STRAIGHT AND LEVEL

by Bob Lickteig
President
Antique/Classic Division
For those of you who won't be at Osh-
kosh this year as well as those who plan
to attend, this message provides some
of the color of this fantastic EAA Con-
vention . .. .
Welcome to the World of Flight . ..
Oshkosh '85 and the 15th anniversary
of our EM Antique/Classic Division.
This issue of our publication, THE VIN-
TAGE AIRPLANE, proudly presents the
highlight of our first 15 years. This Con-
vention and anniversary issue mark a
milestone for the EM Antique/Classic
Division. Throughout 1985 we have
honored our founders and charter mem-
bers for their farsightedness and dedi-
cation to the preservation of these his-
torical aircraft.
We, the same as all Americans, have
stood tall as we salute the rebuilding of
the Statue of Liberty. This undertaking
must be the restoration project of the
century. For 99 years this symbol of
freedom has welcomed the immigrants
from around the world who arrived here
in search of freedom and opportunity.
This mixture of all nationalities - work-
ing together - made this the greatest
country the world has ever witnessed.
Thirty-three years ago another symbol
was formed - EM - to house the
nationwide interest in flight and the love
of airplanes. These enthusiasts had in-
terests ranging from building model
airplanes to building their own aircraft,
to restoring and flying antique or classic
airplanes and to those who just enjoy
aviation as an exciting spectator sport.
Once again we must thank and con-
gratulate our Founder and President,
Paul Poberezny, who welcomed this di-
verse interest in aviation and welded it
together into the EAA organization we
all share today. This working together
of hundreds of EMers whether their in-
terests be ultralights, homebuilts, an-
tiques, classics, rotorcraft or warbirds,
all volunteering their time, is what EAA
is all about. With each Division present
and responsible for their part, it is pos-
sible for EM to stage the world's
largest aviation event.
On behalf of the EM Antique/Classic
Division, it is an honor for me to wel-
come you, our members, guests and
spectators to World of Flight, Oshkosh
'85.
The EAA Antique/Classic Division
has an exciting schedule of group ac-
tivities - all originating from our Head-
quarters Building. Please join us for our
Fly-Out, Parade of Flight, Picnic, week-
long Workshop, daily Interview Circle,
educational Forums, Photo Contest and
our Riverboat Cruise. Please check at
the Antique/Classic Headquarters and
your Convention Program Book for
complete details regarding these
events.
So now you are a part of this great
annual extravaganza of aviation. I ask
you to pick up the excitement, witness
the nostalgia, renew old and meet new
friends who like you share the same in-
terest and love of aviation. For many
this will be a once in a lifetime opportu-
nity to relish and witness aviation from
the humble Wright brothers' beginning
to the age of supersonic flight.
Once again, welcome to the greatest
show on earth as this is Oshkosh '85.
It's going to be a great Convention.
Make the Antique/Classic area your
headquarters for Oshkosh '85.
Welcome aboard - join us and you
have it all!
2 JULY 1985
PUBLICATION STAFF
PUBLISHER
Paul H. Poberezny
ASSOCIATE PUBLISHER
TomPoberezny
DIRECTOR,
MARKETING & COMMUNICATIONS
DickMatt
EDITOR
GeneR. Chase
CREATIVEARTDIRECTOR
MikeDrucks
MANAGING EDITOR/ADVERTISING
MaryJones
ASSOCIATE EDITOR
NormanPetersen
FEATURE WRITERS
GeorgeA. Hardie, Jr.
DennisParks
EAAANTIQUE/CLASSIC
DIVISION, INC.
OFFICERS
President VicePresident
R.J.Lickteig RoyRedman
1620BayOaksDrive R1.3,Box208
AlbertLea,MN56007 Faribault,MN55021
507/3732922 507-334-5922
Secretary Treasurer
RonaldFritz E.E."Buck" Hilbert
15401 SpartaAvenue P.O. Box145
KentCity,MI49330 Union,IL60180
616/678-5012 815/923-4591
DIRECTORS
JohnS.Copeland StanGomoll
9JoanneDrive 104290thLane,NE
Westborough,MA01581 Minneapolis,MN55434
617/366-7245 612/784-1172
DaleA.Gustafson EspieM.Joyce,Jr.
7724ShadyHillDrive Box468
Indianapolis,IN46274 Madison,NC27025
317/293-4430 919/427-0216
MortonW.Lester ArthurR.Morgan
P.O. Box3747 3744North51stBlvd.
Martinsville,VA24112 Milwaukee,WI53216
703/632-4839 414/442-3631
DanielNeuman RayOlcott
1521 BerneCircleW. 1500KingsWay
Minneapolis,MN55421 Nokomis,FL33555
6121571-0893 813/485-8139
GeneMorris JohnR.Turgyan
15CSteveCourt,R.R.2 Box229,R.F.D.2
Roanoke,TX76262 Wrightstown,NJ08562
817/491-9110 609n58-291 0
S.J.Wittman GeorgeS.York
Box2672 181 SlobodaAve.
Oshkosh,WI 54903 Mansfield,OH44906
414/235-1265 419/529-4378 .
ADVISORS
TimothyV. Bowers PhillipCoulson
729- 2nd SI. 28415Springbrook Dr.
Woodland,CA95695 Lawton, MI 49065
916/666-1875 616/624-6490
S.H. "Wes"Schmid
2359 LefeberAvenue
Wauwatosa,WI 53213
414n 71-1545
W. S." Jerry"Wallin GarWilliams
29804- 179PI. SE NineSouth135AeroDrive
Kent,WA98031 Naperville,IL60540
206/631-9644 31 21355-9416
JULY 1985. Vol. 13, No.7
CopyrightQ 1985bythe EAAAntique/Classic Division, Inc. All rights reserved.
Contents
2 StraightandLevel
byBobLickteig
4 LetterstotheEditor
5 A1CNews
byGeneChase
6 EAAAntique/ClassicDivision.._
15YearsofService
byGeneChase
27 TheReplicaGeeBeeR-1/R-2 Page6
"LongTail"Racer
byDickCavin
30 Oshkosh'85Antique/Classic
ForumSchedule
31 Sun'nFun'85PhotoAlbum
34 AusterMark7
byNormPetersen
36 TheEdMorrowStory,Part2
byTedBusinger
42 VintageLiterature
byDennisParks
43 Member'sProjects
byGeneChase
44 TypeClubNews
byGeneChase
45 MysteryPlane
byGeorgeHardie,Jr.
46 CalendarofEvents
46 VintageSeaplanes
47 CharterReflections
byMortonLester
Page36
49 VintageTrader
FRONTCOVER..Resplendentinthebrightsunshineofa February
morning in Kenosha, Wisconsin are (from left) Ed Wegner's Fairchild
24R46,GeorgeHinken'sStinson108,GarWilliam'sCessnaAirmaster,
and Ken William's Rearwin Cloudster.
(Photo byTed Koston)
BACKCOVER...Veryprettyphotoofa 1948PiperPA-15,SI N 100,
taken at Hartford, Wisconsin on May 20, 1979. Owner is long-time
EAA member Robert Kumferman (EAA 24423, AlC 88) of 9402 W.
GoodrichAvenue, Milwaukee, WI 53224.
(Photo byTedKoston)
ThewordsEAA, ULTRALIGHT,FLYWITHTHEFIRSTTEAM,SPORTAVIATION,andthelogosofEXPERIMENTAL
AIRCRAFTASSOCIATION INC., EAAINTERNATIONALCONVENTION,EAAANTIQUE/CLASSICDIVISIONINC. ,
' INTERNATIONALAEROBATIC CLUB INC., WARBIRDS OFAMERICA INC., are registeredtrademarks.THEEAA
SKY SHOPPE and logos of the EAA AVIATION FOUNDATION INC. and EAA ULTRALIGHT CONVENTION are
trademarks of the above associations and their use by any person other than the above associations is strictly
prohibited.
Editorial Policy: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles
are soley those of the authors. Respo[lsibility for accuracy in reporting rests entirely with the contributor. Material
shouldbesentto: Gene R. Chase, Editor,TheVINTAGEAIRPLANE, WittmanAirfield, Oshkosh, WI 54903-2591.
Phone:414/426-4800.
The VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusivelybyEAAAntique/Classic Division,
Inc. ofthe ExperimentalAircraft Association,Inc. and ispublishedmonthlyat WittmanAirfield,Oshkosh, WI 54903-
2591. Second Class Postage paid at Oshkosh, WI 54901 and additional mailing offices. Membership rates for
EAA Antique/Classic Division, Inc. are $18.00 for current EAA members for 12 month period of which $12.00 is
forthe publication ofThe VINTAGE AIRPLANE. Membership isopen to all whoare interested in aviation.
ADVERTISING- Antique/Classic Divisiondoesnotguaranteeorendorseanyproductofferedthroughouradvertis-
ing.Weinviteconstructivecriticism andwelcomeanyreportofinferiormerchandiseobtainedthroughouradvertising
sothat corrective measurescan betaken.
Postmaster:SendaddresschangestoEAAAntique/ClassicDivision,Inc. ,WittmanAirfield,Oshkosh,WI54903-2591 .
VINTAGEAIRPLANE 3
Letters To d i t o r ~ ~ ~
MEMBERSHIP
INFORMATION
DearGene,
ChetWellmandeservesabig "welldone"for
the AI Menascostory.I'menclosing aphoto
which relates to AI's triptoJapan in 1916.
YourarticleintheApril 1985issueof THE
VINTAGE AIRPLANE on the Pasped
Skylarkwasverygood,and forthefirsttime
a totally accurate account has been given.
When Ilived in California, Cy Perkins and I
drove together to the Oceanside OX-5club
meetings.
Sometimebackwhilein aused bookout-
letIpickedupacopyoftheApril ,1941 issue
ofFlyingandPopularAviationcontainingthe
front cover photo of the Pasped Skylark. I
sentittoCywhoappreciatedreceivingitbe-
cause hisoriginal copy had worn out.
Cy'sson,Larry,isalso adecentguywho
recently provided me with C/N information
on six Howard DGA-15'swhich Iwas seek-
ing forJohn Turgyan.
Cordially,
Ted Businger
(EAA93833,AlC 2333)
Rt. 2,Box 280
Willow Springs,MO 65793
AI MenascoCollectionvia Roy Russell
OnthewaytoJapanin1916.VicBertran-
dis is onthe far leftand onthe far right
is AI Menasco. Art Smith is in the auto
named "TheComet."
DearGene,
Iread in theApril 1985issueof THE VIN-
TAGE AIRPLANE that the Mystery Plane,
X-110N, has notbeen identified.
It is the M.w.Z., W-LB-50 No. M.w.Z.-1
powered byaLeblond.Itwasmanufactured
byM.w.Z.Aircraft,4044NorthRidgewayAv-
enue,Chicago,Illinoiscirca1929-30.Maybe
someoneintheChicagoareacantelluswho
or what M.W.Z.means.(Howabout it, Mike
Rezich? ...ed.)
Ed Garber suggested it was possibly the
McCarthy. I have been doing "leg work re-
search" on the McCarthy Air Scout since I
read an article on it in the February7,1927
issueofAVIATlON
Itwasatwo-placetandemmonoplanethat
looked somewhat like aminiature Bellanca.
It was built in 1924at Lowell, Michigan and
powered with a45 hp six-cylinderAnzani.
4JULY 1985
Iam alsodoingresearch on the "Whitmar
Leonard" one and two-place all metal pri-
mary gliders built in 1929 and 1930. They
weredesignatedLPT-1 andLPT-2manufac-
tured by Leonard Motorless Aircraft, 32
CrescentStreet,N.w., Grand Rapids,Michi-
gan.When Ihave more definite information
I'll share it with you.
I enjoy the magazine very much, espe-
cially the articles by Roy Redman. I hope
he'll do more.
Sincerely,
Roy Oberg
(EAA5000, AlC 591)
8040 Shadybrook,S.E.
Ada,MI 49301
Dear Paul ,
Your article in the April 1985 issue of
WESTERN FLYER was justthe shot in the
arm that we needed becaue itprovides the
technical basisforourarguments in support
of autogas.
Inform Mr. Ben Visser of Shell Oil Com-
pany that we've been using his company's
Shell autogas in our airplanes for nearly a
year, along with Amoco.
We first began using autogas in June of
1984andhavepumpedwellover36,000gal-
lons in ourfleet ofCessna 150s,Skyhawks
and Cherokee 140s. We've had great suc-
cesswithautogasinCessna182salongwith
otheraircraft.
We do have aproblem here at Hanscom
Fieldasfarassellingiton aretailbasis.The
MassachusettsPortAuthority, theproprietor
of the airport, is not yet convinced that it is
operationallysafe. In fact,theystatethe fol -
lowing: "It also appears that the use of
Mogasmayraisesignificantoperationaland
safety issues." Your article, and the latest
article in Aerospace Engineering should go
along way towards refuting this argument.
Massporthastoldpotentialautogasusers
that 100LLavgas isasuitable alternativeto
autogas. This means, of course, that they
want 80 octane users to continue using
100LL even though we've shown that au-
togas is the only way to go. What they're
trying to do is to protect the two primary
FBO's on the field who cannot sell autogas
for aircraftuse.
Tellyourreadersthatwe'realsointhepro-
cess of getting STCs forourCessna 152s.
We think that we're the largest userof au-
togas in the flight training/rental business in
thecountry.We'vehadgreatluckwithit. Bet-
terstillisthe$30,000we'vesavedinoperat-
ing costs.
Keep up the good work.
Sincerely,
MikeGoulian
(EAA217655)
Executive Flyers Aviation
Hanscom Field
Bedford,MA 01730
EAA
Membership in the Experimental
Aircraft Association, Inc. is $25.00
forone year, $48.00for2 years and
$69.00for3years.Allinclude 12is
sues 01 Sport Aviation per year.
JuniorMembership(under19years
of age) is available at $15.00 an
nually.FamilyMembershipisavail-
able for an additional $10.00
annually.
ANTIQUE/CLASSIC
EAA Member - $18.00. Includes
one year membership in EAA An
tique-Classic Division, 12 monthly
issuesofThe VintageAirplaneand
membership card. Applicant must
beacurrentEAA memberandmust
give EAA membershipnumber.
Non-EAA Member - $28.00. In-
cludesoneyearmembershipin the
EAA Antique-Classic Divison, 12
monthlyissuesofThe Vintage Air
plane, oneyearmembership in the
EAA and separate membership
cards.SportAviationnot included.
lAC
Membership in the International
Aerobatic Club, Inc. is $25.00 an-
nually which includes 12 issues of
Sport Aerobatics. AlllACmembers
arerequiredtobemembersofEAA,
WARBIRDS
Membership in the Warbirds of
America, Inc. is $25.00 per year,
which includes a subscription to
WarbirdsNewsletter. Warbirdmemo
bersarerequiredtobemembersof
EAA.
ULTRALIGHT
Membership in the EAA Ultralight
Assn. is $25.00peryear which in-
cludes the LIghtPlane Worldpub-
lication($15.00additionalforSport
Aviation magazine). For current
EAA members only, $15.00, which
includes Light Plane World
publication.
FOREIGN
MEMBERSHIPS
~ Pleasesubmityourremittancewith
acheckordraftdrawn ona United
States bank payable in United
States dollars oran international
postalmoneyordersimilarlydrawn.
MakecheckspayabletoEAA orthe
division in which membership is
desired. Addressallletters to EAA
ortheparticulardivisionatthefol-
lowingaddress:
WITTMANAIRFIELD
OSHKOSH, WI54903-2591
PHONE(414)426-4800
OFFICEHOURS:
8:30-5:00MON.-FRI.
Compiled by GeneChase
CANADIANSTO OSHKOSH '85
All Canadians flying their aircraft to
EMOshkosh '85 (July26-August2) or
the lACInternationalAerobaticCompe-
titions at Fond du Lac (August 5-10)
mustcomplywiththeprovisionsofFed-
eralAviationRegulations. Pleasefollow
the instructions below to obtain your
Special Flight Authorization.
CANADIAN EAA MEMBERS FL YING
AMATEUR-BUlL TI UL TRAUGHTI
WARBIRD AIRCRAFT TO OSHKOSH
ItisnecessarytocomplywithFederal
Aviation Regulations, Section 91.28 in
regard to Special Flight Authorization
.for Canadian registered amateur-built,
ultralightandwarbirdaircraft.Duetothe
large number of Canadian EMers at-
tending,theFMhasarrangedtoissue
a Special Flight Authorization to EM,
which will authorize operation of
amateur-built, ultralight or warbird air-
craft within the United States from the
CanadianbordertoOshkoshandreturn
by the mostdirect route.
Members desiring to fly amateur-
built,ultralightorwarbirdaircrafttoOsh-
koshwillberequiredtocompleteanap-
plicationform. Uponreceiptofthecom-
pletedform acopyofthe Special Flight
Authorization must be in the aircraft at
all times when the aircraft is operated
within the United States. Please write
to: Oshkosh Canadian Coordinator,
EM Headquarters, Wittman Airfield,
Oshkosh, WI 54903-2591 for applica-
tion forms and detailed instructions.
Please note: Completed application
forms mustbe received by EMHead-
quarters NO LATER THAN JULY 8,
1985.
CANADIAN NON-EMMEMBERSFLY-
ING AMATEUR-BUlLT/ULTRALIGHTI
WARBIRD AIRCRAFT TO OSHKOSH
Please do not write to EM Head-
quarters. Address your request to:
RichardL. Porter,Manager,FlightStan-
dards District Office No. 61, General
Mitchell Field,Milwaukee, WI 53207
STANDARD CATEGORY CERTIFI-
CATED AIRCRAFT (CERTIFICATION
OF AIRWORTHINESS):
A special United States Flight Au-
thorization is not required providing
your aircraft has correct and current
Canadian documentation. However,
you mustfileaUnitedStatesFlightPlan
to point of entry and clearcustoms on
arrival. Please notecustomsclearance
isnotavailableatOshkoshwithoutsub-
stantial cost. After customs clearance,
anotherflightplan mustbefiledtoOsh-
kosh. If you require specific details,
write to EMHeadquarters.
PAULPOBEREZNYRE-ELECTEDAS
CIACA PRESIDENT
By a unanimous vote of representa-
tives of 19 countries, EM President
PaulH. Pobereznywasre-electedpres-
ident ofthe Commission Internationale
des Aeronefs des Construction
Amateur (CIACA), the committee that
representstheinterestsofamateurair-
craftbuildersandantiqueairplaneown-
ers on aworldwide basis. CIACAis, in
turn, a part of the Federation
Aeronautique Internationale (FAI), the
world governing body for sporting
events and records involving aircraft.
Theelectiontookplaceon April 19dur-
ing the annual FAI meeting in Paris.
In reaction to this re-election, Pobe-
rezny said, "This is a great honor and
an extremely serious responsibility. I
am both pleased andproudthatthein-
ternational representatives of CIACA
have taken this opportunity to demon-
stratetheirconfidencein EMandhon-
orsits33yearhistoryofpromotingsport
and recreational aviation."
PhotobyTed Koston
This1930SavoiaMarchetti,NC194M, SIN
7receivedthe1985FAIPhoenixDiploma.
PhotobyGene Chase
R. W. "Buzz"Kaplan(L)andGaryUnder-
land holdingtheOshkosh'84SilverAge
AntiqueChampionaward.
SAVOIAMARCHETIIS.56
RECEIVESWORLD RECOGNITION
Paris,France:Thesoleflyingexam-
ple of a Savoia Marchetti S.56 amphi-
bian was named recipient of.the FAI
PhoenixDiplomafortheworld'sbestre-
stored antique airplane in 1984. This
honoris awarded annually bythe Fed-
eration Aeronautique Internationale.
This rare airplane isowned by R. W.
"Buzz"Kaplan(EM70086, NC 8609),
Owatonna, Minnesota and was re-
stored for him by Gary Underwood
(EM 43898, NC 8198) of Medford,
Minnesota. Buzzflew ittoOshkosh '84
where it was on display all week and
flownseveraltimes.ItreceivedtheOsh-
kosh '84 Antique SilverAge Champion
Award. The restoration of this plane
was featured in the November 1984
issue of THE VINTAGE AIRPLANE.
PIPER FUEL DRAINAD
Wag-Aero has developed fuel drain
kitstocomplywiththerecentAirworthi-
nessDirectiveonanumberoftheolder
highwing Piperaircraft. Thereare four
kits in all: the kitfortheJ-3,J-4, PA-15
and PA-17 with fuselage fuel tanks
which sells for $19.95; one for the PA-
11, 16, 18, 18A, 20 and 22 with wing
tanks that sells for $9.95; one for the
PA-16withwingtankandfuselagetank
which sells for $26.95 and one for the
J-4, J-5, PA-12 and PA-14 with awing
tankthatsellsfor$9.50.Thekitsinclude
the drain valve,required hardwareand
placardasoutlinedintheAD. Formore
informationcallorwriteWagAero, Inc.,
P. O. Box 181, Dept. NR, Lyons, WI
53148, phone 414/763-9586.
VINTAGEAIRPLANE 5
EAAAle DIVISION
The Red Barn and an Antique Grand Champion, two rallying points for Antique/Classic members. This OX-5 powered Alexander
EaglerockwasnamedGrandChampionAntiqueatOshkosh'73.TheRed Barn,shownhereasitoriginallylooked,wouldnotbecome
theConvention headquartersfortheAntique/ClassicDivisionuntil 1974.
by Gene Chase
PLANTING THE SEED
Backinthesixtieswhen EAAwasstill
pretty much a one man operation, the
needbecameevergreaterformoreas-
sistancein runningtheAnnualConven-
tions. EAAFounderandPresident,Paul
H. Poberezny, conceived the idea of
special interest groups within the or-
ganization, to be formed basically as
volunteergroupstohelpattheConven-
tions. Thesewouldbe memberswhose
primary interests involved warbird air-
craft, aerobatic flight and antique air-
craft.
6JULY1985
SoontheWarbirdsofAmerica(apre-
viously organized group of warbird en-
thuSiasts) and the International Aero-
baticClubwereonboard...andbefore
long agroupof antiquers would be.
