We re-
placed the old rigid motor mount with a "T-6" mount for
a little vibration proofing.
The aircraftis beingrestored atmy airportcalled the
Flying "M" in Corsicana, Texas. When we are a little
further along, I'll sendyou some more photos.
Antiquesforever,
Dean Montgomery
EAA 104505A IC 4133
P. O. Box 1046
Corsicana,Texas 75710
DearGene,
I recently completed a wing re-cover and general
restoration ofmy Luscombe 8A. I've owned the airplane
for 22 years, during which time my son, Dave, and I
have worked the machine for a total ofsix pilot ratings.
We both havea numberofyearsofinstructorandairline
time in a wide variety of aircraft - still the Luscombe
is special and unique in a way which is uncontested by
anyothermachineswe'veflown duringtheseyearsofjob-
relatedor sportflying.
We have provided herwith betterthan average care,
but gradually time took it's toll and she began to show
herage. I waitedfor a suitabletime to beginthe restora-
tion but itnever came. After three years ofprocrastina-
tion, theneedfor anAnnual Inspection. anda wingcover
that wouldn't "punch-test", all converged to tell me that
thetime had come.
I began the project in July of1981. I completed it in
Juneof1982.Myoriginalintentwastore-coverthewings.
That modest goal was ultimately expanded into a total
restoration, including: new Ceconite coveron wings; new
paint(insideandout);newinterior;newglass;newcables,
electrical wiring, tailwheel spring, wheel covers (mains
and tail wheel) , wheel bearings, throttle knob, pedal
rubbers; new floorboards, carpeting, baggage compart-
mentplustires,batteryanda multitudeofmiscellaneous
20 OCTOBER 1962
itemsthatwere probable unnecessary -but where do you
drawthe line?
Initially,I allowedthreemonthsfor theentireproject.
This was my first attempt at wing re-covering and my
first aluminum polishing project. (The aluminum was
heavilyoxidized whenIpurchasedtheplane22yearsago
andhad neverbeenpolished since new - 36years!)
I missed my time estimate by approximately 350%,
which I've since been told is about average for a first
timer. I won't evencomment on mycost over-runs!
My greatestsatisfaction hascome from knowing that
the little bird is no longer the most neglected memberof
myfamily. Itis verygratifyingto havestrangersadmire
herandexpressanawarenessofwhatafinelittlemachine
she really is.
Enclosed are a few picturesofthefinished project.
JayMundy (EAA 132015, A IC 4125)
6234 North 13th Place
Phoenix, AZ 85014
THE EIGHT YEAR RESTORATION ...
(Continued from Page 17)
need improvement as they will not hold the plane for a
static run-up even though my brake pucks are brand new.
One thing I have found, even though I have spent many
hours getting the Pacer to fly properly, is that is takes
a certain time to get the bugs out. The nose bowl shifted
to the right making it rub on the left oil radiator line.
The fuel sediment bowl leaked past the gasket and also
had a crack in a fitting (under the front seat!). I replaced
the wiring harness from both mags and a bit later,
one wire in the new harness was bad! The VOR on the
new Alpha 200B radio refused to work. A rebuilt
directional gyro replaced the old unserviceable one.
The Pacer engine is a Lycoming 0-290 of 125hp.
Numerous eyebrows went up when I said I was not going
to touch the engine even though it had almost 500 hours
since major and had been sitting for eight years with three
gallons of oil in it. I carefully rinsed the engine on the
inside and used a non-detergent 30 weight oil for the first
five hours. After three hours of running, I added a pint
of oil additive cleaner. This must have done the job
because when I dropped the oil after several more hours,
both oil screens came out clean with no carbon pieces.
I have listened to much talk about which is the best
performing propeller for a Pacer with 125hp. Here are
the results with my Pacer using three different prop
pitches:
74 x 52 Static RPM 2400 TAGS - 113 mph @ 2350
74 x 54 Static RPM 2400 TAGS - 120 mph @ 2350
74 x 56 Static RPM 2310 TAGS - 127 mph @ 2350
A fuel consumption check at low altitudes runs 5.5 to
5.75 gallons per hour at 2300 rpm.
Even though the Pacer is short and stubby, it takes
off quickly with minimum swerving back and forth. The
new eight-inch Maule tail wheel is very effective for
directional control, especially on grass. When heavily
loaded, it is wise to watch it closely, because anyone can
lose a tail dragger if you are not one step ahead of your
plane's intentions at all times.
I am unable to say for sure if the booster wing tips
add to the cruise speed but I do feel I can land slower and
take off sooner than other Pacers. Alone, I take off at
60 mph and hind at 55 with full flaps. The booster tips
make crosswind landings a breeze. The Pacer climbs very
well and after leveling off, will cruise up to 130 mph,
even with a full load. The movable stabilizer trim is very
effective and is easily adjusted for take-off, landing or
cruise.