During the 1969 EAA Convention at
Rockford, Illinois, a group of members
were discussing the value of having a
separate parking area for the types of
planestheylovedmost- theantiques.
The concept of "classic" aircraft would
come later.
This group included Bill and Troy
Dodd, Lake Zurich, Illinois; BobHeuer,
Maple Park, IL; Buck Hilbert, Union, IL;
Lee Parsons, Carrollton, Ohio; and
CharlieSheets,Solon, Iowa.Theremay
havebeenoneortwoothersbutfading
memories do not recall their names.
While discussing this parking idea, the
thought occurred that this special in-
terest group within the Experimental
Aircraft Association could actuallyhan-
dle, among otherthings, the parkingof
older airplanes at the Annual Conven-
tion. This small, but enthusiasticgroup
would evolve into the Antique/Classic
Division of EAAas we know ittoday.
But first, majorchanges wereon the
horizon as outlined by President Paul
Pobereznyin his"Homebuilder'sCorner"
in the January, 1970 issue of SPORT
AVIATION. He stated: "We will begin
this year with a new challenge - that
15YEARSOFSERVICE
EAA File Photo
Dave Jameson's Lockheed Vega, NR105W, was the Grand Champion Antique at Osh-
kosh '10, the first year a special parking arrangement was developed for Antiques and
Classic.
of relocating our Annual Convention
site. By now each member has received
the four-page Convention bulletin an-
nouncing the move to Oshkosh, Wis-
consin - some 123 miles from Rock-
ford .
"Moving a large event such as ours
is not an easy task and those of us who
are directly involved in its operation are
well aware of the great effort that is fac-
ing us.
"If there had been a reasonable solu-
tion other than a move, which would
have been in the best interest of the
membership, your Board of Directors
would have accepted it. However, with
such issues as follows to be consid-
ered, the Board believed both for future
expansion and dollar investment, a new
site be obtained for 1970 and future
years.
"These items presented by the
Rockford Airport were of sincere con-
cern, such as: no further expansion or
improvement should be considered by
EM because of airport expansion
plans. The probable rental of land in the
campsite area to a commercial concern ;
a year-to-year agreement of airport
facilities; a choice that if there was
camping on the airport grounds the
evening aerobatic program would not
be permitted, and if aerobatics were
held, no camping would be permitted.
"It was suggested that EAA rent from
the airport, areas such as the campsite,
EM aircraft tie downs and display at a
rate comparable to commercial proper-
ties rented to others by the airport. In-
cluded in the rental would be services
that EAA has, in the past, provided or
paid for and obtained at a much lower
figure than could be purchased by the
airport. With this arrangement, the an-
nual convention fee of the members
would then have been increased sub-
stantially.
"The limited area for future expan-
sion of the homebuilt and antique
parking area was of concern and due
to a proposed new terminal building
at the N.W. corner of the airport,
plans call for future closing of the
NW-SE runway which was used ex-
tenSively for fly-bys."
With the definite move of the Annual
EM Convention from Rockford to Osh-
kosh having been announced, the
group asked President Paul if they
could have their own parking area at
Wittman Field during the 1970 Conven-
tion. Paul said they could, but they
would have to organize and manage the
parking of the antiques themselves.
The group gladly accepted this new
responsibility and when the winter snow
had melted, antiquers and their wives
joined similar groups of homebuilders
and warbirds in preparing the grounds
for the upcoming 18th Annual EM In-
ternational Convention Fly-In, sched-
uled for August 1-7.
The antiquers were beginning to or-
ganize and following the precedent set
at previous conventions, a judging com-
mittee was named. At Oshkosh '70 this
group was officially called the "Judges
and Awards Committee, Antique Air-
craft Division." It consisted of Gene
Chase, Tulsa, Oklahoma - Chairman;
Evander Britt, Lumberton, North
Carolina; Dusty Rhodes, Santa Fe, New
Mexico; Ed Sanders, Ft. Worth, Texas;
and Harold Maloy, Oklahoma City, Ok-
lahoma.
OSHKOSH '70
Despite the geographic move of the
Convention the 1970 event exceeded
expectations. The Grand Champion
Antique was the Lockheed Vega,
NR105W owned by David Jameson,
Oshkosh, Wisconsin. Dave restored the
all-wood Vega in the same colors as
Wiley Post's famous "Winnie Mae".
The Reserve Grand Champion An-
tique award went to a Stearman PT-17,
N11 BY, in military colors, owned by Dr.
Berne Yocke, Aurora, Illinois. There
was no Grand Champion Classic award
at Oshkosh '70.
In those early years, a single chair-
man was in charge of all "Show Plane
Parking", then called "Display Aircraft".
This Chairman at Oshkosh '70 was
Herb Cunningham from Scarborough,
Ontario, Canada.
Glorious weather prevailed and the
show plane total count was 607 includ-
ing 249 antique, claSSiC, and "special "
aircraft as reported in the October, 1970
issue of SPORT A VIA TlON. Note the
use of the word classic - this is signif-
VINTAGE AIRPLANE 7
icant because at that time there was no
definition for a classic aircraft judging
category, nor separate awards for so-
called classic aircraft. But that would
soon change.
JACK COX'S TRIAL BALLOON
In that same October, 1970 issue of
SPORT AVIA TlON was a two-page ar-
ticle by Jack Cox, Assistant Editor who
with his wife Golda had been on the
EM Staff since January of that year.
Jack's article was entitled "The Classic
Airplane" and was described as being
a "trial balloon - a device to test public
reaction to some new idea."
Basically, Jack proposed to occa-
sionally devote a couple of pages in
SPORTAVIATlON, to planes that were
built after January 1, 1946 and were at
least 20 years old. In 1970 that would
have included 1946 through 1950, and
each year thereafter, a new year would
be added.
Jack further stated, "What EAA prop-
oses is the formation of an informal
coordinating unit having as its purpose
the publicizing of existing 'type club' ac-
tivities, encouraging and assisting in the
establishment of new type clubs and,
probably most important, making the
'over' 20' classic airplanes a legitimate
class recognized at all fly-ins, eligible to
park in the display areas and to receive
trophies and awards.
''The space in SPORT AVIATlON
would be used for profiles on the aircraft
of the period; reprints of flight tests writ-
ten when the planes were new; evalua-
tions of the same birds today; articles
on restorations by the bankrupt, sore-
backed heroes themselves; company
histories; reports on outstanding flights
of classic airplanes; modifications and
maintenance tips; sources of hard-to-
get parts; and much more."
In his article Jack praised the type
clubs and listed the nine he was aware
of. He was emphatic in stating, "It
should be clearly understood here that
this is not - definitely NOT! - an at-
tempt by the EAA to take over any exist-
ing club - or even make it an affiliate
such as the lAC or the Warbirds."
The primary purpose was to
legitimize a new classification of older
aircraft, thus getting a larger group of
aviation enthusiasts in on the fun of
strictly "sport" aviation. And during the
Annual Convention, EAA would reserve
space at Oshkosh for the type clubs to
park their own classic planes with their
own volunteers. Further, EM would
publicize on the Classic Airplane
pages (in SPORTA VIATlON) the exist-
ing type clubs and their activities.
Jack continued, "Now about the
name 'Classic' . Yes, I'm perfectly aware
8 JULY 1985
Photo by Ted Koston
Oshkosh '71 - Center stage. Antique parking is at bottom of photo with a few overflow
homebuilts, and Wittman Tower is at left center. Across the road south of the Tower is
a corn field - antiques and classics park there now.
that the term is already used as a sub-
classification in antique airplane judging
- including the EM's which I devised
myself. I am further aware that the term
'Neo-classic' (meaning 'new classic') is
often used to denote aircraft of the late
1940's. I don't like the term with its built
in contradiction - what is 'new' about a
20-year-old airplane? In my opinion,
there is a beautifully simple way to end
once and for all the wild names, confu-
sion, and frustration inherent with the
classification of old airplanes as it is
now done."
If the response to all this was great
enough, a formal classic awards system
would be formulated and appropriate
trophies and awards would be ready for
presentation at Oshkosh 71.
Jack closed his article by asking the
readers to respond with their ideas, pro
or con, and if they supported the con-
cept to send in pictures, articles, per-
sonal experiences, etc., which could be
used in SPORT AVIATlON. Several ar-
ticles were submitted and published in
subsequent issues of the magazine.
THE CLASSIC AIRPLANE
The response to Jack's "trial balloon
article" was highly favorable and in the
January, 1971 issue of SPORT AVIA-
TION he wrote the first of a series of
articles called "The Classic Airplane."
Interest in the classic category con-
cept grew and the members began con-
tributing stories for ''The Classic
Airplane" articles.
LOOKING AHEAD TO OSHKOSH '71
In the "Hotline from Headquarters"
section of the May, 1971 issue of
SPORT A VIATlON the following an-
nouncement appeared: "The Ercoupe
Club, comprised of owners and pilots of
this classic aircraft will conduct their na-
tional convention in conjunction with the
1971 EM Convention and Fly-In, and
an area for these aircraft will be set
aside for them."
In the following month's "Hotline" col-
umn, the new parking plan for classic
airplanes was outlined: "This year at
Oshkosh a new parking area will be de-
signated for Classic airplanes - those
aircraft produced between January 1,
1946 and December 31, 1950. War-
birds will be parked at the north end of
runway 18-36, the same as last year;
homebuilts and antiques (aircraft pro-
duced prior to January 1, 1942, and
some wartime planes such as
Staggerwings, Howards, etc.) im-
mediately in front of the control tower
- again, the same as last year. To the
south of this group will be the Classic
airplane parking area.
"Signs will be erected to deSignate
'type' rows such as Aeronca, Ercoupe,
Mooney 'Mite', Luscombe, Stinson,
Swift, Piper, Cessna 170, etc. so that
'birds of a feather' can park together
and, hopefully, get some type club ac-
tivity started within their respective
groups.
"Due to the large number of Classic
airplanes (1946-1950) and the difficulty
of identifying and differentiating be-
tween a '41 and a '46 Luscombe, for
example, we are assigning parking
spots for these aircraft BY PREVIOUS
REGISTRATION ONLY. If you plan to
fly a 1946-50 era airplane to Oshkosh
and wish to park it in the Classic
airplane area, you must write Classic
Airplane Parking, Experimental Aircraft
Association, Box 229, Hales Corners,
WI 53130 prior to the Convention and
identify your plane by year and make
(1946 Taylorcraft, for instance). You will
receive by return mail a diagram of the
field and a small disc to attach to your
The first Grand Champion Classic, named at Oshkosh '71 - Ed Wegner's 1946 Spartan
12, NC21962.
windshield so that Oshkosh ground per-
sonnel will be able to identify you and
direct you to the proper area. OTHER-
WISE YOUR AIRPLANE WILL BE
SENT TO THE ITINERANT PARKING
AREA.
"Planes of this era which are not pre-
registered will be able to move from the
itinerant parking to the Classic airplane
area only after the owner registers his
plane at the EM aircraft registration
booth and is given an identification disc.
"Parking of the 1946-50 aircraft has
always been a problem at past Conven-
tions, and this new system is both an
effort to solve the problem and to recog-
nize a new class of older aircraft, those
Classic airplanes which have been re-
stored with the same 'tender loving
care' as older antiques, thereby provid-
ing more enjoyment and participation in
the Fly-In for greater numbers of mem-
bers."
Classic airplanes were now being
recognized as members of the sport
aviation fraternity and type clubs were ,
getting national recognition through
EAA's SPORT AVIATION magazine. In
the July, 1971 Hotline the Staggerwing
Club announced its Annual Meeting
would be held at Oshkosh '71 and a
special display row would be setup.
Also, the Mooney Mite owners, the
Aeronca Club and the Mooney Mite
Owners type clubs would be there in full
force.
Another "classic airplane" article by
Jack Cox appeared in that July issue.
This one proudly announced, ''This Au-
gust for the first time, the Classic
Airplane, those aircraft produced be-
tween January 1, 1946 and December
31, 1950, will be fully recognized at an
EM Fly-In Convention. Classics will
have their own parking area and will
have their own awards."
The classic plane parking area and
pre-registration procedures were
further described as were the new
orange and white checkerboard EAA
traffic control ''towers''. These towers
would be manned by volunteer ground
traffic directors who would "aim you to-
ward the classic parking area".
Jack Cox conceived not only the
CLASSIC category name but also the
first subdivisions for judging purposes.
In July, 1971 he wrote: "Due to the great
variety of aircraft involved, it has been
decided to subdivide classics as fol-
lows: Class I, below 100 hp; Class II ,
100-165 hp; Class III , over 165 hp."
Also listed were several aircraft exam-
ples for each class.
Jack's article on the subject con-
cluded with "Since this is the first year
for the Classic Airplane category we will
be playing everything 'by ear' and ex-
pect to learn a lot. Improvements will be
made as interest is shown and experi-
ence is gained. Your comments and
suggestions are welcomed."
OSHKOSH '71
The 19th Annual EAA Convention
was held August 1-7. A total of 828
showplanes were registered, an in-
crease of 25% over last year. The new
Classic Airplane category accounted for
288 registrations. -
Harold Johnston of Pueblo, Colorado
won the Grand Champion Antique
award with his Vultee V-1A Special ,
NC16099. It was built in 1936 for mil-
lionaire publisher William Randolph
Hearst on a no-expense-spared basis.
Power was a 1 ,000 hp Wright R-1820
with a 3-bladed propeller.
. The Reserve Grand Champion An-
tique award went to Charles Klessig of
Galesburg, North Dakota for his 1917
Standard J-1 , N9477. This stately old
biplane was powered with a Curtiss
OXX-6 engine.
The very first to be named Grand
Champion Classic was the one and
only 1946 Spartan 12, a tricycle geared
development of the Model 7W "Execu-
tive". Ed Wegner of Plymouth, Wiscon-
sin restored this rare aircraft after ac-
quiring it from George Goodhead,
Tulsa, Oklahoma, who acquired it
through the efforts of Col. Maxwell Bal-
four, an executive of Spartan Aircraft
Company in Tulsa.
There was no Reserve Grand Cham-
pion Classic in 1971 .
The judging of the Classics was ac-
complished by the Antique Judging
Committee chaired by Evander Britt of
Lumberton, North Carolina. He was
ably assisted by H. N. "Dusty" Rhodes
of Santa Fe, New Mexico; Harold
Maloy, Oklahoma City, Oklahoma; I=d
Sanders, Ft. Worth, Texas; Johnny
Livingston, Pompano Beach, Florida;
and Stan Dzik of Milwaukee, Wisconsin.
Jack Cox of EAA Headquarters was
in charge of Antique Aircraft Awards. A
committee responsible for "Homebuilt
and Antique Aircraft" was chaired by
Herb Cunningham of Scarborough, On-
tario, Canada with Co-Chairman Ed
Wegner, Carl Koeling and Bob Puryear.
Generally, things went well in the An-
tique and Classic areas at Oshkosh '71 ,
but the parking by pre-registration sys-
tem would have to be modified. Also,
the Antique Judging Committee was
worked ' to death attempting 10 look at
nearly 500 antique and classic aircraft.
It was agreed that a separate judging
committee for Classics should be
formed for 1972.
Immediately after the Convention
work was started on the '72 Fly-In. The
Classic parking area was plowed,
smoothed and seeded. By October a
good stand of fall grass was up. Other
work consisted of filling, installation of
additional culverts, etc. to generally im-
prove the grounds.
In his SPORT AVIA TlON editorials
following the Convention, Paul paid tri-
bute to the many volunteers who
worked long hours before and during
the event. He stated, ''The 42,000 flight
operations for the week is something at
which to marvel - 10,000 more than
last year and approximately 25,000
more than O'Hare Field usually reports
as the world's busiest airport during a
week long period. This could not have
been possible if depending upon radio
control alone or without the cooperation
of both the FM and the pilots. Toler-
ance and respect for each other as well
as excellent airmanship contribute to
this safe record ... .
"Enthusiasm and favorable personal
comments have been received from
EM members/owners of Classic
Airplanes (1946-1950) - they have, at
VINTAGE AIRPLANE 9
longlast,beenrecognizedandfeel
haveahomewithintheirownorganIza-
tion- extravoicestolendweighttothe
future of EAAlSport Aviation at the
Chapter, local state and Federal gov-
ernment leveL"
ANTIQUE AND CLASSIC DIVISION
OF EAAUNDER CONSIDERATION
Theheadlineaboveprecededthefol-
lowing three paragraphson page 17of
the "Hot Line" section of the October,
1971 issue of SPORT AVIATlON.
"Since the beginning of the EM,
many members have had a great in-
terestinantiqueandclassicaircraft.Ac-
tually, the typical I=AA member has a
wide range of interestswithin the avia-
tion field - many own antiques or
classics and are also building ahome-
built.Memberswith ahomebuiltastheir
"fun" plane and a classic such as a
Cessna 170for instance,as their"fam-
ily"planeare much morecommonthan
most real ize.
"SincethefirstEAAFly-Inin 1953,all
types of aircraft have been welcome,
and antiques have been eligible for
awardsallalong.ThisfollowstheEM's
avowedpolicythattheuse ofanaircraft
types it as a 'sport' plane - not
methodofmanufactureorothercriteria.
Butthoughthis isthe policy,itis recog-
nized that most of EAA Headquarters'
time is spent with homebuilt activities
andthatourannualConventionatOsh-
kosh is centered aroun.d the homebuilt
aircraft and the homebuilder. Most of
usfeel this isjustas it should be; how-
ever, this is not to say that in addition
to the present policies and activities
more cannot be done in other areas.
For instance, in addition to homebuild-
ing forums at Oshkosh, new ones can
be held on subjects of interestto own-
ersofantiqueandclassicairplanes,etc.
"With the foregoing in mind, agroup
of interested EM members will be
meetingthisfall at Headquarterstodis-
cuss the formation of an Antique/
Classic Divison of the EM. The pur-
pose will be to provide direction and
leadership so that a larger number of
aviationenthusiastswillbeabletoenjoy
EAAactivitiestoan evengreaterextent
than ever before."
FIRST ANTIQUE AND CLASSIC
MEETING
As reported on page 5 of the "Hot
Line" section of the December, 1971
issueofSPORTAVIA TlON, "Ameeting
was held Saturday, November 6 at
HalesCornerstoconsidertheformation
of an Antique and Classicgroupwithin
the EAA for our members whose in-
terests lie in this area of sportaviation.
10JULY 1985
Dave Jameson, Oshkosh, Wisconsin -
EAAAntique/ClassicDivision'sfirstpres-
ident.
16 men from around the nation at-
tended and a great deal of discussion
andplanningwasdone-
gardingtheantiqueandclassIcclassIfI-
cation system, aims and goals of the
proposed organization, plans to im-
provetheantiqueandclassicphasesof
our fly-in Convention at Oshkosh, and
the selection of a slate of provisional
officers and directors.
"Some modification of EM's class-
ificiation of antique and classic aircraft
was approved and will henceforth be-
come the official policy of EAA at the
nationallevelandshouldbyadoptedby
Chaptersfortheirown fly-ins.They are
as follows:
"Antique Aircraft: Any aircraft of any
nationproducedbeforeJanuary1,1946
with the following exceptions:
1) All Beechcraft Model 17's, Fairchild
24's and Monocoupes (any model)
produced after December 31, 1945
will be classified with the pre-war
models as Antiques.
2) Any 1946 model year aircraft that
came off the production lines in the
last months of 1945 will be consid-
ered Classics.
3) Any militaryaircraftproduced before
January 1, 1946 and noteligible for
"Warbird" classification under the
current rules of the "Warbirds of
America", Division of EAA, will be
considered Antiques. Also, if an
owner of a military aircraft does not
belong to the Warbirds of America
and/or does not choose to have his
aircraftjudged as aWarbird, he has
the option of requesting the judges
to consider his plane an Antique. It
will be the responsibility of the air-
craft owner to make this intention
known.
"Classic Aircraft: Any aircraft of any
nation produced between December
31, 1945andJanuary1, 1951 (withthe
additionofafew1946modelsthatactu-
allycame offtheproductionlinesinlate
1945 as mentioned under 'Antique Air-
craft'),Thedecisionofthegroupwasto
limitthe Classicstothe 1946-50erafor
the time being rather than having the
20th year from the present as the end
of this classification. At some future
timeanewclassificationforlateraircraft
could be formulated.
"A large Board of Directors was
selected so as to obtain representation
from all partsofthenationandto insure
agood numberateach board
EAAAntiqueChapters316and395WIll
have representation on this Board.
"Officers and Board members will
serve in their provisional capacity until
the 1972 EAA Fly-In at which time a
formal election will be held. The im-
mediate work for the group will be to
prepare Antique and Classic activities
for Oshkosh and create an organiza-
tional structure.All inquiriesconcerning
the activitiesofthegroupshouldbead-
dressed to the President, Dave Jame-
son, 4322 Bellhaven, Oshkosh, WI
54901.
OfficersElectedatFirstAntiquel
ClassicMeeting:
President- DaveJameson, Oshkosh,
Wisconsin
Vice President - J.R. Nielander, Jr.,
Ft. Lauderdale, Florida
Secretary- DickWagner, Lyons,Wis-
consin
Treasurer - Bill Dodd, Lake Zurich,
Illinois
Directors
Richard P. Austin, Greensboro, NC
Richard Baxter, Seattle, WA
TonyBlackstone, Enid, OK
PeterBowers, Seattle, WA
RayBrandly, Dayton, OH
EvanderBritt, Lumberton, NC
Ron Fritz, Grand Rapids, MI
Wayne Fredline, Grand Rapids, MI
JamesC. Gorman, Mansfield, OH
Ken Hyde, Warrenton, VA
JohnC. Luebke, Naperville, IL
HaroldMaloy, OklahomaCity, OK
VinceMariani, Findlay, OH
Lee Parsons, Carrollton, OH
John Perry, Scottsbluff, NE
NickRezich, Rockford,.IL
H. N. "Dusty"Rhodes, Santa Fe, NM
Robert Ring, East Kingston, NH
GeorgeE. Stubbs, Indianapolis, IN
Ed Wegner, Plymouth, WI
Landis West, Scottsbluff, NE
Dr. Bernard Yocke, Aurora, IL
George S. York, Mansfield, OH
Capt. Eddie Rickenbacker chats with EAA President Paul Poberezny duringa visitto
the EAA Museum in November, 1971. Capt. Rickenbacker, then President ofEastern
Airlines,alsoaddressedthefirstmeetingoftheAntique/ClassicDivisionduringhisvisit.