Even though the Pacer is now my pride and joy, there
have been many people involved in its completion. As I
look at this beautiful bird, I can recall the bad and good
memories connected with the eight year project. I am
especially grateful to my wife, Bonnie, for all her
sacrifices including the many lonely winter nights she
spent alone while I worked on the Pacer. I don't think
our wives get enough recognition on projects such as
these. Even though some wives don't help 100% of the
time doesn't mean they are not enduring some kind of
sacrifice . . . Bonnie surely did.
I am also thankful to the two "Gene's" - Parker and
Townsend - for their many ideas and contributions to
the Pacer project. Without some of their ideas, the Pacer
would not have the "look" it has today. I guess it all
started at Oshkosh '73 with the EAA and SPORT AVIA-
TION magazine. Others involved were Roman Keeter,
Don Thies, Tom Russel , Harold Witherby and my
daughter, Karen. I am t ruly grateful for their consistent
help. They were there when I needed them!
Now my future intentions are to take in as many fly-ins
as I can and spread her wings over as much country as
possible .
LETTERS TO THE EDITOR
Dear Mr. Poberezny:
I own a 1958 Super Aero 45 and am interested in selling
it. Here are details of this aircraft:
SIN 05-006
Engines - Walter Minor 4-111 series
Propellers - Motorlet V 401-4E
Total hours flown - 420.20
Prop time - X
The aircraft was corrosion-proofed in the factory but
t here is surface corrosion in small areas which will be
easily removed when the aircraft is stripped. The only
parts missing are the dash board, instrument panel and
rear seat.
This aircraft stood since 1969 in Pietersburg in the
Transvaal , which has a dry climate. The last service
(annual) was on 6 /2/69 in Pretoria. It was then flown to
Pietersburg where it stood until I discovered it late last
year and trailered it to Port Elizabeth.
Although I am a fully qualified A&P mechanic I
do not have the time to bring it back to flying state and
I am interested in selling it so as to buy a homebuilt
aircraft kit.
Your advice on the re-sale value would be greatly
appreciated.
Awaiting an answer in anticipation.
Yours faithfully,
S. D. Endemann (EAA 187271)
18 Nathan Road
Broadwood
6065
Republic of South Africa
THE JOURNAL OF
THE EARLYAEROPLANE
SAMPLE ISSUE $4
15CRESCENTRD. POUGHKEEPSIE,N.Y. 12601
VINTAGE AIRPLANE 21
WAR BIRDS IN WALNUT
Miniature Scale Repli cas of Your Favorite Military Aircraft from
Yesteryear to Today, Meticulously Handcrafted in American Black
Walnut.
A Truly Unique Desk Set with Matching Pen and Goldtone I.D.
Plate for Gift, Award orFlying Event Trophy.
Pl anes Can be Pedestal Mounted Depicting "In-Flight," or Base
Mounted to Depi ct a"Landed" Attitude.
For FREE Color
Brochure with
Price List and
Full Details:
WRITE or PHONE
PLANE PEOPLE
2017 Fieldcrest Court So.
Salem,Oregon 97306
(503) 370-9806
Classic owners!
Int.riorlookingahabbyf
Don'tfly a dog
Finish itrightwithan
oirtexinterior
Complete interior assemblies for dO-it-yourself installation.
Custom Quality at economical prices.
Cushion upholsterysets
Wall panel sets
Headliners
Carpet sets
Baggagecompartment sets
Firewall covers
Seat Slings
Recover envelopesand dopes
FreeCatalogofcompleteproductline.FabricSelectionGuide
showing actual samplecolors and styles of materials:$3.00.
I I
t - .,?r
I VIS4 I
Qlr exproducts, inc.
259LowerMorrisvilleRd., Dept. VA
Fallsington,PA 19054 (215) 295-4115
Jacket: Unlined Poplin jacket, features knit waist
and cuffs. The gold and white braid trim on a
Tan body emphasizes the colors proudly dis-
played in the Antique/Classic logo.
Sizes: X-small thru X-large
$28.95 ppd
Cap: Complete the look in this gold mesh hat
with contrasting blue bill, trimmed with a gold
braid. Your logo visibly displayed, makes this
adjustable cap a must.
Sizes: M & L (adjustable rearband)
$6.25 ppd
WEAR the IMAGE
in an Antique/Classic jacketand cap
Send CheckTo:
EAA ANTIQUE/CLASSIC DIVISION, INC.
P.o. Box229 Hales Corners, WI 53130
Allow4-6 Weeks ForDelivery
Wisconsin Residents Include4% SalesTax
22 OCTOBER 1982
THE VINTAGE AIRPLANE
ADVERTISING RATES
1 Issue 3 Issues 6 Issues
1Page $175.00 $165.00 $150.00
1/2Page 105.00 100.00 95.00
1/3 Page 95.00 85.00 80.00
1/4 Page 70.00 65.00 60.00
1/6 Page 60.00 55.00 50.00
1/8Page 50.00 45.00 40.00
12Issues
$145.00
90.00
75.00
55.00
45.00
35.00
Ratesarefor black and whitecamera-readyads.