"CAPT. EDDIE RICKENBACKER
SPEAKS"
"During the Antique and Classic
meeting, the group was honored with
theappearancebyCapt. EddieRicken-
backer who, along with other Eastern
Air Linesofficials, was touring the EM
Air Education Museum. Accompanied
by President Paul Poberezny, Capt.
Rickenbackerinspectedthe restoration
area,offices and the main aircraft dis-
play area.In ashorttalktothe vintage
aircraft enthusiasts, Rickenbacker
statedhewasfavorablyimpressedwith
the immaculate condition of the build-
ings and displays and considered
EMersto beoneofAmerica'slastout-
postsofindividualismand an important
reservoir of technical and mechanical
skills that made American aviation
great.
"Still robustand ramrod straight,Capt.
Eddiemadehisentranceamidastand-
ing ovation, his famed wide-brimmed
felt hat firmly in hand - arare and in-
spiringglimpseofanaviationimmortal."
Those few paragraphsdescribedthe
fi rst meeting of the newlyformed EM
Antique/Classic Division on November
6,1971.
SECOND ANTIQUE/CLASSIC
MEETING
The second meeting of the Division
took place at EM Headquarters at
Hales Corners on Saturday, February
26, 1972. Approximatel y 30 persons
were in attendance from all around the
nation and the first order of business
wastheannouncementthattheDivision
was legally incorporated.
Major decisions made duri ng the
meetingincludedanagreementthat,in-
itially,noseparateduesstructurewould
be applied to members of the Antique/
Classic Division. An Antique/Classic
membership card would be issued,on
request, to all EM members who
wishedtobeidentifiedwiththedivision.
Specialdecalsand patcheswould also
be forthcoming.
A great deal of time was devoted to
the matter ofjudging. Evander Britt of
Lumberton, North Carolina was re-af-
firmed aschiefjudgeofAntiqueaircraft
at Oshkosh, and it was decided that a
secondsetofjudgeswouldbeselected
for Classic aircraft due to the large
number of aircraft involved. A rating
form for judges was to be looked into
and categories formulated and pub-
lishedin SPORTAVIA nON priortothe
Oshkosh '72 Convention.
Finally the work of vastly improving
the program at Oshkosh for Antiques
and Classics came under considera-
tion. Committees were formed to plan
forums, fly-out activities, parking, etc.
and chairmen were appointed to start
the ball rolling.
This meeting was deemed .the first
stepin making Oshkosh '72agreatfly-
in for owners and admirers of Antique
and Classic aircraft. Among the chair-
men named for the various aircraft
categories for the '72Convention were
Antiques, DaveJamesonand Classics,
Dick Wagner.
As was donethe previousyear, pre-
registration ofclassic aircraft attending
Oshkosh was required.
Among the detailsworked outduring
thepre-Oshkosh '72 planningsessions
were that Classic airplanes would be
judged by a team co-chaired by Jim
Gorman of Mansfield, OH and Morton
Lester of Martinsville, VA. Also, rules
were changed to disallow a previous
Oshkosh Grand Champion Award win-
ner in the Antique and Classic
categories to receive that honor again
at Oshkosh.
OSHKOSH '72
Theoldcliche"Biggerandbetterthan
ever," described the 20th Annual EM
Fly-In Convention on July30-August 5
in spite of some of the worst summer
weatherexperienced in the Midwest in
many years. The weather at Oshkosh
was good with onlyoneovernight rain,
butthesurroundingareaswerehardhit.
Still thetotal show planecountwas up
to 929.
The GrandChampionAntiquewas
a1929WacoATOTaperwing,NC719E
owned by Gordon Bourland, Jr. of Fort
Worth, Texas.
The ReserveGrandChampionAn-
tique was a Howard DGA-15P,
NC95462 owned by John R. Turgyan,
Wrightstown, NJ.
The Grand Champion Classicwas
a newly restored 1945 Piper J-3 Cub
owned by David G. Hamilton of Port-
land,IN.
PhotocourtesyofMortonLester
The second Antique/Classic Division meeting was held at EAAHeadquarterson Feb-
ruary26 1972.Amongthoseattendingwere:L-R,clockwisearoundthetable- Richard
wagner,'Secretary, E. E. " Buck"Hilbert,President;J. R.Nielander,Jr.,Vice-President;
GarW. Williams, Jr., Treasurer; DirectorsMortonLester, GeorgeStubbs,ClaudeGray
(partially hidden),_Jack Winthrop, Kelly Viets and Jim Horne. Unable to attend were
EvanderBrittand AI Kelch.
VINTAGEAIRPLANE 11
There was no Reserve Grand Cham-
pion Classic named in 1972.
Oshkosh 72 was a living history book
for air transport fans. Flying in were a
Ford Tri-Motor, Boeing 247, two Lock-
heed 12As, Junkers Ju. 52, a pre-WW
II Beech 18, a Stinson Tri-Motor, two
Douglas DC-3s and a privately owned
Martin 404.
Bill Turner flew his Ed Marquart-built
replica 1934 Brown B-2, "Miss Los
Angeles" racer all the way from Califor-
nia. The sight of this faithful reproduc-
tion thrilled a lot of viewers who had
never seen that class of plane-in real
life. Unfortunately it would be next year
before the Antique/Classic judging sys-
tem began recognizing replicas of vin-
tage aircraft, so the Brown B-2 received
no award. However, Bill and his plane
were featured on the front cover of the
November 1972 issue of SPORT AVIA-
TION.
The Chairman of the Antique/Classic
Division Activities at Oshkosh 72 was
President of the Division, David Jame-
son of Oshkosh, WI. Vice-President J.
R. Nielander of Fort Lauderdale, FL was
Chairman of Classic Aircraft activities.
The Antique judging team consisted
of Chairman, Evander Britt, Lumberton,
NC; C. W. "Pete" Covington, Mar-
tinsville, VA; Gene Chase, Tulsa, OK;
"Dusty" Rhodes, Denver, CO; and Ed
Sanders, Ft. Worth, TX.
The Judging Committee for Classics
included Co-chairmen Jim Gorman,
Mansfield, OH and Morton Lester, Mar-
tinsville, VA. They were assisted by
Warren Hall, Burlington, NC; John En-
gles, Liberty, NC; and Bill Sauter, Santa
Fe, NM.
Chairman of the Antique and Classic
Awards Committee was Evander Britt,
Lumberton, NC and the Chairman of the
Parking Committee was Ed Wegner,
Plymouth, WI.
It had been announced earlier that a
meeting would be held during Oshkosh
72 to elect officers and directors for the
1972-73 period and conduct other Divi-
sion business. That meeting did not
take place, but one was scheduled for
later in the year.
ANNUAL BUSINESS MEETING -
NOVEMBER 18,1972
This meeting was held at EAA Head-
quarters with Paul Poberezny making
the opening address. He described the
goals of the Division within EAA and
explained the reasons Dave Jameson
would not be running for re-election as
President. Mr. Jameson spoke briefly
thanking the members for their past
cooperation and giving words of en-
couragement on supporting the new
president.
12 JULY 1985
Photo by Dick Stouffer
L-R: Dusty Rhodes, Evander Britt and Ray Brandly award the Oshkosh '72 Grand
Champion Antique Trophy to Gordon Bourland for his Waco ATO Taperwing, NC7195.
A discussion was held regarding the
formation of chapters and the organiza-
tional benefits which would ensue. Jack
Cox explained that a chapter-numbering
system would be desirable as it would
provide EAA Headquarters staff a sim-
ple and effective means of identifica-
tion.
Jack also expressed strong feelings
that in the near future an individual pub- -
lication directed specifically to the An-
tique and Classic member would be a
most effecive means of communication.
Type clubs could use the pages of this
publication to get out their information
and it could serve -as an informational
source on special problems associated
primarily with the Antique/Classic Divi-
sion.
The additional expense for such a
Photo by Lee Fray
E. E. "Buck" Hilbert, Union, IL, served as
Antique/Classic Division President from
November, 1972 through December,
1975.
publication was discussed and Morton
Lester made a motion providing for an
annual dues of $10 for membership in
the Division. The motion was seconded
and a vote on the issue carried unani-
mously_ (The annual dues for EAA were
$15.00 at that time.)
It was also agreed to have decals
made, reproducing the Antique/Classic
Divison emblem which was designed by
Jack Cox. Dick Wagner offered to pre-
pare the decals and have them avail-
able in the near future.
After a lunch break, the election of
Officers and Board of Directors was
held. As chairmen of the election com-
mittee, Evander Britt conducted this
portion of the meeting. Elected for the
1972-73 term were:
President - E. E. "Buck" Hilbert, Union,
IL
Vice-President - J. R. Nielander, Fort
Lauderdale, FL
Secretary - Dick Wagner, Lyons, WI
Treasurer - Nick Rezich, Rockford, IL
It was decided the present Directors
be retained and the members in atten-
dance at the meeting be added to the
existing Board. (The names of the Di -
rectors were not listed in the minutes of
this meeting.)
THE VINTAGE AIRPLANE
The first issue of THE VINTAGE
AIRPLANE, Volume 1, Number 1, was
dated December, 1972 and edited by
Jack Cox, Editor-in-Chief of EAA's
SPORT AVIATlON. It was 12 pages in
length and printed on EAA's in-house
offset press. Featured on the front cover
was a 1962 photo of the completely as-
sembled framework, ready for cover, of
Herb Harkcom's 1927 Fairchild FC-2,
NC3569, SIN 35. Herb lived in Inola,
OK at the time and after flying it for six
Photo by Jack Cox
There's nothing more classic than a classic J-3! This preHy IiHle bird won Grand
Champion Classic honors at Oshkosh '72 for owner David G. Hamilton of Portland, IN.
years, donated it to the EM Aviation
Museum in 1969.
This premier issue contained an
editorial by Paul Poberezny who ex-
pressed his pleasure with the sincerity
shown by those who attended the
November 18th business meeting. He
also re-stated the purpose of the An-
tique/Classic Divison which was then
one year old.
Buck Hilbert in his first editorial wel-
comed members to the Division and
explained what the $10.00 membership
fee would provide. He also outlined the
future plans for the organization.
Other articles included the minutes of
the November 18th business meeting,
a "Washington Report" by Dave Scott,
and "Ryan Reflections" by Bill J.
Hodges.
Last but not least, Jack Cox wrote,
"This is the first issue of THE VINTAGE
AIRPLANE - a name chosen to cover
all older planes - and it is just the be-
ginning . . . This house organ of the
Antique/Classic Division of EM will,
like SPORT A VIA TlON, become a high
quality publication .... Our goal , quite
simply, is to produce the very best
magazine for antique and classic
airplanes."
The second issue of THE VINTAGE
AIRPLANE was dated January 1973
and was 16 pages in length. Golda Cox
(rv'lrs. Jack Cox) was listed on the
magazine's masthead as Assistant
Editor and Bonnie Poberezny was listed
as Division Executive Secretary.
VINTAGE was (and still is) printed by
Times Printing Company in Random
Lake, WI as is SPORT A VIATION. The
magazine was printed on "slick" paper
with no color and it contained photos
and selected type styles.
In his early editorials, President Buck
Hilbert described the Division member-
ship numbering system, the forthcom-
ing individual stationery and illustrated
brochures, and he praised EM Head-
quarters for its strong support of not
only the Antique/Classic Division, but
the Warbirds and International Aero-
batic Club as well.
He described the upcoming 1973
Convention at Oshkosh as "the first full
blown adventure for the Antique/Classic
Division." EM would provide the park-
ing area, fencing and a tent, but no
more. The Division would have to pro-
vide its own manpower for parking, reg-
istration, security, membership promo-
tion, activities'iprograms, judging, and a
myriad of other details. Buck asked for
"eight or ten volunteers to show up four
or five days in advance of the Conven-
tion to act as nail benders, electricians,
jack of all trades and organizers." This
was the beginning of a fledgling group
of volunteers that would grow into the
huge force of dedicated and well-or-
ganized volunteers which exists today.
On the weekend of January 19-21 ,
1973 EM President Paul Poberezny
and officers of the Antique/Classic Divi-
Sion attended the organizational meet-
ing of a new Florida group which was
to become the first chapter of the Divi-
sion. The combination meeting and fly-
in was hosted by Florida President
James McClanahan and his group of
enthusiastic members. In addition to
Paul , also attending were EAA Museum
Vice President Dave Jameson of Osh-
kosh, WI ; Antique/Classic Division
President But k Hilbert of Union, IL;
Vice-President J. R. Nielander, Jr. of Ft.
Lauderdale, FL; and Secretary Dick
Wagner of Lyons, WI.
In March, 1973 Gene and Dorothy
Chase moved from Tulsa, OK to Hales
Corners to join the EAA staff. That
month's issue of THE VINTAGE
AIRPLANE listed the editorial staff as
follows: Publisher - Paul H. Poberezny,
Editor - Jack Cox, Assistant Editors -
Gene Chase and Golda Cox. Dorothy
Chase replaced Bonnie as Division
Executive Secretary. Although not
listed in the first three issues, Paul was,
in fact, the Publisher and has served in
that capacity to this day.
PREPARING FOR OSHKOSH '73
After only three years of use, the
Oshkosh Fly-In site had nearly reached
its limit. Auto parking had been a par-
ticular problem. At its April, 1973 meet-
ing the EAA Board of Directors au-
thorized Paul Poberezny to purchase
the 56 acre tract of land just south of
the control tower. The acquisition of this
parcel , used in 1972 for EAA auto park-
ing and antique aircraft parking, would
insure future growth in an orderly fash-
ion.
This parcel of privately owned land
had been leased by EAA for fly-in
weeks on a year-to-year basis and had
it been sold to outside interests not will-
ing to make the land available for fly-in
use, the Oshkosh site would have been
severely limited. In 1973 EM also
leased the land across the street to the
west for use as non-EAA parking, and
the wooded area (Ollie's Woods) to the
south of the antique airplane parking
area to be made into a park complete
with picnic tables and outdoor grills.
Just two months before the Conven-
tion the rainy weather was causing
many setbacks at the Oshkosh site and
almost no volunteer help had made the
scene. Buck Hilbert was telling Antique
and Classic members to be sure and
bring tie-downs. Classic pilots were re-
minded again to pre-register their air-
craft.
The July 1973 issue of THE VIN-
TAGE AIRPLANE sported some color
for the first time. The front and back
covers had blue borders and selected
areas on the inside pages were also
dressed in blue. The magazine had
grown to 20 pages with this issue.
In President Buck's July editorial he
described the storm that hit the Bur-
lington, WI Airport during an EM Fly-In,
damaging twelve airplanes, including
Dale Glenn's 1930 Ford Tri-Motor,
NC8407 on June 16; 1973. Through the
generosity of some EM members the
damaged Ford was acquired from the
insurance company for the EM Avia-
tion Museum. A "Save the Ford" fund
drive would be started soon and Buck
urged Antique/Classic members to con-
tribute money, parts, or whatever was
needed to get the big bird back into the
air.
Editor's Note: The dream of many
over the past 12 years will become a
reality when this majestic old airliner will
fly sometime this year. Restored in
Eastern Air Transport colors, the Ford
4-A T will virtually be a new airplane.
VINTAGE AIRPLANE 13
OSHKOSH '73
"Greater than ever'" exclaimed Divi-
sion President Buck Hilbert in describ-
ingthe21stAnnualEMFly-InConven-
tion. 168 antique and 422 Classic air-
craft winged their way to Oshkosh to
participate. Total show planes num-
bered 1,120 and as reported by F M
Controllers at Wittman Field for the
weekofJuly29throughAugust4,1973,
58,440 aircraft movements were re-
ported. This compared with 43,869
movements in the previous year.
Overall Chairman of Antique/Classic
ActivitieswasBuckHilbert. Inchargeof
aircraft parking were: Antiques - Gar
WilliamsandJim Brewer;Classics- Ed
Wegner. Awards Chairmen were: An-
tiques - Evander Britt;Classics - J.
R. Nielanderand George York.
Antique Aircraft Judges were: Evan-
derBritt- Chairman,Doug Rounds,Ed
Sanders, Kelly Viets, Pete Covington,
and Dusty Rhodes.
Classic Aircraft Judges were: Co-
ChairmenJimGormanandMortonLes-
ter,assisting were George York, Buck
Hilbert, John Engles, John Shearer,
John Parish,and Dub Yarbrough.
The premier awards as determined
by the judgeswere:
ANTIQUE:
Grand Champion - 1929 Alexander
Eaglerock A-2, NC6601, owned by
Reagan Ormand and Jack Brouse,Ar-
lington,TX.
Reserve Grand Champion - Stinson
SR-1O, NC21135, George Stubbs, In-
dianapol is,IN.
CLASSIC:
GrandChampion- 1946Aeronca7AC
converted to a 7CCM,CF-JUU owned
byDougandLoisMooreofOrangeville,
Ontario, Canada.
Reserve Grand Champion - None
awarded.
REPLICA:
Champion - Great Lakes, N6669, Bill
Duncan,Spokane,WA.
Consideri ng that 1973 was just the
second year the Antique/Classic Divi-
sion managed the full spectrum of its
activities at Oshkoshfrom aircraftpark-
ing, tojudging,awards,forums, securi-
ty,etc.,etc., Division President Hilbert
was pleased that things went well. He
observed that everyone seemed to
have a good time, but in planning for
Oshkosh'74theyhadtheirworkcutout
for them.
Buck specifically noted the Classics
awardcategoriesmustbeexpandedas
there were many deserving planes in
attendance and the number of awards
14JULY 1985
too limited. The forums were well ac-
cepted and attendance was excellent,
but there was need for expansion. He
called upon the Type Clubs for assist-
ance in this area.
EM President Paul Poberezny ex-
pressed his pleasure with the many
chairmen, co-chairmen and volunteers
whoseeffortswereresponsibleforOsh-
kosh'73runningsosmoothly.Heespe-
cially noted the "47 biplanesapproach-
ing from the southeast,and some fifty
Cessna 170sgiven clearance to land",
all carried outwith safety,courtesyand
cooperation.
Renowned news commentator Paul
Harveywas in attendanceand addres-
sed Conventiongoersduringoneeven-
ingprogram.Earlierthatdayheenjoyed
taking aclose lookattheGrandCham-
pion Alexander Eaglerock.
Also at Oshkosh '73 was actor Cliff
Robertsonwhosereal loveisairplanes.
He graciouslysigned autographsashe
inconspicuouslyattemptedto beoneof
the guys.
Immediately after the Convention,
Buck Hilbert approached Paul Pobe-
rezny regarding the possible utilization
of an existing farm building on the An-
tique/Classic site as a Division Head-
quarters.Paul gave him thegreen light
and plans to accomplish this would be
finalized later.
In October, 1973, Paul Poberezny
represented EAAatameetinginWash-
ington,DCoftheConsultativePlanning
Conference Energy Outlook for Avia-
tion.Thesubjectdiscussedwasthethe
fuel crisis and its effecton general avi-
ation. In addition to fuel quantity shor-
tages,some refiners announced plans
to discontinue the production of 80 oc-
tane avgas.EMagreed with the FAA
thatautogas should notbe used in the
absenceofavgas.
1974- A BLEAKOUTLOOK?
The picture in 1974 was not rosy for
sport aviation enthusiasts. July 1 was
the deadline for the installation of
Emergency Locator Transmitters
(ELTs) in ALL aircraft - new ai rcraft,
includinghomebuiltshadbeenrequired
to carry EL Ts since January 1,1972.
(Later some exemptions were allowed,
butnotformostantiqueandclassicai r-
craft.)
Itwasfearedthefuelcrisiswouldad-
versely affect attendance at fly-ins, in-
cluding Oshkosh '74. Because many
gas stations throughout the country
would not be open on Sundays, the
EM Board of Directors changed the
dates from the previously announced
Sunday through Saturday to Wednes-
day, July 31 through Tuesday,August
6.Althoughthe FMAdministratorlater
rescinded his request that FBO's sus-
pend Sunday sales, the revised dates
forthe 1974EMConventionwould re-
main the same.Auto gaswould still be
unavailable on Sundays.
In January 1974 Nick Rezich re-
signed as Treasurer of the Antique/
ClassicDivisionandtheBoardofDi rec-
torsselectedoneoftheir'members,Gar
WilliamsofNaperville,ILtoreplacehim.
Nickwas praised for histireless efforts
on behalfofthe Division and he would
continue to write for THE VINTAGE
AIRPLANE. His "Reminisci ng with Big
Nick"articles were all-time favorites.
THE VINTAGE AIRPLANE grewto 24
pageswiththeJune,1974issue.Previ-
ous issues had been 20 pages in
length.Buckproudlynotedtheimprove-
mentincontentandqualityandcredited
ittothecontributors"beginningtomake
their mark." He stated the magazine
was doing its job inpulling all Antique/
Classic membersclosertogether.
Oshkosh'73GrandChampionClassic-
MooreofOrangeville,Ontario, Canada.
PhotobyLee Fray
Aeronca7ACI7CCM,CF-JUU, ownedbyDoug
THE RED BARN
OnSaturday, March 16,1974theOf-
ficers and Directors of the Antique/
ClassicDivisionmetat EMHeadquar-
ters in HalesCorners, WI.
President Buck Hjlbert welcomed
Vice-President J. R. Nielander, Secret-
ary, Dick Wagner; Treasurer,Gar
Iiams; and Directors Claude Gray, Jim
Horne, Morton Lester,George Stubbs,
Kelly Viets, and Jack Winthrop. Direc-
tors AI Kelch and Evander Britt were
unable to attend.
Among the items of business was a
discussiononconvertingtheaforemen-
tioned farm building on the Antique/
Classic portion of the Oshkosh Fly-In
site intoapleasant, rustic-styleperma-
nent headquarters for the Division.
Edna Viets volunteered to head up the
staffforthisheadquartersbuilding,later
affectionatelyknownasthe"RedBarn".
Prior to Oshkosh '74 the Antique/
.Classic Headquarters during the Con-
vention was atent.
In the spring Buck started work on
the remodeling, delayed somewhat by
the need to recoverfrom knee surgery
and by wet, cold weather. Work prog-
ressed steadilybut it soon became ob-
viousthatcompletionoftheworkbyFly-
IntimewouldrequireaHerculeaneffort.
When school was out he pressed his
family into service and then recruited
the early Fly-In arrivals.The lastofthe
interior paneling was nailed into place
justbeforethefirstdayofOshkosh'74.
We don't have the names of all those
who helped,but membersoweeachof
them adebtof gratitude.
OSHKOSH '74
Twoofthemostvisibleimprovements
in the Antique/ClassicareaatOshkosh
'74werethenewHeadquartersBuilding
(Red Barn) and the moving of the
Classic parking area to the area south
of Ollie's Woods (where Show Plane
Camping is now). The Antiques con-
tinued to park in the expanse between
the FM Control Tower and Ollie's
Woods.
The Red Barn was barelycompleted
in time and as soon as the last of the
shavingswassweptaway,thegalstook
over - Edna Viets, Dorothy Hilbert,
Nancy Hall , Pauline and Liz Winthrop
and others really pitched in. They
signed up new members, took renew-
als soldbackissuesof THE VINTAGE
AIRPLANE (a hot item, incidentally),
solddecalsand patchesand served as
an information booth until their voices
cracked.
Vice-PresidentJ.R. Nielanderhad a
fullslateofspeakersfortheforumscov-
ering many of the older aircraft types.
General Chairman for Antique/Classic
Activities was Buck Hilbert. Gar Wil-
liams was in charge of Antique and
Classic aircraft parking. Evander Britt
handled the Antique awards and J. R.
Nielander took charge of the classic
awards.
Amongthehighlightsontheflightline
was the national debut of Dale Crites'
justcompleted 1911 Curtiss re-
storation with an OX-5 engine. Many
Antique/Classic members were thrilled
to meet one of the all-time aviation
greats, Mr. T. Claude Ryan, wh.o was
being escorted at the Convention by
DaveJameson,theDivision'sfirstPres-
ident. Also, George Williams of the
Rearwin Type Club had Ken Rearwin
for his special guest. Another famous
personage appearing in the forums
area was Fred Weick, designer of the
Ercoupe, and credited with enough
other contributions to aviation to more
than fill the pages of this magazine.
Theworryaboutlowattendancewas
unfounded as neverin the 22-yearhis-
toryofEMhadtherebeensuchajump
forward in thesizeofitsFly-In Conven-
tion from one yearto the next.
The number of show planes in-
creasedafull 20percentovertheprevi-
ous year, to 1,345. This included 173
Antiques and 512 Classics.Part ofthe
increase in the number of Classic
planes was attributed to the change.in
the description of the category to in-
clude those aircraft manufactured
through 1955 ratherthan 1950.
The top aircraftawards were:
ANTIQUE:
Grand Champion - Fairchild 24R,
NC77661, Tom Leonhardt, Dick Buck
andJudGudehousofRockingham,CT.
Reserve Grand Champion - Rearwin
Sportster, NC20723, Alfred Nagle and
Ken Gatzke,Montello, WI.
CLASSIC:
Grand Champion - Swift GC-1B,
N2459B, Edmund Gorny, Livermore,
CA.
ReserveGrandChampion- PiperJ-3
Cub,NC42621,DavidHamilton,Ander-
son, IN.
REPLICA:
Champion - 1911 Curtiss Pusher,
N1911D Dale Crites,Waukesha,WI.
As the Annual EMConventiongrew
in size,sodidthenumberofvolunteers
neededtomaketheeventhappen.The
effortsofthesededicatedmembersare
typified by Antique/Classic member
Ernie Moser, manager and FBO of the
St. Augustine, FL Airport who came
early and stayed late, spending an in-
credible 130 hourson atractorhelping
to keep the grass mowed on the huge
Fly-In site.It'smembers like Erniewho
make the EMmovementwork.
1975- ANTIQUE/CLASSIC
DIVISION'S5TH YEAR
Earlyin the yearEAAPresidentPaul
Poberezny asked all EAA members to
write to their elected officials in Wash-
ington to express concern over the
exhorbitantfederal usetaxes.Thegov-
ernment planned to raise some $78 to
$88 million to "partially recover the
costsofairwayserviceswhichareused
by general aviation, and the certifying
and licensing of airmen, aircraft and
air-craftequipment."Itwasfeltbymany
that these changes would have adev-
astating effect on the future of sport!
general aviation.
In April Buck announced that mem-
bers would not be able to camp with
theirantiqueandclassicaircraftatOsh-
kosh as in the past. This was due to
complaints from other members of the
PhotobyTed Koaton
Oshkosh'74- thefirstyeartheRed Barn was useableas Antique/ClassicHeadquar-
clutter,open fires, cooking andgeneral
ters. disarrayin an area intended foraircraft
VINTAGE AIRPLANE 15
Photo by Lee Fray
Aviation Greats at Oshkosh '75. Front row, left to right: Jack Rose, Karl White, Ole Fahlin, Bob Granville, Clayton Bruckner, Matty
Laird, Russ Brinkley, C.G. Taylor, Fred Weick, Bill Ong, Grace Harris, Bernie Pietenpol. Back row, left to right: Roger Don Rae, Fish
Salmon, Eldon Cessna, Howard Morey, Tony LeVier, Steve Wittman, Martin Jensen, Ed Granville, T. Claude Ryan, Jim Church and
Vernon Payne. Missing when this photo was taken were Art Davis, Woody Edmondson, Eddie Fisher, Ray Hegy, Mike Murphy, Harold
Neumann, Bill Sweet, Blanche Noyes, Tom Towie, Sinnie Sinclair, Len Povey, Edna Gardner Whyte and Elrey Jeppesen.
display. The opening of the new camp-
ground across the road to the west
would "make this new requirement a lit-
tle easier to take, and the facilities
would be much more convenient."
Pre-registration for classics at Osh-
kosh would be required once again and
because of the limited parking area at
the Fly-In site, members were asked to
register "display quality classics only".
Other classics would park in the trans-
ient aircraft parking area. Buck Hilbert
described a "display quality" aircraft as
"one that the owner takes considerable
pride in and wants others to see and
enjoy as much as he does. He is proud
of it, he takes very good care of it, and
it/ooks it.
In April, Antique/Classic President
Buck Hilbert and lAC Division President
Verne Jobst attended meetings in
Washington, DC with FAA top echelon.
The meetings were arranged by Charlie
Schuck, FAA Co-ordinator, for the pur-
pose of getting acquainted. Among
those they met were the Acting Ad-
ministrator, Jimmie Dow, the new Assis-
tant Administrator for General Aviation,
Allan Landolt, the FAA Medical Chief,
the Chief of Flight Standards and the
Editor of the FAA Aviation News. Buck
16 JULY 1985
and Verne left the meeting with a real
senSe of direction and were pleased to
learn the men they met were also in-
terested in sport aviation.
At the April 12, 1975 Board meeting,
the Directors voted unanimously to ac-
cept the Judging Rules drawn up by the
Judging Standards Committee, com-
posed of Gar Williams, Dick Wagner
and AI Kelch. The intention was that the
rules would be used at fly-ins through-
out the country.
In May, 1975, it was announced that
in cooperation with EAA, the Smithso-
nian's National Air and Space Museum
and famed designer E. M. "Matty" Laird,
the Florida Sport Aviation Antique and
Classic Association would restore the
1931 Laird Super Solution racer.
Spearheaded by FSAACA President,
Ed Escallon, the plane would be re-
stored to flying condition then put on
display in the EAA Air Museum.
OSHKOSH '75
There were many highlights of the
23rd Annual EAA Convention, July 29
through August 4, 1975, but none
greater than the "Greats of Aviation
Day". This group of 36 men and women
were the guests of EAA and were rec-
ognized for their significant contribu-
tions to the development of aviation
prior to WW II.
They were given tours of the entire
Fly-In, presented to the members in
several stage appearances and gener-
ally given the celebrity treatment they
so richly deserved.
In all but two aspects, records were
broken at Oshkosh '75. Those were
showplanes down to 1338 compared
with last year's 1345 and total aircraft
movements down - 67,314 as com-
pared to 70,128 in 1974.
Ironically, however, these two
bellwethers of EAA Fly-In success were
down slightly because the overall oper-
ation was so huge. Due to a portion of
last year's Classic parking area being
taken to establish a showplane
campsite. Classic pre-registrations had
to be restricted to pre-1951 aircraft
about half way through the process, so
great were the numbers of owners of
these popular post-war aircraft wanting
a show line spot.
The more recent Classics were on
the airport, but they were parked in the
itinerant area. And because the fly-by
pattern in recent years had become
very close to the saturation point, a
schedule of fly-by times,based on air-
craft speeds was imposed. This re-
sulted in a much safer operation, but
naturally cut down on total aircraft
movements.
The top awards were:
ANTIQUE:
Grand Champion - 1928 American
Eagle,NC7310,Ed Wegner,Plymouth,
WI.
Reserve Grand Champion - Rearwin
Sportster, NC20723, Alfred Nagel and
Ken Gatzke,Montello,WI.
CLASSIC:
Grand Champion - Stinson 108-2,
N971J,Jim Mankins,Corona,CA.
ReserveGrandChampion- SwiftGC-
1 B, N2459B, Edmond Gorney, liver-
more,CA.
REPLICA:
BestWWI- SE-5A,N9841,A.Mangos,
Williamsport,PA.
Antique/Classic Chairman at the
Convention was Buck Hilbert,and Co-
chairman was J. R. Nielander. Chair-
man of Antique/Classic parking was
KellyViets,withJackWinthropandGar
Williams as Co-chairmen. Awards
chairmen were Antique - Evander Britt
and Classic - Morton Lester.
The AntiqueJudgingCommitteewas
Evander Britt - Chairman; Dusty
Rhodes,Paul Hopkins, AI Kelch,Doug
Rounds, Pete Covington, Dale Gustaf-
son and Claude Gray.
Morton LesterandJimGormanwere
Co-chairmen of the Classic Judging
Committee,assisted by Brad Thomas,
Roger Jennings, Dale Wolford, Duffy
Thompson, John Engles, John
Womack,SwansonPoer,GeorgeYork,
John Parish,Maurice Clavel ,JohnTur-
gyan and Dub Yarbrough.
During the Board of Directors Meet-
ingattheConventiononAugust4,1975
the election results were announced.
Re-elected were incumbents: J. R.
Nielander, Vice-President ; Gar Wil-
liams, Treasurer; and Directors Jim
Horne,MortonLester,ClaudeGrayand
George Stubbs.
Also at the meeting apersonal note
of thanks was extended by President
Buck HilberttotheJudging Committee
fortheirdevelopmentofthe newJudg-
ing Standards; J R. Nielander for his
extensive and far reaching efforts to
make the Convention a success; and
also to the volunteer workers for their
participationandhelpinmakingtheAn-
tique/Classic part of the 1975Conven-
tionthesuccessitwas.Aspecialthanks
was given to the Parking Committee
Chairman Kelly Viets and to Jack
Winthop.
OnOctober11,1975PaulPoberezny
was presented with the Lawrence P.
J. R. Nielander, Jr., Ft. Lauderdale,
Florida,servedas Antique/ClassicPresi-
dentfromearly1976through1978.
Sharples Award bythe AircraftOwners
and Pilot's Association. This annual
award isintendedto "recognize and in-
spire unselfish contributions to general
aviation. "
1976- BICENTENNIAL YEAR
1976 started off with some changes
for the Antique/Classic Division. Buck
Hilbert who lead the Division so suc-
cessfully for three years stepped down
from the office of President due to the
extremelytightscheduleimposed upon
him by his employer, United Airlines.
Vice-President J. R. Nielander was
named President and Director Morton
Lester became Vice-President.
In anothermove,theOfficersandDi-
rectors assumed full responsibility for
thewritingandeditingofTHE VINTAGE
AIRPLANE, effective with the January
issue.DirectorAI Kelch very kindly ac-
cepted the job as Editor and then sol-
icited thefollowing groupsofContribut-
ing Editors: Dusty Rhodes, Evander
Britt,Jim Barton,Claude Gray,Ed Es-
calion, Rod Spanier, Dale Gustafson,
Henry Wheeler, Morton Lester, Kelly
Viets, Bob Elliott, Jack Lanning, Bill
Thumaand Glenn Buffington.
THE VINTAGE AIRPLANE tookona
new look when Editor Kelch changed
the format from vertical to horizontal ,
becausephotosofairplaneslendthem-
selves more readily to a horizontal lay
out. Thishorizontalformatwould bere-
tained for five years; through the 1980
issues.
In an editorial in the January 1976
issueof VINTAGE, Paul Pobereznyan-
nounced the restoration ofthe EAAAir
Museum's Ford Tri-Motor was started.
And for use as a pattern,the Ford Tri-
Motor fuselage which J. R. Nielander
hackedout ofaSouth Americanjungle
was in the EMshop.
In hisearlyeditorials,PresidentJ.R.
Nielander solicited articles for the
magazine and gave the basic tips for
writing them.He also described equip-
ment needed in the Antique/Classic
area during the Annual Convention, in-
cluding: projection screen, slide and
movie projectors, ping pong paddlesto
be painted orange for use in parking
planes, mini-bikes, lightweight hard
hats,etc. He hoped some of the items
could be donatedto the Division.
He also solicited volunteers for the
many slots to be filled during the Con-
vention. He described the four three-
hour daily shifts for nine days with the
parking committeehaving ten positions
to be manned daily and the headquar-
ters committee, four positions. This
worked out to be a total of 504 three-
hourshifts!
Paul Poberezny's editorials in VIN-
TAGE were titled "Whistling In the Rig-
ging"andin theApril 1975issuehe ex-
pressed his appreciation for the mem-
bers'supportofthe Divisionandforthe
fine work of AI and his lovelywife Lois
in putting out the monthly magazine.
Lois'namewaslistedon themasthead
as Assistant Editor.
Paul also expressed his pleasure at
the decision ofthe Antique/Classic Of-
ficers and Directorsto li mitawardsand
recognition to EMmembers only.
In that same issue of VINTAGE,
Chairman of the AntiqueAwards Com-
mittee,ClaudeGray,wroteanarticleon
judging Antique and Classic aircraft at
Oshkosh. He outlined some guidelines
and presented excerpts from the new
judgesguidebook,as well as asample
scoring form.
And last, but not least, that January
1976 issue of THE VINTAGE
AIRPLANE beganthecontinued useof
full color on the front cover.
NEW OFFICERS, DIRECTORS
ANDADVISORS
At the April 24, 1976Board meeting
at EMHeadquarters,theDirectorsap-
pointed William H. Ehlen of Tampa,
Floridatothevacancyleftwhen Morton
LesterwasnamedVicePresident.Buck
Hilbert accepted the Treasurer's job
when Gar Williams resigned from that
, position.Also the Directors created an
advisory board and named W. Brad
Thomas, Jr,of Pilot Mountain, NC and
RobertA. WhiteofOrlando,FLtoserve.
Noting that expenses were exceed-
ing income,theBoardcalledforadues
increasefrom$10.00to$14.00peryear
effectiveJune 1,1976.
In aguesteditorial in THE VINTAGE
AIRPLANE, Tom Poberezny, EM
Executive Vice President, praised the
efforts of the FMTower and Gypsy
Controllers at past EMConventions.
He stated,"They rank with the best in
thebusiness,exemplifiedbytheprofes-
sional, efficient and courteous manner
in which they handlethe airtraffic."
In his last editorial before the 1976
EM Convention, President J. R.
VINTAGE AIRPLANE 17
Nielander announced a membership
drive and cited the benefits of an in-
creased Division membership. In addi-
tion he issued an invitation to all readers
of THE VINTAGE AIRPLANE who
planned to attend Oshkosh 76 to stop
by the "Antique/Classic Division Head-
quarters Barn" for a visit.
OSHKOSH '76
The 24th Annual EM Convention
was the longest yet, starting on July 31
and concluding on August 8 with Paul
Poberezny making a demonstration
flight in Buck Hilber,t's Aeronca C-3.
Some of the airshow highlights were
the first Oshkosh appearance of the
Canadian Snowbirds, an almost unbe-
lievable performance by Dwain Trenton
in a turbo-prop Great Lakes and a "His-
tory of Flight" fly-by of representative
aircraft of every era, beginning with
Dale Crites' 1911 Curtiss Pusher and
ending with the newest of the new, Burt
Rutan's VariEze.
Top award winners at Oshkosh 76
were:
ANTIQUE:
Grand Champion - 1927 American
Eagle, NC3738, Claude Gray and
Robert Groff, Northridge, CA
Reserve Grand Champion - American
Eaglet, NC548Y, Eugene Morris,
Hampshire, IL
CLASSIC:
Grand Champion - Piper PA-15 Vag-
abond, N4402H, Bill Amundson and
Dick Peterson, Stoughton, WI
Reserve Grand Champion - Stinson
108-3, N8074, Ron Kramer, Pella, IA
REPLICA:
Champion - 1908 Curtiss June Bug II,
N1908C, Mercury Aircraft, Inc., Ham-
mondsport, NY.
REPLICAS
In his August 1976 editorial, J. R.
Nielander expressed his views of rep-
lica aircraft. He wrote, "There is much
to be said for the replica. First of all, it
is usually a well-proven design. Sec-
ond, it is easily recognizable as a rare
bit of aviation history, and only an ex-
pert can distinguish it from an original if
the builder sticks religiously to the
plans. Third, replicas come in all sizes,
shapes and horsepower to fit all sizes
of pocketbooks."
Although replicas had appeared at
EAA Fly-In Conventions for many
years, they were not recognized as
18 JULY 1985
Photo by Dick Stouffer
Oshkosh '76 - the Antique/Classic area.
such for awards until Oshkosh 73.
Even in 1972 when Bill Turner flew his
beautiful Brown B-2 "Miss Los Angeles"
replica to Oshkosh from his home in
California, it received lots of attention,
but no award.
In time replicas would come into their
own and in future years some very ex-
citing examples would be flown to Osh-
kosh.
The masthead of the October, 1976
issue of THE VINTAGE AIRPLANE
listed four new additions to the Advisory
Board. They were: Maurice "Sonny"
Clavel, Wauchula, FL; Stan Gomoll,
Minneapolis, MN; Dale A. Gustafson,
Indianapolis, IN; and Roger J. Sherron,
Santa Rosa, CA.
In another move, Vice-President Mor-
ton Lester and Director Jack Winthrop
exchanged positions on the Antique/
Classic Board.
The November 1976 issue of VIN-
TAGE was the Convention coverage
issue and in his editorial, President J.
R. Nielander dedicated it to the 128 vol-
unteers, the largest number ever to
work in the Antique/Classic area of the
Convention.
1977 - 50th ANNIVERSARY YEAR
OF LINDBERGH'S FLIGHT
1977 was a banner year on two
counts - the 50th anniversary year of
Lindbergh's flight and the 25th anniver-
sary year of EAA. This was the year the
EM Museum staff, along with the help
and contributions of many other indi-
viduals and organizations, built and flew
a replica of the Ryan "Spirit of St. Louis"
in just under five months. This replica
was first test flown in late March by Paul
Poberezny, and made its first public ap-
pearance at the Spirit of St. Louis dedi-
cation ceremony on April 20th at St.
Louis, MO.
In June the replica Ryan was flown
to New York City where it began a tour
of 102 U.S. cities just as Lindbergh did
in 1927 after his return from Paris.
Speaking of replicas, J. R. Nielan-
der's earlier editorial on the advantages
of building replica aircraft evoked many
favorable replies from members. Some
were kind enough to send along infor-
mation where certain plans could be ob-
tained.
Editor AI Kelch named three As-
sociate Editors to help with the publica-
tion of THE VINTAGE AIRPLANE
based on their past contributions of ar-
ticles. They were: H. Glenn Buffington
of Seattle, WA; Robert G. Elliott of Day-
tona Beach, FL; and Edward D. Wil-
liams, Mt. Prospect, IL.
The April 1977 issue of THE VIN-
TAGE AIRPLANE contained an exten-
sive listing of Type Clubs. It was hoped
this would be an annual feature. A foot-
note pointed out the listing was printed
solely as a service and did not consti-
tute an endorsement by or affiliation
with EM.
President Nielander happily pointed
out in his April editorial the membership
drive resulted in a growth of over 50%
during the past year. On behalf of the
officers, directors and advisors he
thanked all the members who took the
time to acquaint fellow aviation en-
thusiasts with the activities of the Divi-
sion.
PERSONNEL CHANGES
During 1977 two Advisors, Brad
Thomas and Dale Gustafson were
named to the Board of Directors, replac-
ing Jim Horne and George Stubbs who
resigned. "Sonny" Clavel resigned his
Advisor post and Arthur R. Morgan of
Milwaukee, WI was named to fill that
vacancy. Later in the year, Robert E.
Kesel of Rochester, NY was asked to
fill one of the two remaining vacancies
on the Board of Advisors.
JUDGING MANUAL
In his June 1977 editorial J. R.
Nielander wrote, "Over the past three
years your Division has had standing
committees which have been working
very hard at the monumental task of
'putting together aJudging Manual ...
.Much thanks isduethe original com-
mittee consisting of AI Kelch, Dick
Wagner and GarWilliams; the present
committee consisting of Brad Thomas,
Claude Grayand GeorgeYork; and, in
addition,toBobTaylorandothermem-
bersoftheAntiqueAirplaneAssociation
whosuppliedmuchvaluableinputinthe
earlyandbasicstagesofdevelopment."
Nielander quoted from the manual
the definition ofAntique, Classic,Cus-
tomized and Replica aircraft. He then
explained the reason fortheupperage
limitofClassicaircraft;"Thesolutionar-
rived at by the committee, that is, De-
cember 31,1955,isan excellentcom-
promise. That was the year which, for
all practical purposes, averagesoutas
the demise of the taildragger. Piper
brought out the Tripacer in 1953.