CLASSIFIEDRATES:Regulartype- 45cperword;
Bold face type - 50c per word; ALL CAPS - 55c
per word. (Minimum charge - $7.00. Rate covers
one insertion, one issue.)
COMMISSIONS: Non-commissionable.
For additional information, including color rates
and required ad sizes, contact:
AdvertisingDepartment
The VINTAGE AIRPLANE
P.O. Box 229
HalesCorners, WI 53130
414/425-4860
FLYING AND
GLIDER MANUALS
1929, 1930, 1931
1932,1933
2.50 ea.
SEND CHECK OR MONEY ORDER TO:
EAAAviation Foundation,Inc.
Box469 HalesCorners,WI 53130
Allow46 Weeks For Delivery
Wisconsi n Residents Incl ude4% Sales Tax
AVAILABLE BACKISSUES
1973 - March through December
1974 - All Are Available
1975 - All AreAvailable
1976 - February through May, Augustthrough
December
1977 - All Are Available
1978 - Januarythrough March, August, October
through December
1979 - February through December
1980 - January, March throughJuly, September
through December
1981 - All Are Available
1982 - January through March, May through
September
Back issues are available from Headquarters for $1.25
each, postpaid, except the July 1977 (Lindbergh Com-
memorative) issue, which is $1.50 postpaid.
CLASSIFIEDADS
Vintage Ai rcraft Restoration. Reasonable Rates. Quality
work - Trophies to prove it. Certified A&P mechanic.
PeterDocken,DecorahFlyingService,Decorah,IA52101.
319/382-8338.
ACRO SPORT - Single place biplane capable of un-
limitedaerobatics.23 sheetsofclear,easytofollow plans,
includes nearly 100 isometrical drawings, photos and
exploded views. Complete parts and materials list. Full
size wingdrawings. Plansplus88pageBuilder'sManual
- $60.00. Info Pack - $4.00. Super Acro Sport Wing
Drawing- $15.00. Sendcheck or money orderto: ACRO
SPORT, I NC., Box 462, Hales Corners, WI 53130. 414/
425-4860.
ACRO II - The new 2-place aerobatic trainer and sport
biplane. 20 pages of easy to follow, detailed plans. Com-
plete with isometric drawings, photos, exploded views.
Plans- $85.00. InfoPack- $4.00. Sendcheckor money
order to: ACRO SPORT, INC., P.O. Box 462, Hales Cor-
ners, WI 53130.414/425-4860.
POBER PIXIE - VW powered parasol - unlimited in
low cost pleasureflying. Big, roomy cockpit for the over
six foot pilot . VW power insures hard to beat3V2 gph at
cruisesetting.15largeinstructionsheets.Plans- $45.00.
InfoPack- $4.00. Sendcheck or money order to:ACRO
SPORT, I NC., Box 462, Hales Corners, WI 53130. 414/
425-4860.
MEMBERSHIPINFORMATION
EAA
ANTIQUE
CLASSIC
lAC
WARBIRDS
U
LTRALIGHT
Membership in the .Experimental Aircraft Association. Inc. is $25.00 for one year, $48.00 for 2 years
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. Family Membership is available for an additional $10.00
annually.
EAA Member - $18.00. Includes one year membership in EAA Antique-Classic Division, 12 monthly
issues of The Vintage Airplane and membership card. Applicant must be a current EAA member and
must give EAA membership number.
NonEAA Member - $28.00. Includes one year membership in the EAA Antique-Classic Division, 12
monthly issues of The Vi ntage Airplane, one year membership in the EAA and separate membership
cards. Sport Aviationnotincluded.
Membership in the International Aerobatic Club, Inc. is $20.00 annually which includes 12 issues of
Sport Aerobatics.All lAC membersare required to be members ofEAA.
Membership in the Warbirds of America, Inc. is $20.00 per year, which includes a subscription to
Warbirds Newsletter. Warbird membersare required to be members ofEAA.
Membership in the EAA Ultralight Assn. is $25.00 per year which includes the Ultralight publication
( 1 5 . ~ additionalforSport Aviation magazine). For current EAA members only, $15.00, which includes
UltralIght pubflcatlOn.
FOREIGNMEMBERSHIPS: Please submit your remittance with a check ordraft drawn on a United States
bank payable in United States dollars oran internationalpostalmoneyordersimilarly drawn.
MAKE CHECKS PAYABLE TO EAA OR THE DIVISION IN WHICH MEMBERSHIP IS DESIRED.
ADDRESSALL LETTERS TO EAA OR THE PARTICULAR DIVISIONATTHE FOLLOWING ADDRESS:
P.O. BOX229- HALES CORNERS, WI 53130- PHONE(414) 425-4860
OFFICE HOURS: 8:30- 5:00MONDAY-FRIDAY
VINTAGE AI RPLANE 23