Cessna had already terminated the
140Ain 1951. The 190/195 ceased in
1955. Only a few 170Bs were built in
1956. The 310 had come out in 1953.
Beechcraft had their Bonanza through
severalmodificationsby1955andwere
making plans to phase outtheir big H-
18 twin. Aeronca and Taylorcraft were
out of production as were Luscombe
and Stinson."
ANTIQUE/CLASSIC CHAPTERS
By mid-1977, four Division Chapters
had beenchartered.Chapter1wasthe
largest,beingtheFloridaSportAviation
AntiqueandClassicAssociation,oneof
the sponsoring groups of the annual
Sun 'n Fun Fly-In at Lakeland, FL. It
was also the group restoring the Laird
SuperSolution for the EMMuseum.
Chapter2wastheHoustonAntiquers
who sponsored averysuccessfulfly-in
at Conroe, TX each yearin May.
Chapter 3 was the tri-state East
Coastgroup, the North Carolina,South
Carolina and Virginia Antique Airplane
Foundation, Inc. Thisveryactivechap-
tersponsoredseveralfly-inseachyear.
Chapter 4 was the MinnesotaChap-
ter, anotheractivegroup located in the
Minneapolis-St. Paul area.
OSHKOSH '77
Referredto as the mostwaterlogged
Convention ever, Oshkosh '77was still
highly successful. The lovely ladies on
the Headquarters Staff sold more new
membershipsintheAntique/ClassicDi-
vision than were eversold in the other
two Divisions combined. This resulted
inatotalmembershipgrowthof6%and
wascredited totheeffortsofChairmen
Kate Morgan and Donna Bartlettinthe
Headquarters Red Barn and Alicia
Smith and Jackie House in the exhibit
booth in the Commercial Exhibit Build-
ing, as well as all of their volunteer
workers. Although the forums tentwas
25percentlarger(100additionalseats),
there were overflow audiences at sev-
eral ofthe forums.
Oshkosh'77sawanincreaseof33%
in the total number of Division volun-
teers when 170 pitched in to handle
Conventionduties. The practiceofrec-
ognizing an Outstanding Division Vol-
unteer had been initiated in 1976, but
this year there were so many that the
chairmen could not narrow the choice
downto asingle one. OutstandingVol-
unteerAwardswerepresentedtoHugh
P.Harrison, JeffCopeland, BobWallace
and Mary Morris.
ThesuperiorjobdonebyDivisionvol-
unteers was paralleled by the Division
showing in numbers of display aircraft
registered. For the first time the An-
tique/ClassicDivision hadmoredisplay
aircraft on the field than all other
categories combined. Included in the
recordtotalnumberof1389displayair-
craftwere 182Antiquesand539Class-
ics.
The Division Fly-By Schedule Com-
mittee had an uphill battle against the
weather all week, but were still ableto
put together a very interesting History
of Flight pageant in the rain for the
Thursday p.m.airshow.
The judges did an excellent job of
spotlighting the best of the competing
aircraft,with top awardsgoingto:
ANTIQUE:
Grand Champion - Kari (Sioux)
Coupe90-B,NC10721, ForrestLovely,
Richfield, MN.
Reserve Grand Champion - Pitcairn
PA-8, Mailwing, NC10753,Jack Rose,
Spangle, WA.
CLASSIC:
Grand Champion - Piper PA-11,
N78661,DonFreitag,Summerville,SC.
ReserveGrandChampion- Bellanca
14-19,N6RJ, RolandM.Joslyn,Malibu,
CA.
REPLICA:
Champion- FokkerDVIII, N7557U, Ed
Swearingen, Park Forest, IL.
The end of the yearmarkedthe end
ofaneraforTHE VINTAGE AIRPLANE
when the December, 1977 issue was
the lastoneedited by Division Director
AI Kelch. Two years previously, AI a-
greed to take on the editorshipfor one
year, which stretched into two when a
replacement could not be found.
AI and his wife Loiswere completely
and totally involved in the magazine's
production for that period of time and
did a superb job. On behalf of all the
members, the Division Officersand Di-
rectors thanked AI and Lois Kelch as
well as the Associate Editors, Bob El-
liott, Ed Williams and Glenn Buffington
for their outstanding efforts.
1978- 75 YEARS OFPOWERED
FLIGHT
Although AI and Lois Kelch had re-
signed from theeditorshipofTHE VIN-
TAGE AIRPLANE in December 1977,
they graciously agreed to produce the
January and February 1978issuesbe-
cause of the two month lead time re-
quired and the fact the new editor,
David Gustafson, would not be joining
thestaffatEMHeadquartersuntilJan-
uary 1 st. AI consented to stayinvolved
asanAssociateEditorofthemagazine,
and ofcourseasamemberofthe Divi-
sion Board of Directors.
PresidentJ.R. Nielanderin hisJanu-
aryeditorialin VINTAGE presentedthe
following New Year's resolutions:
1. Produceahighqualitycolorbrochure
telling the story of the Division as a
promotional tool.
2. Membership Drive.
A small portionoftheplanes liningupfortheOshkosh '78 Antique/Classic Paradeof
Flight,anactivitythat becomeaConventi?nfa.vorite.Theserepresent '20s
andearly30'sera includingtheEAAMuseums StinsonSM-8AandRyan SPiritofSt.
Louis"replica nearesttherunway.
VINTAGE AIRPLANE 19
3. Encouragetheformationofadditional
Antique/Classicchapters.
4. Encourage the members to provide
materialforpublicationin VINTAGE.
In his February editorial Nielander
discussed the merits of the owner/re-
storerofantiqueandclassicbeing able
to legallyperformmaintenance, repairs
and periodic inspections on their own
aircraft and without altering the status
of the standard category airworthiness
certificate. He eagerly solicited com-
ments and suggestions from Division
members.
In another editorial , J. R. Nielander
discussedthedwindlingsupplyofunre-
storedantiqueaircraftandthenecessity
of eventually turning to replicas to
satisfy the hungerfor flying the aircraft
ofyesteryear.Thefirstfruitsofan effort
to compile a list of plans sources for
antique replicas appeared in the June
1978 issue of VINTAGE through the
courtesy of Leo Opdycke, the editorof
WORLD WAR I AEROPLANES. Leo
supplied the sources of plans for over
50 differentWW Iand earlieraircraft.
Also inthis June issue of VINTAGE,
the nameof Byron (Fred) Fredericksen
wasaddedtothelistingoftheAssociate
Editors which also included Glenn Buf-
fington,BobElliott,AI KelchandEdWil-
liams.
OSHKOSH '78
While mostofthenationswelteredin
oppressive heat and humidity, EMers
who poured into Wisconsin in record
numbersforthe26thAnnualEMFly-In
Convention,July29-August5, enjoyed
a week of Mother Nature's natural air
conditioning. The largest crowds ever
toattendanEMeventtaxedtrafficand
Convention site facilities to their limits
on both days ofthe opening weekend.
Auto traffic was bumper-to-bumper on
thefour-lanehighwayfor31 milessouth
of Oshkosh!
The Antique/Classic Division's par-
ticipation was again more successful
than ever, thanks to the fine efforts of
all the volunteers, many of whom had
been helping since the Division's first
involvementin 1972.Theforums under
the direction of Bill Ehlen and AI Hen-
ninger were their usual great success,
with the 250-seat tent being filled to
overflowing on several occasions.
The "History of Flight" pageant di-
rected by Ron Fritz and Phil Coulson
was a big hit with the entire air show
audience. JohnTurgyanwas in charge
of the social hour and picnic dinner in
Ollie's Park and this well-attended
event would be scheduled annually.
Art Morgan and Bob Kessel didtheir
usual superbjobsand with theirvolun-
teers parked a record number of 193
20JULY1985
Antique,603 Classicand 5Replicaair-
craft. The total show plane count was
1,471, up 82over 1977.
Theold Red Barn was its usualbee-
hive of activitiy with the Manpower
Committee under Jack Winthrop and
Jack Copeland and the Security Com-
mittee headed by GeorgeWilliams and
JimSmith sharingspacein itwith Kate
Morgan and Donna Bartlett's group.
Kate and Donna, along with Jackie
HouseandMaryMorrisintheDivision's
booth in the Commercial Exhibit Build-
ing did agreatjobofpromoting the Di-
vision and signing up 189 new mem-
bers.
AI and Lois Kelch along with Charlie
Nelson and hisTemco Buckarooaerial
photo plane, provided the Division
presscoverage. StanGomoll 'sDecora-
tion's Committee did a beautiful job in
decorating the promotional booth and
also helped set up the Headquarter's
Red Barn. The Supply Committeewas
headed by Art Morgan and John Kalas
who obtained and maintained the
equipment used by the Parking Com-
mittee,including overhaulingthe motor
bikes.
The Division awards program under
the direction of Dale Gustafson on Fri-
dayeveningwasafittingendtothetre-
mendouseffortsoftheJudgesCommit-
tee headed by Claude Gray, Brad
Thomasand GeorgeYork.
The following received the top
awards:
ANTIQUE:
Grand Champion - 1929 Curtiss
Robin, NR59H, Joseph Erale,
Brentwood, L.I., NY.
Reserve Grand Champion - Rearwin
Sportster, NC20723, Alfred Nagel,
Montello, WI.
CLASSIC:
Grand Champion - Aeronca 7AC
Champion, N85448, Ron Wojnar, Mil-
waukee,WI.
Reserve Grand Champion - Rawdon
T-1, N5160, Jack Chastain, Creve
Coeur, MO.
REPLICA:
Champion - 1911 Curtiss Pusher,
N1911D, DaleCrites,Waukesha, WI.
1979- A YEAR OFCHANGE
Therewere changes amongthoseat
thehelmof-theAntique/ClassicDivision
in 1979.Early in the year, J.R. Nielan-
der resigned as President and Secre-
tary Brad Thomas was named as re-
placement. Director Kelly Viets was
named Secretary. In February, Director
WilliamEhlenpassedaway.Hewasac-
tive intheformation ofthe Divisionand
his interestin vintage aircraft and sup-
port of sport aviation would be greatly
missed.
PhotobyLeeFray
W. Brad Thomas, Pilot Mountain, North
Carolina,servedasAntique/ClassicDivi-
sion Presidentfrom 1979through1983.
Three new names on the Board of
Advisors were John S. Copeland,
Westborough,MA;GeneMorris,Hamp-
shire, IL and Daniel F. Neuman, Min-
neapolis, MN.Late in the year, Robert
A. White resigned his post as Advisor
and AdvisorJohn Turgyan was named
to the Boardof Directors.
Lionel Sal isbury became an As-
sociate Editor of THE VINTAGE
AIRPLANE and Gene Chase of the
EMStaffwasnamed Editor,replacing
David Gustafson who left EAAemploy-
ment. Gene had previously served as
Assistant Editor of the magazine from
1973through 1975.
President Brad Thomas in his May,
1979 editorial stated that since using
the rules and standards as set forth in
the Judging Manualforjudgingantique
and classic aircraft over the past four
years, fewer complaints that ever be-
fore have been received.He noted the
manual was available from EMHead-
quarters at a cost of only $1.00. The
August issue of VINTAGE contained
the complete judging manual as per-
taining to antiquesand classics.
Division Advisor Ronald Fritz ac-
cepted the responsibility of promoting
the formation of new Antique/Classic
Division chapters, and AI Kelch and
Dick Wagner headed a policy commit-
tee to research various merchandizing
programs which would promotethe Di-
vision.
In his June 1979 editorial, President
Thomas reminded the readers that
issueofthe magazinecontained abal-
lot(thisfeaturewasstartedin1977)and
urged every membertovote fortheof-
ficers and directorsofhisorherchoice
for the upcoming election.
In theAugustissueof VINTAGE, the
new "Hall of Fame"program underthe
guidance of Morton W. Lester was an-
nounced. Morton,atrustee ofthe EM
Air Musem Foundation and a Director
of the EM Antique/Classic Division
said space in theMuseumwouldbeal-
located for photosand factual informa-
tion about many of those people who
were active in aviation in the 20s and
30s and neverreceived the recognition
due them. Morton asked members to
send in nominations or consideration
for this honor.
OSHKOSH '79
As expected, the Great Energy
Crunch of '79, fact or fiction, failed to
dampen the spiritsofEAAersattending
the Convention,July2S-August 4,and
onceagaintheaffairwastremendously
successful. Much ofthe creditwas due
tothe215volunteers,chairmenandco-
chairmen who handled the respon-
sibilities for the Antique/Classic Divi-
sion.
The new Theater in the Woods lo-
cated in Ollie's Park was available for
evening programs for the firsttime,re-
placing the previously used pavillion
north of the FAA Tower. This was a
boon to Antique/Classic members,
being adjacent to all oftheir activities.
The AircraftJudges selected the fol-
lowing for top awards:
ANTIQUE:
GrandChampion- Howard DGA-15P,
NC22416,DickMartin,GreenBay,WI.
Reserve Grand Champion - WACO
QCF, NX11241 , Marion Havelaar,
Rapid City,SO.
CLASSIC:
Grand Champion - Luscombe SE,
N2132B, Tim and Barbara Bowers,
Woodland,CA.
Reserve Grand Champion - Rawdon
T-1,N5160,Maybelle Chastain,Creve
Coeur,MO.
REPLICA:
Champion - 1929 Travel Air Mystery
Ship, N4S2N, Jim Younkin, Springdale,
AR.
In attendance at Oshkosh '79 were
1374 show planes, including 177 An-
tiques, 553 Classics and 11 Replicas.
Before the year ended,the Antique/
ClassicDivisionlistedthefollowingnine
chapters.
1.Lakeland,FL
2. Houston,TX
3. Charlotte,NC
4.Minneapolis, MN
5. York,PA
6. Rochester,NY
7.Flanders,NJ
S.Grand Rapids,MI
9. WA
1980- ANTIQUE/CLASSIC
DIVISION'S10TH YEAR
TheJanuary1980issueofTHE VIN-
TAGE AIRPLANE contained an article
aboutthe status ofthe Laird SuperSo-
lution project. The building of afaithful
replica of this famous racing aircraft
was undertaken by Antique/Classic Di-
vision Chapter 1 of Florida under the
leadershipofChapterPresidentEd Es-
calion.Through Ed'sfriendshipwiththe
plane'sdesigner,E.M."Matty"Lairdand
his wife Elsie, Matty's expertise and
support was available.
Chapter members and many other
volunteers throughout the country do-
nated time,moneyand materialstoget
the plane "on the gear" with all major
airframe components constructed. At
that time the plane was moved to EM
Headquarters in Hales Corners where
therestorationshopundertheguidance
of Bill Chomo,completed the aircraft.
Paul Poberezny was named Chair-
man of the General Aviation Energy
Council at a meeting in Washington,
DC.The group was to meetfrequently
and objectively to formulate an ap-
proach to the fuel shortage problems.
Later in the year Paul was selected
as the 1979 recipient of the Frank G.
BrewerTrophyforoutstandingcontribu-
tion to aviation and space education.
The EMAir Museum was granted
funds along with matching funds from
AOPAto beginresearch toward adapt-
ing auto fuel to aircraftuse and results
would beforthcoming atthecompletion
of the test.
InhisMayeditorial ,BradThomasob-
served the noticeable reduction in the
numberofantiquesatmanyfly-insover
the previous few years. As possible
reasonshecitedtheever-risinginflation
factorescalatingthevalueoftheaircraft
to excessive heights,thus making long
flightslessdesirabletotheowners;and
the highcostoffuel, especiallytothose
vintageplaneswith engineswhich burn
up to 25 gph.
AlsoinMay,EMAntique/ClassicDi-
visionChapter10inTulsa,OKreceived
itscharter.
IntheJune,1979issueof VINTAGE,
Claude Gray, Antique/Classic Division
ChiefJudgewrotean articlecontaining
tips and suggestions to would-be win-
ners of awards at Oshkosh and other
fly-ins where the EMJudging Manual
is used.
OSHKOSH '80- 28TH ANNUAL
EAACONVENTION
The Antique/Classic Division sched-
ule for Oshkosh 'SO was basically the
same as in previous years. Among
the physical changes were the moving
of the Antique/Classic Forums Tent to
the north of the Convention grounds
with the other forums tents. Thus, all
those attending the Convention could
attend the forums on older aircraft
rather than only those with flight line
passes as in the past.
In place of the Forums Tent next to
the Red Barn was the Antique/Classic
Division Hospitality Tent. This was
madeavailableatnochargetotheOX-
5Aviation Pioneers, QBs, old timersor
any group wanting to use the facilities
for informal gatherings concerning an-
tique and classicaircraft.
Antique/Classic Division Judge Claude
Gray, Jr. presents the Grand Champion
Classic trophy to Jim Roberts for his
Oshkosh'SO winner- an Aeronca15AC
Sedan, N1491H.
Another new feature at Oshkosh 'SO
was the allocation of space across the
pavedroadeastoftheRedBarnforthe
Division's own Antique/Classic Inter-
view Circle, complete with a separate
PA system.
Among the highlights of the week
were the debut of the EMMuseum's
Laird Super Solution and an Aviation
Greats Day featuring Matty Laird and
General James Doolittle, along with
Blanche Noyes,Harold Neumann,Bob
Hall , Eldon Cessna, Eddie Fisher,
HaroldJohnson,TonyLeVier,CliffHen-
derson, Steve Wittman, Leon Atwood,
AI Menasco and Roger Don Rae.
Camerabuffshadafielddaywiththe
vintageraCing aircraftondisplay.In ad-
dition to the Super Solution were Bill
Turner's replica Gee BeeModel Z, Jim
Younkin's replica Travel Air Mustery
Ship and Steve Wittman's original
Bonzo.
The Antique/Classic ParadeofFlight
was scheduledon Aviation Greats Day
so the honored guests could witness
the panoramaof aviation history.All of
the guests had been personally in-
volved in most of the era portrayed by
the "Parade".
Statistically, the record number of
1547 show planes included 157 An-
tiques(down slightly),620Classicsand
15 Replicas.
Oshkosh'80topawardwinnerswere:
ANTIQUE:
Grand Champion - Buhl LA-1 Pup,
NC34SY, Dan Neuman, Minneapolis,
MN.
ReserveGrandChampion- DeHavil-
landDH-80TigerMoth,C-FCTN,Frank
EvansandTomDietrich,Kitchener,On-
tario, Canada.
CLASSIC:
Grand Champion - Aeronca 15AC
Sedan, N1491H, Jim Thompson,
Roberts, IL
VINTAGE AIRPLANE 21
Reserve Grand Champion - Cessna
180, N9428C, Douglas and Barbara
Trager, Chino, CA.
REPLICA
Champion - Ryan NYP, NX211NX,
Daveand SteveCannavo, Lester, PA.
At the Annual Business Meeting of
the Antique/Classic Division on August
9 at the Convention, the results ofthe
election revealed the following incum-
bents being re-elected: Brad Thomas,
President; Kelly Viets, Secretary; .and
Directors AI Kelch, Morton Lester and
Art Morgan.
Atthesamemeetingthetotalnumber
of Directors was increased to ten with
the naming of Ronald Fritz, Robert E.
Kesel and George S. York as new Di-
rectors. These men had previously
served as Advisors to the Board of Di-
rectors.
1981
In his first editorialoftheyear, Pres-
ident Brad Thomas described the un-
settled world conditions and how they
affectedsportaviationwithinflatedfuel
pricesandspottyavailability.Butbythe
time he wrote about the fantastically
successful Oshkosh '81, his message
was all upbeat.
Personnel changes during the year
included the addition ofSteve Wittman
of Oshkosh, WI to the Antique/Classic
BoardofDirectorswhentheEAABoard
voted to appoint one ~ their members
to each ofthe Division Boards. At the
same time the EAA Board voted to
name each Division President as a
memberofthe parent Board.
The Antique/Classic Board of Direc-
torsregretfullyacceptedtheresignation
of Dick Wagner who had served asan
officer and director since the inception
ofthe Division.
The Antique/Classic Board of Ad-
visors was increased to six with the
naming of Ed Burns, Des Plaines, IL,
Espie M. "Butch" Joyce, Jr., Madison;
NC and S. H. "Wes" Schmid, Wauwa-
tosa,WI as members.
Regarding THE VINTAGE AIRPLANE
the year began with the Publication
Staff consisting of only Publisher Paul
Pobereznyand EditorGeneChase.By
the end of the yearit alsoincluded As-
sociate Editor George A. Hardie, Jr.
and Editorial Assistants Norman Peter-
sen and Pat Etter, both EAA staffers.
George,aformervice-presidentofEAA
andnotedaviationhistorian,wasapart-
time EAA employee and long-timevol-
unteer.Among his contributions to the
magazine was (and still is) the ever
popular Mystery Plane column which
22 JULY 1985
hetookoverseveralmonthsafteritfirst
appeared in the April 1981 issue.
With the January, 1981 issue, VIN-
TAGE was returned from a horizontal
format to its original vertical format for
several reasons:
1.Sothattypingprocedurefortheprep-
aration of copy by EAA Headquarters
personnel would be standard with all
otherEAApublications.
2.Toenhancethesolicitationofadver-
tisers because the standard format for
ads matchesavertical layout.
3. Manyofthosewhopermanentlybind
12month'sissuesofthemagazinepre-
ferthe vertical format.
In the March issueof VINTAGE, An-
tique/Classic Division Chief Judge
ClaudeGrayannouncedtheadditionof
rulesintheJudgesGuideBookpertain-
ingtotheReplicacategory.Established
and proven during the last EAA Con-
ventionsatOshkosh,thisbasicjudging
system was by then recognized and
applied to all categories,includingcus-
tombuiltand warbirds.
OSHKOSH '81
The dourpredictions madeearlierin
the year forthe 1981 EAA Convention
did not materialize and the event was
described as the smoothestand great-
est ever. It was truly international with
11 aircraft arriving in a Qantas Boeing
747 from Australia; two tiny crickets
from France, alsovia747,aTaifun17E
powered sailplane from Germany and
theeverlargecontingentfromCanada.
Total show plane count was up 50
overthepreviousyearto1603.Thisin-
cluded 170Antiques, 582Classicsand
10 Replicas. The top award winners
were:
ANTIQUE:
GrandChampion- 1928CessnaAW,
NC4725, GarWilliams, Naperville, IL.
ReserveGrandChampion- Waco10,
NC3960, C.N. Armstrong, Rawlings,
MD.
CLASSIC:
Grand Champion - Piper PA-17 Vag-
abond, N4811H, James L. Jenkins,
Huntington, CT.
Reserve Grand Champion - Cessna
180, N9428C, Douglas Trager, Chino,
CA.
REPLICA:
Champion - Great Lakes, NX65DS,
Don Browett, Independence,MO.
The greatest improvement over the
pastfew yearswasseen in theClassic
aircraft at Oshkosh '81. There were al-
ways great numbers to judge but few
ever placed in the "high point"
categories. That situation turned
around in '81 and it continues to this
day.
There was also much agonizing
amongtheAntiqueJudgesindetermin-
ing the winners. They had to choose
from, among others, five new and im-
maculaterestorations:ClemArmstrong's
Waco 10, Gar William's Cessna AW,
John Rathjen's Curtiss Robin, Dan
Neuman's Curtiss Jenny and Bud
Dake'sClipwingMonocoupe. Itwasthe
best yeareverfor newantiques.
ThemostsignificanthighlightofOsh-
kosh '81 wastheofficialsitededication
ofthenewEAAAviationCenter.OnAu-
gust 5 at 10:30 a.m. Paul Poberezny
turned the first shovelful of earth, fol-
lowedbyson, Tom andtheofficers,di-
rectors and trustees.
On September 4, 1981, EAA Presi-
dent Paul Poberezny was honored
when he receivedthe 1981 Meritorious
Service Award of the Aviation Hall of
fame in Cleveland,OH. Paul wascited
forhis"extraordinaryandenduringcon-
tribution to aviation."
1982
In his February editorial in SPORT
A VIA nON Paul Poberezny touched
brieflyon thepossibilityofpursuing the
availabilityofaRepairman'sCertificate
for the owners/restorers ofvintage air-
craft.Thishad been on Paul'smindfor
anumberofyears.Hefeltthatacertifi-
cate similar to the one which allowed
homebuilderstodothemaintenanceon
and re-certifying their aircraft could be
a fitting recognition by the FAA of the
excellenteffortputforthbymanyrestor-
ers of vintage aircraft. He asked for
reader's comments and said he would
pursue the matter only if there was
enough interest.
The responses were numerous and
positive, including remarks by A&P's
and lAs. Theseencouragedtheforma-
tionofacommitteetoevaluatethecom-
ments and present a proposal to the
FAA. Composed of leadership from
both EAAandAntique/ClassicDivision,
the committee members were Paul
Poberezny, Charles Schuck, Brad
Thomas, AI Kelch, Morton Lester and
ClaudeGray.
TheBoardofAdvisorswasincreased
toeightwhentheAntique/ClassicOffic-
ersandDirectorsnamedRoyRedman,
Kilkenny, MN and Robert G. Herman,
Menomonee Falls,WI to fill vacancies.
In the June issue of THE VINTAGE
AIRPLANE theDivisionOfficersandDi-
rectors announced a dues increase
from $14.00 to $18.00 peryear,effec-
tive September 1, 1982. In the same
issue, President Brad Thomas, in his
editorial, listed each ofthe DivisionOf-
ficers, Directors and Advisors along
withtheirdutiesattheAnnualEAACon-
vention and wheretheycouldbefound
duringthe event.
PhotobyJackCox
Oshkosh '81, groundbreakingceremoniesfortheEAAAviationCenter.Flankedbythe
SpiritofSt. Louis, DickStoufferleadsthe dedicationceremoniesforthefuturehome
ofEAAandtheAntique/ClassicDivision.
OSHKOSH '82 - SALUTE TO NASA
AERONAUTICS
EAA's 30th Annual Convention, July
31-August7,seeminglyhadeverything,
thegood,thebadandabouteverything
inbetween. Itbeganandendedingood
weather, but mid-week brought thun-
derstorms, low ceilings, damaging
winds and high water. An astounding
number of people and airplanes con-
verged on Wittman Field for opening
day - and did so safely. But on the
fourth day while traffic.was relatively
light, amid-aircollision occurred in the
fly-by pattern, taking the lives of three
persons: Rick Demond of Whitmore
Lake, MI in his1932CorbenBabyAce,
plus the pilot and passengerofaStar-
duster Too. RicK and his family were
ardent supporters of EAA and the An-
tique/Classic Division and his absence
would be deeplyfelt.
On the brighter side, FAA Adminis-
trator J. Lynn Helms presented Paul
Poberezny STCs for the use of un-
leaded auto fuel in the Continental 0-
200 engine and the Cessna 150; then
he becamethefirstpersonto legallyfly
a U.S. registered aircraft on auto fuel.
EAA's Chief Pilot,Jim Barton, accom-
panied him.
NASA was at Oshkosh '82 in force
with four aircraft, several displays and
over30 forums of interestto sportand
general aviation pilots. The total count
ofregisteredshowplaneswas 1818.Of
that number, 176 were Antiques, 585
were Classics and the Replicas num-
bered 5.
Thetop awardswentto:
ANTIQUE:
Grand Champion - Stinson SR-8C,
NC17116, Roy and Judi Redman,
Faribault, MN.
Reserve Grand Champion - Stinson
SM6000B Tri-Motor, NC11170, Chuck
Andreas, Bill Brennand and Byron Fre-
dericksen.
CLASSIC:
Grand Champion - Luscombe 8A,
NC71454, Tom Stoia, Manning, SC.
Reserve Grand Champion - Aeronca
11ACChief,NC85829,ElymusL. Nace,
Rehoboth Beach, DE.
REPLICA:
Champion- Howard DGA-6, "Mr.Mul-
ligan", NR273Y, Bob and Jim Younkin,
Springdale, AR.
Attheannualbusinessmeetingofthe
Antique/Classic Division on August 7,
1982, it was reported the Division was
experiencingasteadygrowth.Theoffic-
ersanddirectorsupforre-electionwere
unanimously elected for their two-year
terms ofoffice. Following the member-
shipmeetingaBoardofDirectorsmeet-
ingwasconductedandtheBoardunan-
imously voted to donate $1,000 per
year for five years to the EAA Capital
CampaignDrive.Itwasnotedthatnone
of the donated funds came from mem-
bership dues, but from several project
promotedduringtheConventionswhich
bring incometo the Division.
OnOctober20, 1982, EAAonbehalf
of its Antique/Classic Division wrote to
the FAA proposing that FAR 43 be
amendedtoallowtherestorerofan an-
tique or classic aircraft, at his/her op-
tion, to conduct inspections (including
annual inspections) repairs and altera-
tions to his/her aircraft, so long as the
restoration work was accomplished by
the restorer under supervision of an
A&P.
The proposal was published in the
Federal Register in Novemberwith the
requestforcommentstobereceivedno
laterthan December8,1982.Theyear
ended awaiting FAA'sdecision.
1983- NEWEAAAVIATIONCENTER
DEDICATED
Justtwo years after Paul Poberezny
turnedthatfirstspadeofdirt,themagni-
ficentnewEAAAviationCenterwasde-
dicated on July30, 1983.The keynote
speaker was Barron Hilton, Chairman
of the Board and President of Hilton
Hotels Corporation and an active EAA
member.
Special guests included actor Cliff
Robertson, who acted as Master of
Ceremonies; Sam Johnson, Chief
ExecutiveOfficerofJohnsonWaxCom-
pany, Deputy Secretary of Defense,
Paul Thayer; Aviation Great, Steve
Wittman; FAA Administrator, J. Lynn
Helms,plus many more.
EAA President Paul Poberezny and
EAA Aviation Foundation President
TomPobereznybothaddressedtheas-
sembly. Justas theribbon wascut, the
EAA Foundation's replica Spirit of St.
Louis" made a low passoverthe cere-
monyandthenewEAAAviationCenter
was officially open. This historic event
took place on the first day of the 31st
AnnualEAAFly-InConventionandwas
the highlight ofthe week.
Early in theyearthe Antique/Classic
Board of Directors named Daniel
Neuman of Minneapolis, MN to the
Board of Advisors to replace Ed Burns
who resigned. TheBoard alsovoted to
have THE VINTAGE AIRPLANE deliv-
eredinaprotectivewrapperbecauseof
members'complaintsofreceiving muti-
lated copies in the mail.
On March 7, 1983, Antique/Classic
DivisionChapter11 receiveditscharter
at a ceremony at Milwaukee, WI. The
group'sfirstpresidentW::lSJohnKalas.
The 9th Annual EAASun 'n Fun Fly-
In at Lakeland, FL March 13-19estab-
lished newattendance records in spite
of one of the area's worst winters and
three days of IFR weather during the
popularevent. In spiteoftheseadversi-
tites,theFly-Inrecorded25,000people,
5,100 aircraft and over800 showplan-
es. Antique/Classic Division Chapter
One has been a vital element in this
Fly-In since itsinception.
In his June, 1983 editorial, Division
PresidentBradThomasreportedonthe
Board meeting held on May 6 at the
Kermit Weeks Flight Research Center
in Oshkosh, WI. They discussed the
problemofpilotsparkingintheAntique/
ClassicareaatOshkoshand notregis-
tering theiraircaraft.
Asapossiblesolution,eacharrivalat
Oshkosh '83 would be given a sheet
explaining the registration procedure
and listing the advantages of register-
ing: nofee, complimentary Convention
pilotmug,andamorecompleteandac-
curate count of show planes in atten-
dance.
VINTAGE AIRPLANE 23
Before adjourning, the group was
given a tour through the soon-to-be
completed EMAviation Centerand all
were thoroughlyimpressed.
The July 1983 issue of VINTAGE
contained aguest editorial by Division
DirectorClaudeGray, who also served
asChairmanofthe EMNationalJudg-
ing Committee.Hediscussedtheintent
of the rules in the Judging Guidebook
and gavesomevaluabletipsforrestor-
ers who plan to have their aircraft
judged.
Paul Poberezny announced in his
Julyeditorialin SPORTAVIATlON that,
"The EM petition for an Antique/
Classic RepairmanCertificateforthose
who would havequalified hasbeende-
nied by the FAA even though 208 a-
greed,82disagreed,and some153let-
terswereirrelevant. However, FAAhas
agreed to a feasibility study with the
possibility of receiving a petition for a
rule change. The denial was based
upon manyofthecommentssubmitted
bythepresidentoftheAntiqueAirplane
Association of Blakesburg, Iowa."
TheOctober1983issueofTHE VIN-
TAGE AIRPLANE containedEM'spet-
ition, the FAA's letter of denial, and a
sampling of letters, both pro and con,
from respondents.
OSHKOSH '83
As always, the Antique/Classic Divi-
sion played an important part in this,
the31stAnnual EAAFly-InConvention.
Each year the operation ran more
smoothly,thankstothemanydedicated
volunteerswho made it all happen.
The new venture in '83 of making
space available in the Hospitality Tent
for the Type Clubs was an outstanding
success. Advisor Butch Joyce through
input from the Type Club members
would plan a larger program for the
groups in 1984.
The Antique/Classic Division's hour
ofglory was their ever-popular Parade
ofFlightonWednesday,August3. With
incredible organization and hard work
by 60 flight line volunteers, 96 aircraft
wereflaggedoffforexhibitionflightsbe-
fore the hugethrong ofspectators, and
parked afterlandinginonly60minutes!
The entire operation was conducted
without ahitch.
First to take off was Dale Crites of
Waukesha, WI in his 1911 Curtiss
Pusherfollowed byasteadyflowofvin-
tage aircraft representing the years
from 1911 through1955.TheParadeof
Flight continues to be one of the high-
lightsofthe Annual EMConvention.
Included in the 1521 show planes
awere 119 Antiques, 514 Classics and
5Replicas.
24 JULY1985
Replicashavebeen recognizedasan excellentmeansofkeepingthe"antiques"alive.
Thisreplicaof"Mr.Mulligan",aHowardDGA-6,NR273Y,wonGrandChampionReplica
honorsforBobandJimYounkinofSpringdale,AR atOshkosh'82. The Red Barn and
TypeClubTentare inthebackground.
ANTIQUE:
Grand Champion - Fairchild 24W,
NC77655,CharlesW. Bell,Sheboygan,
WI.
Reserve Grand Champion
Beechcraft B17L Staggerwing,
NC270Y, Dick Hansen and Dick Perry,
Batavia, IL.
CLASSIC:
Grand Champion - Aeronca 7AC,
NC84998, Robert K. Armstrong, Rawl-
ings, MD.
Reserve Grand Champion - Lus-
combe 8F, N1373B, George Chaffey,
Pittsburg, CA.
REPLICA:
Champion - 1916 Halberstadt D.IV,
N1388J, Carl Swanson, Aliens Grove,
WI.
Followingalongestablishedcustom,
theSeptember,1983issueofVINTAGE
contained an extensive listing of Type
Clubs with addresses, phone numbers
and otherinformation. The same issue
announced the FM had amended
EM's STC to include the Continental
A-40 through the C-90 series of en-
gines, permittingthemto useunleaded
autogasoline.
Morechanges in personneloccurred
lateintheyearwhentheBoardofDirec-
tors accepted the resignations ofVice-
PresidentJackWinthrop,andSecretary
Kelly Viets. Both men had faithfully
served the Division since it started.
Their positions were filled by Robert J.
Lickteig ofAlbert Lea, MN and Ronald
Fritz ofKent City, MI respectively.Fritz
had been a long-time Directorand Ad-
visor.
Theresignation ofDirectorRobertE.
Kesel was also accepted and to fill his
and Fritz's poston the Board of Direc-
tors, RobertG. HermanandGeneMor-
ris were moved up from the Board of
Advisors. Replacing them were newly
namedAdvisorsRayOlcottofNokomis,
FLand GarWilliams of Naperville, IL.
1984- EAA'SNEWHOME
After 31 years in Hales Corners, WI
EM moved into the new Aviation
Center in Oshkosh, WI and was open
for "business as usual" on January 9,
1984. THE VINTAGE AIRPLANE's new
Oshkosh address was reflected forthe
first time in the January, 1984issue.
In his January "Straight and Level"
editorial, President Brad Thomas re-
cappedthe Division'saccomplishments
during the previous year and outlined
the goals for '84. He mentioned that a
specific area at Oshkosh '84 would be
designatedforthedisplayofpastGrand
Champions in both antiqueand classic
categories. He hoped that manywould
be returned tobe so honored.
He described the "face-lifting"
plannedfortheRedBarnHeadquarters
in the form of a new porch complete
with porch swings and rocking chairs.
He further described a study that was
underway to increase the number of
awardsforantiqueaircrafttospreadthe
awards more evenly among antiques
and classics.
In his February editorial Brad an-
nouncedtothememberstheEAAAvia-
tion Foundation'splansforthe EMAir
Academy,.anaviationprogramforboys
and girls 15-17 years of age. Antique/
Classic Division Vice-President, Bob
LickteigvolunteeredtoassisttheFoun-
dation by heading up the efforts of the
Division toward this new project, not
only with funding from donors, but in
assistingwiththeprocurementofvolun-
teers and tools needed to make the
venture asuccess.
An editorialbytheeditorintheMarch
issueofthe magazinestated, "The last
Robert J. "Dobbie" Lickteig, Albert Lea,
Minnesota,servesasthecurrentAntique/
Classic Division President,havingtaken
overin April 1984.
five years have seen greatprogress in
the Antique/Classic Division under the
leadership of Brad Thomas and his
Board of Directors.As we go to press
with this issue of THE VINTAGE
AIRPLANE, we learned of his request
to step down from this position. Brad
served admirably as President and his
resignation is accepted with regret. "
Also, byactionoftheBoardofDirec-
tors, Vice-President Bob Lickteig was
named President; Director Roy Red-
man was named Vice-President and
Advisors Jack Copeland and Stan
Gomoll were named Directors.
President Lickteig's first editorial ap-
peared in the April 1984 issue of THE
VINTAGE AIRPLANE. In it he recon-
firmed the aims and goals of the Divi-
sion.Hestated,"AsIwritemyfirstmes-
sage to you I cannot help but think of
the great opportunity we have notonly
tocontinueoureffortsofthepastbutto
look at the challenges that lie ahead."
In his next editorial, Bob discussed
the EAAAir AcademyandtheAntique/
ClassicDivision'splannedinvolvement.
He volunteeredthe useofhisson'sJ-3
Cub in which each of the 30 students
would receive an orientation flight. He
predicted the EMAir Academy would
be expanded over the years to come
and paid tribute to Paul Poberezny for
hisforesightandvisionforbringingEM
to where it is today.
TheAntique/ClassicDivisionwasbe-
coming international with the first re-
quest for chapter status by a group of
membersin Argentina.This announce-
ment in the June 1984 issue of VIN-
TAGE named Mr. Abel Debock as
Chapter President. The group became
Chapternumber12.
Another Chapter was formed during
the year when Chapter 18in Phoenix,
Arizonareceiveditscharter. StanleyW.
Loerwas the group'sfirst president.
The EMAviation Foundation'sAuto
Fuel STC program made great strides
duringtheyearwhentheyreceivedF M
approval for the issuance of STCs for
many models of Aeronca, Cessna, In-
terstate, Luscombe, McClish (Funk),
Piper and Taylorcraft aircraft. At the
sametime,thelistofairportsintheU.S.
providing auto fuel grewrapidly.
OSHKOSH - 84 - THE FREEDOM OF
FLIGHT
Oshkosh '84, the 32nd Annual EM
Fly-InConventionwasheldJuly28-Au-
gust4 and newrecords were set in all
areaswiththeweathermancooperating
nicely.Total show plane count was up
including 128Antiques and 607 Class-
ics.
The Antique/Classic Division ac-
tivities involved greater participation
.than ever,and thankstothe hardwork-
ing chairmen, co-chairmen and volun-
teers, eachcommitteediditsjobsplen-
didly.TheAntique/ClassicChairmanfor
the Convention was Bob Lickteig, with
Co-Chairman Roy Redman.
The Antique/Classicareawith anew
porch on the Red Barn was the talkof
theConvention.AI KelchandBobLum-
leywereresponsibleforthedesignand
construction of the porch and, with
minimumassistance,completedthejob
justintimeforthe'84Convention.This
new addition to the Red Barn was
namedthe Friendship Porch and, in an
appropriate ceremony, was dedicated
to all Conventionvolunteers.
ManpowerChairmanJackCopeland,
with Co-Chairmen Ray Olcott and Bob
Lumleydid an outstandingjob. Thanks
toArtMorgan,ChairmanofParkingand
FlightLineSafety,alongwithCo-Chair-
man Bob Herman and Bob Braver,
there were no parking problems.
The Antique/Classic Fly-Out to
Wautoma, WI had 40 aircraft and 100
people, amostenjoyableoutingthanks
to Bob Lumley. The reunion of past
grand champions and reserve grand
champions arranged by AI Kelch
broughtoutsevenaircraft.Thereactiva-
tionofthepicnicresulted in 420people
enjoying fine food and a great social
hour, thanks to Bob Kelly.
ThefirstphotocontestoftheDivision
attracted26entries.JackMcCarthynot
only organized this activity but gave
completephotocoverageofallAntique/
Classic activities. The Headquarters
StaffattheRedBarnwasbusythrough-
out the Convention with Kate Morgan,
Ruth Coulson and Jo Olcott handling
merchandise sales double the amount
ofpreviousyears.
The Parade of Flight had 93 planes
participatingwith PhilCoulsonandWill-
iam Benedict doing an excellentjob of
organizing. The Type Club Headquar-
ters Tent was full with ten clubs con-
ducting their business. The group was
honored during the week when EM
Convention Chairman Tom Poberezny
spoke to them. Type Club Chairman
Butch Joyce was planning on a larger
tent for 1985. The Forums handled by
Ron Fritz and Gene Morris had the
largest attendanceon record.
Roy Redman had a merchandising
and chapter stand which was busy all
week, signing up 121 new Division
membersand talking with 20 members
interestedinformingnewchapters.The
merchandising and chapter stand was
constructed byStan Gomoll.
Dan Neuman arranged for and con-
ducted 18 interviews with aircraft own-
ers.Thiswasmoreactivitythaneverfor
that committee.
Coordinating the requirements of
press people in the Antique/Classic
area were AI and Lois Kelch and they
did theirusualsuperbjob. Thesecurity
ofthe Antique/Classicarea was the re-
sponsibility of Chairman Dave Shaw,
with Co-Chairman Jack Huffman,Dale
Fauw and Tom Auger.These men did
an excellent job in the performance of
theirduties.
Last butnotleast,the aircraftjudges
were to be congratulated for ajobwell
done. The Antiques were judged by
Chairman Dale Gustafson with Co-
Chairman Pete Covington. Chairman
GeorgeYorkjudgedtheClassicsalong
with Co-Chairman Dale Wolford.
Ofcourse,thoselistedaboveareonly
a small percentageofthetotal number
of volunteers who participate at Osh-
koshandareresponsibleformakingthe
Annual EM Convention the greatest
aviation event in the world. Without
them, ifwould not happen.
Thetop awardsatOshkosh '84went
to:
ANTIQUE:
Grand Champion - Stinson SR-5E,
N14187, J. Tom Laurie, Newport
Beach, CA.
ReserveGrandChampion- Stearman
C3R, NC794H, Jeff Robinson, Arleta,
CA.
CLASSIC:
Grand Champion - Cessna 140,
NC4135N, Rick and Kathie Paige, San
Mateo, CA.
Reserve Grand Champion - Rawdon
T-1, N5160, Terry Chastain,Manches-
ter, MO.
REPLICA:
Champion- GeeBeeModelY,N718L,
Ken Flaglor, Northbrook, IL.
OneofthegreatestthrillsatOshkosh
'84 was the appearance of the Rutan
Voyager, the aircraft designed to cir-
cumnavigatetheearth,non-stop. Itwas
flown to Oshkosh by Dick Rutan and
Jeanna Yeager from its home base,
Mojave,CA.
ThefirstEMAirAcademywhichran
from July 15-August 4, 1985 far ex-
ceeded allexpectationsin itsimpacton
participants.Theprogram will definitely
VINTAGE AIRPLANE 25
Photo by Jim Koepnlck
The Antique/Classic Red Barn - Oshkosh '84 - with the new Friendship Porch beckoning members to "come on in and set a spell".
This shot was taken just before the Convention opened. A big thank you is due AI Kelch and Bob Lumley for their perseverance in
seeing this project to its completion.
be scheduled again in '85.
The election results announced at the
Annual Antique/Classic Divison busi-
ness meeting during the Convention in-
dicated that all incumbents were re-
elected with the exception of Director
Robert G. Herman who was unseated
by Advisor Espie M. "Butch" Joyce.
In the November 1984 issue of VIN-
TAGE the name of Dennis Parks ap-
peared on the masthead as a feature
writer as a result of his monthly con-
tributions of a column called "Vintage
Literature. " It first appeared in the July
issue and was an on-going series de-
scribing periodicals f(om the vintage
years of aviation. Dennis is on the staff
of the Purdue University Libraries.
1985 - ANTIQUE/CLASSIC
DIVISION'S 15TH YEAR
Commitment for Growth
"Welcome to 1985. Welcome to your
Antique/Classic Division's 15th year of
service and leadership," were President
Bob Lickteig's opening remarks in his
first editorial for the year in VINTAGE.
He went on to pay tribute to the group's
founding fathers and re-established the
Division's goals for the anniversary year
with the theme - COMMITMENT FOR
GROWTH.
In that same January 1985 issue of
the magazine, Paul Poberezny wrote an
editorial "Looking Back . . . Looking
Ahead" in which he recalled calling the
first Antique/Classic meeting to order.
Aims and goals were discussed and,
particularly, the help that would be
needed for the Antique/Classic en-
thusiast during the Annual Convention.
Past president and current treasurer
"Buck" Hilbert, the Division's first presi-
dent Dave Jameson, and past secretary
and director Kelly Viets all contributed
guest editorials in the April and June
26 JULY 1985
issues of VINTAGE. They reminisced
about the early days of the Division and
their involvement with it.
The EM Aviation Foundation con-
tinued to receive all additional STCs
from the FM for the use of auto fuel in
aircraft; the most recent being for sev-
eral models of B&B Aviation (Bellanca),
Northwest - Rankin Porterfield and S.
L. Industries (Aero Commander) air-
craft. The Foundation also received
STC approval for the use of auto fuel in
the Lycoming 0-235 and 0-290 engines.
Early in the year some personnel
changes occurred in the Division when,
due to personal commitments and other
considerations, two long-time Directors,
AI Kelch and Claude Gray, resigned. In
January, 1981 Claude and AI were
named Chairman and Vice Chairman
respectively of the EM National Judg-
ing Committee formed by the EAA
Board of Directors. In this capacity they
were responsible for writing the EAA
Aircraft Judging Manual and they leave
this legacy which will serve EAA in a
constructive manner for many years to
come.
The Antique/Classic Board of Direc-
tors named Advisors Ray Olcott and
Dan Neuman to serve out the unexpired
terms of Kelch and Gray. The Board
also appointed three new advisors:
Timothy V. Bowers of Woodland, CA;
Phillip Coulson of Lawton, MI and W. S.
"Jerry" Wallin of Kent, WA.
With the March 1985 issue, THE VIN-
TAGE AIRPLANE had grown to 32
pages and the back cover was also in
color.
Looking ahead to Oshkosh '85,
scheduled for July 26 to August 2, this
Antique/Classic Division made plans for
three new activities, in addition to all the
regular ones. These are a riverboat din-
ner cruise, a program to present each
registered aircraft owner or pilot a Par-
ticipant's Recognition Plaque and a
week-long Antique/Classic Workshop
which will give members an opportunity
for hands-on experience in aircraft
woodworking, dope and fabric.
President Bob Lickteig wrote, "With
our 15th Anniversary year celebration
continuing, we once again are making
plans to be a major sponsor of the EM
Air Academy '85 ... It's going to be a
great Convention. Make the Antique/
Classic area your headquarters for
Oshkosh '85. Welcome aboard. Join us
and you have it all!"
EPILOGUE
This treatise was not intended to be
a detailed historical account of the EM
Antique/Classic Division. The space re-
quired for such a compilation was not
available in this special, 52-page issue
of THE VINTAGE AIRPLANE.
The omission of so many names of
members who over the years contri-
buted so much to the success of the
Division through their contributions of
time, money and donation of materials
is regretable and in no way downplays
the importance of their efforts.
Also, we would like to have listed all
the award winners, both people and air-
craft, but again, space would not permit
it.
The account of the early years of the
Division is more detailed to pay tribute
to those who made it happen - from
EM President, Paul Poberezy who
conceived and promoted the idea, to
those enthusiastic EM members who
traveled at their own expense, to EM
Headquarters to help organize the EM
Antique/Classic Division.
This historical account is dedicated
to all members of the Antique/Classic
Division, and especially to those charter
members, many of whom have been
serving the group since its inception .
'I'UEREPLICAGEE BEE
R-l/R-2"LONGTADJRACER"
Jess with his super-sized homebuilt Gee Bee replica. The 140 gallon fuel tank is on the c.g. behind the firewall. Original was sometimes
called the R-3 or the "Intestinal Fortitude" which was printed on the cowl.
Story and Photos by Dick Cavin
(EM 2904)
10529 Somerton Drive
Dallas, TX 75229
As you head north out of Ft. Worth,
Texas about 30 miles up the way you'll
come to the tiny town of Justin. On your
left are softly rolling plains as far as the
eye can see, while on the other side of
the road to the east the terrain abruptly
roughens. Perhaps it's really true what
the natives say, that this is where the
West begins. It would be easy to close
one's eyes and imagine the great herds
of buffalo that grazed these very plains
less than a century ago.
As I drove west from Justin on this
perfectly beautiful Saturday afternoon
last February, h ~ r was a cloudless sky
and a gentle southerly breeze that
made this warm day carry more than
just a hint of springtime just around the
corner. I was already beginning to be-
lieve the natives who say that heaven
is only a local call from here.
Jess Shryack's Flying S Ranch is
only a couple of miles west of Justin
and I had no trouble locating it. Not only
did I see his big hangar a mile away,
but I also saw a neighbor making a
fri endly low pass down the stri p in his
Fairchild 24. As I turned into the parking
lot in front of the hangar, I was suddenly
in another world. The first thing I saw
was Jess' 1934 DeSoto "Airflow". That
brought back a flood of memories of my
teen years and how I had begged my
parents into buying the Chrysler twin to
the DeSoto. The body style was a rad-
ical departure from the norm. It was
trumpeted as "streamlined", the wave
of the future. Actually, it wasn't very
pretty. Somehow it looked like it had
melted and run down on each end. An
outraged publ ic promptly rejected them.
Jess was visiting with a neighbor in
front of the hangar when I drove up. He
greeted me warmly and while we ex-
changed pleasantries in the warm sun-
shine, I looked back into the darker re-
cesses of the cavernous hangar. I could
see Jess' blood red Staggerwing that
he's had for 14 years, with a white and
yellow Culver Cadet further back in a
corner, and what looked like still
another Cadet fuselage in another
corner. Then I saw what I had come to
see - the bare boned hulk of a fuse-
lage, with the center section almost hid-
ing behind that inspiring P&W R-985 ra-
dial engine and the massive legs of the
wide stance gear protruding under-
neath. Somehow a head-on view re-
minded me of a giant gorilla striking a
threatening pose. Others have said it
reminds them of a bulldog. In any case
the impression of power and brute
strength comes through loud and clear.
Back to Jess for moment, though. He
comes by his fascination with the "old-
ies" quite naturally. He was born in 1921
and all those Golden Age airplanes
were venerated objects of worship,
even though they were always beyond
his reach because of his tender years.
He first soloed a Luscombe in the
Civilian Pilot Training Program in 1942.
(Coincidentally, I noted a couple of al-
most-restored Luscombes tied down
alongside the hangar). Jess went to
Chanute, Kansas for the cross country
phase of the CPT program. There he
met and fell in love with the Stagger-
wing. He also got acquainted with the
Culver Cadet in that year and it, too,
became one of his loves. His son took
his private license test on the family
Culver, much to the delight of the FM
inspector officiating.
Jess went to Chickasha, Oklahoma
on his graduation from CPT and in-
structed on PT-19s. After WW II he
went back to school and got his degree
in mechanical engineering and worked
for Chance Vought for a while. Flying
VINTAGE AIRPLANE 27
Author Cavin calls this "Fantasy Island". Jess proudly displays his Gee Bee, De Soto,
Beech Staggerwing. Cadillac and Culver Cadet.
still called, though, and when the Ko-
rean War broke out he went to Colum-
bus, Mississippi and instructed on AT-
6s. In 1952 he began his airline career,
where he spent the next .30 years.
In case you didn't know, there are air-
line pilots and then there are airline
pilots. Some of them are there just for
the money and begrudge every minute
of it. Another segment like to fly and
savor the professionalism required.
There's still another group that truly love
flying - any kind of flying. They just
don't get enough of it. It's not only their
profession, but also their hobby. All of
us in that category have an especial
camaraderie with others that fit this
mold. Obviously, Jess is one of these.
During his airline career, Jess never
lost sight of his memories of the
airplanes that made history in the 20s
and 30s. In 1969 he did something
about it. He bought the acreage for his
2,000 ft. strip and in 1971 put the
hangar on it. The hangar itself was a
model of those of yesteryear, with a
high arched roof and a lean-to type of
shop on the side. That same year he
found his Staggerwing. The Cadet and
Luscombes came along next and soon
his hangar was full to overflowing with
his private stable of flying machines.
At this point you might think he. should
have been content with just the
Staggerwing and the other chicks in his
hangar. But you just don't understand
the situation. A true horse lover is never
content with just ONE horse, or even a
half dozen. He loves 'em all . Especially
the real thoroughbreds. Such was the
case for Jess' thirst for the mighty Gee
Bee.
Eventually it boiled down not to IF,
but WHEN he would build the plane, so
he started collecting parts. He bought a
28 JULY 1985
wrecked PT-19 for the tail wheel, rudder
pedals, stick and walking beam, instru-
ments, etc. Next he got a set of 6:50 x
10 wheels and brakes from a Cessna
310. A trip to the Snow Agplane plant
at Olney, Texas yielded a bounty of
large diameter steel tubing. And so it
went . . an engine, a Ham Standard con-
stant speed prop, then selected spruce
and mahogany plywood for the wing.
Now his big problem was an accurate
set of plans. Lady Luck soon smiled,
though. He learned about Rudy Profant
and the American Air Racing Society in
Cleveland, Ohio from whom he bought
a set of plans for a Gee Bee Model D.
This was identical structurally in many
respects to the R-1 /R-2 that Jess had
selected to replicate. This gave him an
accurate main gear drawing. Jess also
lucked into an excellent line drawing, a
three-view, but without dimensions.
On an airline layover in Hartford,
Connecticut, he tracked down a Pete
Miller who, in 1932 when he was Assis-
tant Chief Engineer for Granville
Brothers, had drawn the very drawing
that Jess had. Pete was able to re-
member some of the vital numbers Jess
needed. Now he had enough informa-
tion to start construction.
He had talked about his Gee Bee
dream with a friend, Richard Wilkinson
of Ponder, Texas, another sleepy vil-
lage a few miles north of Justin. Richard
is a character of sorts himself. He is a
free soul who lives life at a laid back
pace of whatever suits his fancy at the
moment, as long as it isn't spelled R-U-
S-H. He is well known in the area for
his expertise in building guitars, violins,
harpsichords, etc. , and also for the
building of wooden wings.
Jess and Richard decided to start on
it and on January 7, 1982, they laid the
first pieces of tubing for a fuselage side
in a long table top jig and the project
was underway at last. This is getting
ahead of the story, though!
In his research on this big Granville
Brothers racer Jess learned that after
the R-1 and R-2 racers were wrecked
they salvaged many parts and built a
hybrid combination of the two in 1933.
In the process they lengthened the fu-
selage from 17' 9" to 19' 9", which
greatly improved the flying characteris-
tics. They retained the elliptical wings
of 25' span from the R-2 and installed
them and a 550 hp version of the R-985.
This gave the plane a max speed of
225 mph, while the R-1 with the 800 hp
Wasp Sr. would hit 309 mph wide out.
While all the earlier Gee Bees were
lost, it was totally untrue they killed all
the pilots that flew them. Actually Jimmy
Doolittle and most other pilots who flew
Retired airline captain Jess Shyrack had a long-time dream of building and flying a Gee
Bee. His replica is powered with a 450 hp. P&W R-985 and a Ham Standard constant
speed prop.
the Gee Bees praised them as fine fly-
ing airplanes. Landing them on the tiny
postage stamp airports of that day,
along with the poor brakes was a big
factor in the accidents. Remember, too,
that racing pilots pushed their engines
far beyond normal safe limits and the
Gee Bees didn't readily lend them-
selves to dead stick landings.
Jess has gone to the 19'9" fuselage
length and he has also increased the
span to 28'. The average chord is 5' ,
giving 140 sq. ft. of wing area, about
twice the 75 sq. ft. of the Model Z, like
Bill Turner's.
The earlier airplanes used a modified
M-6 or M-16 airfoil, but Jess is using the
23012 as used on Staggerwings and
Luscombes. He isn't interested in racing
or making high speed runs with the Gee
Bee. He only wants a safe flying
airplane so the higher lift airfoil and in-
creased wing area will tame the landing
speed markedly. The empty weight will
be 1,600 Ibs. as compared with the R-
2's nearly 1,800 Ibs. Gross weight will
be 2,600 Ibs.
The horizontal tail span and area
have also been increased to better han-
dle the' extra wing area. The horizontal
tail centroid is close to the magic 2.5
times the wing chord aft of the 25% wing
chord. This makes the plane much
more conventional than you might sus-
pect. Oh, yes, it still looks very much
the Gee Bee in spite of the extra length
and span.
It's interesting to see how much the
original Gee Bee aircraft grew as time
went by and requirements changed.
The 1931 Model Z had a span of 23'5",
was 15' long and had an empty weight
of 1,400 Ibs. Its wing area was only 75
sq. ft (10 less than a Thorp T-18)., It hit
270 mph top and landed at 80 mph.
Lowell Bayles won the Thompson
Trophy Race with it in 1931 , with an
average speed of 236.23 mph.
Forward visibility isn't the greatest.
The PT-19 control system is installed and the instrument are plumbed and/or wired.
Note the wing and landing gear mount structure.
The last model, the R6H "Q.E.D.",
was designed for the London-Mel-
bourne Race. It was also flown in the
1938 Bendix Trophy Race. It had a
P&W R-1690 800 hp engine, a 34'
span, was 27' long, had an empty
weight of 3,100 Ibs. and grossed out at
6,500 Ibs. Its max speed was 225 mph ..
The largest diameter of the fuselage
is just behind the engine. The fuselage
shape is an almost perfect tear drop of
low aspect ratio, dictated by wind tunnel
studies at New York University. The
round cross section in the wing attach-
ment area required extensive root fair-
ing to partially negate the speed-rob-
bing dihedral. Other racers with long fu-
selages were able to get by with no di-
hedral and get excellent performance
gains. All that is a story in itself, though!
One of the major problems in building
a Gee Bee is building a cowl that fits
the engine in front and flows smoothly
into the fuselage shape. Jess was
lucky. He found a Beech 0-18 cowl and
by adding metal skirting on the rear side
it worked out just fine.
The boot cowl just aft of the ring cowl
was also a stroke of luck. Jess found
that three half sections of a Bamboo
Bomber ring cowl would work perfectly.
These two items not only saved Jess a
bundle, but also many weeks of work.
Just aft of the firewall is the gas tank
and it's a whopping big box that holds
140 gallons. A metal craftsman named
Alvarez working on Addison Airport
made it for him and it's a work of art.
The pilot seat is well aft of the tank and
there is enough leg room for a man 7
ft . tall. The elevator control system is
only mocked up now. It will require -
some careful design in its final stage to
get the right "gearing" between the stick
and elevator. It just wouldn't do if an
airplane like this was super sensitive on
the controls.
All electrical work is complete and all
instruments are installed and operating.
Jess had a good friend of his come
down from Missouri and spend a week
wiring it. All plumbing is also complete,
which Jess did himself.
He has taxied the airplane without
wings and says it handles as easily on
the ground as a PT-19. And, yes, visibil-
ity over the nose is zero, but he's found
an angle alongside the engine that will
give him some view of what's happen-
ing and will modify the canopy accord-
ingly.
He is also pleased with the snock
struts he's made. They are tail wheel
shocks from a PT-19 with stiff springs
added to their pure oleo action to allow
VINTAGE AIRPLANE 29
I
for the heavy engine weight on them. I
noticed Jess had no exhaust collector
ring, only straight stacks. Surprisingly,
he says they are quiet. All the racers
used them in those days to save weight
and to get the extra ounce of power.
The original R-1 and R-2 would climb
at about 4,000 ft.lmin. and the earliest
one used a fixed pitch prop. Later,
Smith controllable pitch props were in-
stalled. Jess' light weight airframe with
the Ham Standard constant speed prop
should climb like a rocket.
The wings are nearly done and they
look beautiful. Skinning a wing with that
amount of compound curves takes a
true artist. He is using 3/32" plywood for
the skin, so it will not move around so
badly when humidity changes. The ribs
have slotted cap strips with a plywood
web, with vertical intercostals added for
strength. He still has to build the ailer-
ons and flaps. Stits Polyfiber will be
used to cover the entire airplane.
The wing planform is a modified el-
lipse, with a straight leading edge and
curvature on the trailing edge. Root
chord is 5', with average chord about 4'
near the tip. The spar is a husky 6" x
1-1 /2". Jess said Richard slipped the
ribs on over the spar, top and bottom,
and after the glue set he cut the caps
off where they crossed the spar. He
then glued additional spar cap material
top and bottom that matched the thick-
ness of the rib cap strips. A very neat
way to do it and it gets maximum spar
depth for greater strength.
Jess hopes to fly the Gee Bee late
this summer. He probably will truck it to
either the Sherman, Texas airport with
its 10,000 ft . runway or to nearby Den-
ton with a 5,000 ft. runway for initial
flying. He said he expects to land it on
the wheels and let the tail down gradu-
ally as the racing pilots all did. The extra
wide runway at Sherman would make
life a little easier for Jess, too.
As I prepared to leave, I looked
around in all directions and could plainly
see three other ranch airports within a
five-mile radius. I couldn't help but think
this is a real life Fantasy Island, where
all men's fantasies come true. As
drove away I was still in a time warp.
The car radio was even playing a re-
taped program of the 1948 Hit Parade!
While I was there a friend of Jess'
drove in with a 1922 Ford Model T tour-
ing car that looked brand new. Also a
Stearman, a Cessna 150 taildragger
and a 150 dropped in for a visit, plus a
couple more that flew by and waved.
Just a typical pretty day at the Flying S,
Jess said.
I made a brief stop at Justin Time Air-
field, which is a mile or so from Jess'
place. It's the antique center of things
in these parts, so we'" have to come back
and do a story on it at a future date.
In the meantime I'm going to hunt up
a pair of knickers and myoid golf cap I
wore in the 30s and be on hand with my
Kodak box camera for the first flight of
Jess' fabulous Gee Bee replica!
OSHKOSH'85
ANTIQUE-CLASSIC FORUM SCHEDULE
8:45a.m. 10:15a.m. 11:45 a.m. 1:15p.m. 2:45p.m. 8 p.m.
Friday, TIps on Fabric Antique and Classic Stinson 108 Series Your Antique/Classic
July 26, 1985 Covering- Aircraft Judging Airplanes- Division-
Marv Hoppenworth Procedures - Kelly Viets Bob Lickteig,
Dale Gustafson Roy Redman
Saturday, Ercoupes- Cessna 120/140- Cessna 1201140- Rigging the Navion - Bucker Airplanes -
July 27,1985 Kelly Viets International Cessna Continued R.G.Rogien Chris Arvanites
120/140 Association
Sunday, DeHaviland Moths - Stinson Reliants - Swifts- Civil Air Patrol on AIR SHOW -
July 28,1985 Jerry Schwam Roy Redman Charlie Nelson Anti-Sub Patrol NO FORUM
DuringWWII-
Roger Thiel
Monday, Luscombes- PiperCubs- Ryans and Kinner Fairchild 24s and Fairchild Continued
July 29,1985 Luscombe The Cub Club, Engines- Primary Trainers -
Association, John Bergeson Ryan Club Fairchild Club, Ed
John Bergeson Wegner and John
Berendt
Tuesday, Heath Airplanes and Wacos- PostWarAeroncas- Beechcraft Beechcraft
July 30, 1985 Engines- Ray Brandly C. L. "Buzz Wagner Staggerwings - Bonanzas - American
Bill Schlapman Jim Gorman and Bonanza Society,
and others George York Norm Colvin
Wednesday, Cessna 170s - Cessna 170s Aeronca Restoration Short Wing Pipers - NO FORUM- Cessna 190/1905s -
July31,1985 George Mock Continued and Research - Clyde Smith, Jr. AIR SHOW Cliff Crabbs and
Augie Wegner Bill Terrell
Thursday, Fabric Piper Taylorcrafts -
August 1,1985 Restorations - Forrest Barber
Clyde Smith, Jr.
30 JULY 1985
Photo by Golda Cox Photo by Jack Cox
1946 Navion, N91554 with 205 hp Continental engine. Owner is Best Custom Antique award went to this Howard DGA-15P,
Harold Beyer of Calumet City, IL. owned by R. J. Geren, Carrollton, TX.
Photo by Golda Cox
Tom and Lorraine Zedaker flew their 1947 Stinson 108-2, N400C
from their home in Las Vegas, NV and won the Best Custom Photo by Jack Cox
Classic - over 165 hp award. Engine is a 230 hp Continental
A 1940 Culver Cadet LCA, N29393 owned by Lynne P. Meyer of
0-470R.
Champaign, IL. Note added landing gear fairings.
Photo by Jack Cox
TYPE CLUB
HEADQUARTERS
Little Rocket Racer, SIN 2 being built by Joe Araldi, Lakeland,
Florida. The original, SIN 1, was designed by Mr. Albert A.
Vollmecke and flown by Lee Gehlback to 1st place in the 1930
All American Derby.
Photo by Dick Matt
(L-R) Butch Joyce, Madison, NC, Antique/Classic Director and
Bob Lickteig, Albert Lea, MN, President of the Antique/Classic
Division attended Sun 'n Fun '85.
VINTAGE AIRPLANE 31
Photo by Golda Cox
Barbara Kitchens from Milner, GA and her Clip Wing Piper J-3,
N41105. Plane received Best Antique Monoplane award.
Photo by Jack Cox
The most rare airplane at the Fly-In was this 1935 Miles Hawk
Speed 6 with British registration G-ADGP owned by D. A. McCar-
thy of Limerick, Ireland. Power is a 6-cylinder 210 hp De Havil-
land Gipsy. Plane is the sole survivor of only three manufac-
tUred.
Photo by Golda Cox
1941 Taylorcraft BL-65, N36130 owned and restored by mem-
bers of EAA Chapter 635, DeLand, FL. Power is a Lycoming
0-145-B2, 65 hp.
32 JULY 1985
Photo by Jack Cox
Bili Johnson and his son Bill, Jr. from Hopkinsville, KY with
their 1948 Bellanca Cruisair, N74466. Plane was named Best
Restored Classic - over 165 hp.
PHOTOALBUM
Photo by Jack Cox Photo by Jack Cox
Tom and Viv Tedrow, Freehold, NJ with their Porterfield, N41VT, Dave Serene of Ford City, PA took home a Best Type Award for
winner of Best Cabin Antique award. his Piper PA-20, N1580A.
Photo by Golda Cox Photo by Golda Cox
This classic 1949 Cessna 195, N9375A, owned by Donald E. Piper Pacer, N5732D, converted from a Tri-Pacer by Billy Hen-
Gillom, Lafayette, LA won a Best Type award. derson of Lakeland, FL. Billy is the Executive Director of the
Sun 'n Fun Corporation.
VINTAGE AIRPLANE 33
Side view reveals Taylorcraft influence! Note rounded underside of the 23012 airfoil used on both Taylorcraft and Auster.
AUSTERMARK7
Story and photos by Norm Petersen
The ring of the telephone jolted me
upright at my desk in the EM Aviation
Center. The voice on the far end said
in a genuine Canadian accent, "We are
over at Basler Flight Service with our
unusual aircraft and thought you would
like to know."
In no time, I was across Wittman
Field and walking onto Basler's ramp
- camera in hand. In front of me was
the brightest yellow tail dragger I had
seen in years! Only the Canadian roun-
deIs and fin flash of red, white and dark
blue added color to the machine. Al-
though the Canadian registration, C-
GCID, gave a clue as to the airplane's
home, the nose gave you a definite
tinge of British ancestry.
The two enthusiastic pilots intro-
duced themselves as Sandy Brown,
3713 Haslam Road, Port Alberni, B.C.
V9Y 6A5, and Gary Roach, 2124 11th
Avenue, Port Alberni, B.C. V9Y 2S6.
They had just purchased the Auster Mk
7 near Windsor, Ontario, Canada and
were ferrying the bird home to British
Columbia. (The urge to stop in Oshkosh
and check out the EM Museum was
too much -lucky for me!)
Built in 1947 by the Auster Aircraft,
Ltd. of Reasky, Leicester, England, this
34 JULY 1985
particular Mark 7 had spent most of its
life in Canada as an A.O.P. (Air Obser-
vation Post) aircraft doing duty similar
to our U. S. L-19 observation type
airplane. It seats two side-by-side with
a huge area behind the seats available
for a third person, an aerial camera or
cable-laying equipment. Use as an ae-
rial ambulance (stretcher) is also ap-
proved. The Mark 7 can operate on
wheels, skis or floats.
Sandy and Gary pointed out that the
engine in "GCID" was a 145 hp DeHavil-
land Gipsy Major which just happened
to come from a DeHaviliand "Chip-
munk". In typical British tradition, the
engine is an inverted four cylinder, air-
cooled and turning counterclockwise as
vieweCl from the cockpit. The prop was
a fixed pitch German made Hoffman
which was said to have cost about
$2,000. Ouch!!
. Fuel tanks in the wings hold 24 Impe-
rial gallons (22 usable) and give about
three hours of cruising at 7 gal./hr. The
oil tank holds 3 Imperial gallons of #50
weight oil and consumption on the trip
was running at one quart per hour. Al-
though the Mark 7 will top out at 120
mph, normal cruise at 2100 rpm is 100
mph.
Most aviation people are aware that
Auster started building aircraft in Eng-
land in 1939 on license from Taylorcraft
in the U.S. Hence, Austers have that
"Taylorcraft look" about them and the
Mark 7 is no differ9nt. The doors have
the same shape, the wings have the
same planform and the 23012 airfoil is
used throughout the Auster series of
aircraft.
Sandy Brown and Gary Roach, two of
Canada's most enthusiastic airplane af-
ficionados, pose in the shade of their
newly purchased prize. Note "Junkers"
type flap below trailing edge of wing.
Interior photo shows single control stick with right-hand throttle and mixture. Taylor-
craft owners will recognize large control column frame under instrument panel.
Three-quarter rear photo shows flaps in the deployed position. Note how they seal the
large gap and help reduce the stalling speed to only 35 mph!
There is one main difference! Only
the British can take a docile handling
600 pound Taylorcraft and build the
same machine at 1200 to 1400 Ibs.
empty weight! Although the factory
specs for a Mark 7 put the weight at
1469 Ibs., Sandy and Gary said their
machine has an empty weight of 1401
Ibs. The gross weight is listed at 2210
Ibs, giving a useful load of about 800
Ibs. Take-off run into a 5 mph wind is
125 yards, while the landing run is a
scant 90 yards.
Part of the nearly STOL performance
is due to the fitting of Junkers-type flaps
that mount behind and below the trailing
edge of the wing. These flaps can be
lowered to increase wing area and lift
as they close the "slot" between wing
and flap when deployed. Normal stall
speed is said to be only 35 mph - no
doubt, in part, to the effectiveness of
the flaps.
Sandy, who is in the glass business,
and Gary, who is a logger by trade,
were thankful for two items at Oshkosh.
One was the opportunity to go through
the EAA Aviation Museum, which they
really enjoyed. The other was locating
two cases of # 50 weight airplane oil
at Basler Flight Service. Now they
would have enough oil to complete the
trip to British Columbia.
After taking pictures of the brightly
colored Auster, I bid good-bye to the
Canadians as they headed westward
with their newly purchased prize. I trust
their trip was a successful one.
And, lastly, a word of thanks to Mr.
C. G. Taylor who, at last report, was
nearing 90 years of age and was in fai l-
ing health. Because of his untiring ef-
forts of many years ago, we can enjoy
the sight of an Auster Mark 7 in good
old Oshkosh!
$2000 Hoffman prop graces front of Auster Mark 7. Note cowl
Carburetor side of 145 hp Gipsy engine shows much plumbing opening on left side compared to American in-line engines
and control rods. Cowling is held on with six Dzus fasteners. which have opening on right side.
VINTAGE AIRPLANE 35
THE ED MORROWSTORY
(Part two of two parts)
Ed Morrow in 1929 with a Timm Collegiate
powered with a 165 hp Continental A-70.
as told to Ted Businger
(EM 93833, AlC 2333)
Rt. 2, Box 280 Willow Springs, MO
65793
ELMER DYE
As Elmer Dye became such a focal
point in my life for several years, a little
of his background seems appropriate.
He was raised on his parents' sheep
ranch near Worland, Wyoming. One of
his first jobs off the ranch was as a
mechanic/welder in the oilfields near
home, which proved to be an asset
later.
Doctors ordered his mother to South-
ern California as a means of restoring
her failing health. Initially they located
in Long Beach where the flying bug bit
Elmer. He signed up for lessons with
Ryan but before he could begin flight
training, the Ryan facility in Los Angeles
was closed down. To enable Elmer to
pursue his training, the Dye family
moved to Encanto.
Elmer and I really got acquainted
when I bought a used revolver and
needed help learning how to hit a target
with accuracy. This was an easy as-
signment for him as he had started
handling firearms at an early age on the
Wyoming ranch. He was a marvelous
companion and we soon joined forces
as partners in building two sport planes.
36 JULY 1985
Elmer was a self-assured "leader of
the gang" type of young man. I admired
his self-assurance and tremendous
drive. When it came to things aeronau-
tical, I was usually conservative. Elmer
had a way of making his opinion the
dominant one.
ELMER DYE'S HEATH PARASOL
Elmer had a Heath Parasol powered
with a three cylinder Anzani engine.
They are the ones that vibrate so badly
your eyes seem to see everything two
or three times. The little ship was stored
at Dutch Flats Airfield.
One day some "light fingered" gents
partially dismantled the plane and
towed it up to Huntington Beach where
an alert policeman noticed Elmer's
name on the cockpit side and called
him. Until then we were not aware it
was missing.
We drove up to retrieve it, but the
wing was too cumbersome for the car,
so it was temporarily stored in a shed
adjacent to an oil well derrick. We took
the fuselage and engine with us. When
we arrived at Encanto we stored the fu-
selage under Elmer's mother's home.
This was an easy chore as the house
was built on a hillside. The open end
easily accommodated our needs.
SOLAR MS-1
With Claude Ryan sitting on the
sidelines and the Mahoney-Ryan Com-
pany gone, there was very little opportu-
nity for aviation type employment in San
Diego in May, 1929. Fred Rohr was the
plant superintendent at Solar (this had
originally been Prudden) and the two of
us had worked together at Ryan.
This factory was located in one wing
of the old fish cannery building that had
been used by Ryan. Bill Lewis had de-
signed and was completing the en-
gineering on a large sesqui-wing
airplane at that time. Mr. Lewis was
highly regarded in the aviation commu-
nity as he was the Lewis of Lewis and
Vought.
The Solar Company owner, Mr. Price
hired me on Fred's recommendation.
The job I was hired for was to make all
the fittings and welds required, plus any
machining. A promise was made that I
would be the department head of that
section just as soon as business picked
up.
As we neared the completion of this
large corrugated skinned plane, it was
obvious that Mr. Price was having great
financial difficulty. Unless a buyer
showed up fairly soon, it would be
necessary for me to go job hunting
again.
By this time Fred Rohr had just about
perfected his drop hammer operation
and the income derived by the company
was due to the drop hammered parts
being made.
On one visit with Hawley Bowlus
(myoid boss at Ryan) a job was offered
at San Diego Air Service. It included a
stipulated number of flying hours each
month for each of the instructors. Natur-
ally this situation left me with very mixed
emotions.
The folks at Solar were fine people
and if sales . materialized, it would be
the more stable place to work. A great
deal of agonizing went on over quite a
period of time. Finally I explained the
offer to Mr. Price and Fred Rohr and
regretfully asked to be released. I be-
lieve they were relieved to have one
less employee to worry about.
The Solar MS-1 was an aristocratic
looking aircraft for its time and was an
. Elmer Dye and his Heath Parasol. Airplane was stolen and later recovered.
1930SolarMS-1, NC258V,SIN 101 withWaspC420hpengine.Thisall-metalplanewas
soldtoacustomerin Mexico.
outstanding performer in the air. When
itwastimetotestflytheMS-1, Irecom-
mended Doug Kelley to Mr. Price as
the pilot. In January, 1930, Mr. Kelley
washiredandalltestswerecompleted.
Doug Kelley was the ideal man for the
job,and Solarwas as pleasedwith him
as he was with them.
Several days afterthe final testflight
Lindbergh returned and, of course, he
had to fly the Solar MS-1.His remarks
were very encouraging.
Kelley then tookthe sesqui-planeon
a tour of California, partly to show its
cross-country performance and partly
to seek abuyer.In an efforttostirupa
sale, Mr. Pricecameupwithapublicity
stunt that garnered some press. He
dubbed the plane "The Flying Nursery"
and scheduledasalesflightbacktohis
hometowninMassachusetts.Theplane
would transport his wife and three little
children.
DougKelleycouldnotbesparedfrom
hisdutiesaschiefpilotfor"Airtech"(San
Diego Air Service) for such aperiod of
time, so Bill Seaton, his assistant, re-
placed him for that tourof the country.
When the plane came back to San
Diego, Iwas allowed alittlestick time.
LaterthatplanewassoldinMexicoand
the buyergot one ofthe best bargains
in aviationhistorywhentheytookdeliv-
ery in 1931. (Author's Note: In 1963
Solarreceived an inquiryfor areplace-
mentwing panelforthe MS-1. Isitpos-
siblethis plane still exists in Mexico?)
AfterleavingSolarAircraft,DougKel-
ley worked his way up in AirTransport
and is nowthe retired Presidentofthe
P.S.A.
FLYWORM
Cliff and Elmer had been working in
Mission Beach, California during the
time I was with Solar. They had been
building a "cyclonic aircraft" designed
by Paul Maiwurm. After several view-
ings of "the thing", I was firmly con-
vinceditcouldneverleavetheground.
When Maiwurm lefttown, Elmerwas
verysubdued.Hefinallyblurtedoutthe
fact that he, his Mom and Aunt had
madeasubstantialfinancialinvestment
in the project and now that was lost.
ledged that he had gained some valu-
able work experience as he had done
the welding on the machine, along with
manyotherdetailsnecessaryin sucha
project.
THE 1929DYE DART"SPORT"
We used tM Anzani engine from
Elmer's Heath for the sport plane we
built. As thetwo ofuswere fairlyadept
welders the "Sport" ended up with a
welded tube fuselage and wing. The
covering was standard for that period,
fabric and dope. We knew what we
wanted our sport plane to look like,so
no drawings were made. It was strictly
eyeball engineering.
One morning I took a Warner-pow-
eredTravelAirfromAirtechandheaded
toward Kearney Mesa. The school had
an auxiliary field there as part of the
primary training program. This was to
separate the student pilots from the
congestedandmorehazardousmilitary
and commercial activity close to San
Diego.
As I'd suspicioned, Elmer and Cliff
had towed the Sport from Encanto to
Kearney. As Ineared the field Isaw a
neat little plane flying around. When
Elmerspotted the Travel Air, he beata
hastyretreattothefield and landed. By
the timetheTravel Aircould be landed
andshutdown,Elmercouldbeseenon
the far side ofthe Sport, ostensiblytin-
kering wilh the plane and glancing fur-
tively in my direction. He didn't recog-
nize me and thought he'dbeen caught
in theactofflyingthisunlicensedplane
byanofficialoftheDepartmentofCom-
merce.
Relieved thathewasn'tgoingto lose
his pilot's license, he excitedly de-
scribed the ,handling qualities of the
Sport.Igave eachofthem ashorthop
in the Travel Air, then departed for
home base. Elmerflew the Sport back
to Encanto, while Cliffdrovethe car.
During the ensuing week, Elmer
made a few minor revisions to the
plane. That weekend we towed the
Sporttoasmallfieldonanearbyhilltop.
Naturally there had to be a photo ses-
sion,and some fine tuning, then itwas
my turn to make my first hop in our
dream plane.
Once in the air,my elation turned to
chagrin.The aileroncontrolwasnextto
non-existent. It almostseemed we had
Ed MorrowPhoto
When things settled down,he acknow- Paul Maiwurm's "Flyworm"CyclonicaircraftbuiltinSan Diegoin1925.
VINTAGEAIRPLANE37
The first Dye Dart "Sport" built in 1929 by Elmer Dye and Ed Morrow. Engine was a
3-cylinder Anzani.
The first Waco 10 on Ryan's Dutch Flats field. Originally powered with an OX-5, Ed
Morrow installed this 90 hp Siemens-Halske. He recalled cracks developing in the cast
aluminum head through the spark plug holes and the plugs blowing out, "shooting
holes in the propeller. "
Autographed photo of Douglas Corrigan in his Curtiss Robin. Corrigan earned the
nickname "Wrong Way" in July, 1938 when he took olf in his Robin from New York
"intending" to fly to California, but he "misread" his compass and flew non-stop to
Ireland.
38 JULY 1985
built a solid wing, with all lateral control
being by rudder only. In all other re-
spects, it lived up to Elmer's ecstatic
report. It was indeed a sportster, albeit
a very touchy one on the elevators. The
landing was a revelation as it touched
down without a wobble or a jar; or, as I
told Elmer, "Like a crow on a post."
That one flight was enough for me.
The Sport had to be reworked to give
betler control. Elmer was satisfied
enough to continue flying it, at least until
he wrapped it around a power pole on
take-off. Elmer suffered some minor in-
juries to his neck and back in this mis-
hap. The remains of our Sportster were
stowed under his mother's house, next
to the Heath.
AIR TECH
About the same time I changed jobs,
"San Diego Air Service" changed its
name to "Airtech". I recall this being the
classiest flight school in existence, at
that time. Mr. I. N. Lawson assembled
the best staff available. His instructors
and classes they taught were:
I. N. Lawson, Aerodynamics
Hawley Bowlus, Aircraft Construction
and ~ e p i r
Gene Fry, Engines
Jack Thornburg, Dope and Covering
Roy Campbell, Airport Management
Archie Atherton, Parachutes
Doug Kelly, Flight
Harold Gatly, Navigation
Dean Blake, Meteorology
Doug Corrigan, Operations
John van der Linde, Woodworking
Shortly after being admitled to ''the
circle", I found myself conducting a
class in Construction and Repairs, in
addition to my work in the welding and
metal shop. Later the Aerodynamics
class was also under my tutelage. I
gave it my best possible effort and really
did try hard. Perhaps the students did
not realize it, but I did not feel prepared
or qualified to handle so much responsi-
bility so soon.
Not long after this, Hawley Bowlus
decided to leave the school to pursue
his dream of building sailplanes. He felt
more time had to be devoted to the de-
sign of his sailplane in order to get it
into production. Now my office door car-
ried a new title, "Chief of Ground
SchooL"
HARRY AND DOUG CORRIGAN
A few month after I started to work
for the school, my roommate Nabor
went to work for Kinner in Glendale,
California. This put me in the position
of having to pay all the bills on the apart-
ment as well having to do all the chores.
When Harry Corrigan, Doug's brother,
came to San Diego for his summer va-
cation from U.C.L.A., it was a relief to
have him move in with me. Harry was
working at Jimmie Russell's
parachute factory, a job that I'd helped
him get.
Harry was an extremely decent guy
and as smart as a whip. He made sev-
eral abortive attempts to teach me
some higher mathematics, until he dis-
covered how impossible it was to pound
round numbers into a square head.
Doug dropped in with great regularity,
which allowed the three of us to have a
number of memorable evenings. Few
brothers have a stronger bond of affec-
tion and general regard for each other
than these two. Doug was helping to
finance Harry's education that he him-
self was denied. I felt fortunate to know
them and be treated as a family
member.
One evening shortly before we left
the field, Doug hand propped a Curtiss
and his hand caught a good lick. While
walking home our path took us over a
sizable embankment that required a run
and jump to climb. By that time his hand
was really sore, and wouldn't you know
he slipped and fell on it. The pain was
so severe, all he could do was hiss, and
try to keep the tears from his eyes.
Doug put in many long hours and
often as I'd leave he could be seen look-
ing out the back window with a wistful
expression. The look seemed to pose
the question, "Will I ever get the break
needed in this flying game?" It is possi-
ble that even then he was formulating
a plan to cross the Atlantic?
As far as I'm concerned, Doug Corri-
gan succeeded greatly, both as an av-
iator and a fine human being because
I had the honor and privilege of watch-
ing him develop through daily toil that
often was drudgery. That made me
proudest of all when this "doogle boy"
realized his daring dream.
CLARK AND GOODWIN
A sorry incident occurred when one
of our mechanics named Clark and a
student pilot named Goodwin made a
flight in the school's only Monocoupe.
Doug Corrigan was Chief of Operations,
but as luck would have it, he was in
Arizona installing a new engine for one
of our customers.
Apparently Clark reasoned that he
could get away with a short hop on
Goodwin's time as long as Corrigan
wasn't around to see it. They took off
together in the Monocoupe, heading in
the direction of Kearney Mesa. In all too
short a time a U.S. Navy pilot landed
and informed Hawley BoWlus that he
had observed our Monocoupe going
into a low level turn and a half spin,
then crash.
By his action, Clark had knowingly
broken many rules. He was prohibited
from flying while on duty, he used an
airplane with an incomplete inspection
that bad not been signed off for flight
(that was part of my job). Most as-
suredly he was not allowed or qualified
to take a student aloft. We were never
able to comprehend why poor Goodwin
allowed himself to be euchered into that
flight.
BOWLUS "SAILPLANE"
By 1929 Hawley Bowlus was well
into building his sailplane. By today's
Hawley Bowlus left Alrtech to devote his time to the development of this Bowlus
Sailplane. Note "roadster" used as tow car.
Hawley Bowlus prepares to test fly the Lawson Primary Glider In 1929. Ed Morrow
welded the steel tube fuselage.
The Barling NB-3, reg. no. 880M owned by Ruth Alexander in 1930. Ed Morrow replaced
the original LeBlond engine with a Warner because the owner planned to make record
setting flights.
VINTAGE AIRPLANE 39
Last photo taken of the second Dye Dart. It crashed in Wyoming enroute to Detroit for
start of Cirrus Derby.
standards, it was primitive. About six
units were finished at San Diego's
Lindbergh field, then Hawley moved his
operation to San Fernando, California.
Most of his soaring flights were at Point
Loma. Lindbergh bought one for his
own use after soaring at Point Loma
and in the Temachapi Mountains near
Gorman, .California.
At one time Hawley held most of the
world's soaring records. Then his chief
instructor, Jack Barstow used the
same bird to break them. Shortly before
Hawley passed away, he went to
Mojave for a weekend of successful
soaring. When he was packing up to
leave, he remarked, "For all the years
I've been away from it, I can't see where
I've lost very much."
LAWSON PRIMARY GLIDER
Mr. Lawson brought the drawings of
his primary glider to me. His instructions
were "Hawley's sailplane is stirring up
considerable local interest in that field.
This design of mine is for a rugged pri-
mary glider that is simpler and less time
consuming to rig and break down. The
fact it can be moved on a very light-
weight trailer is a big plus for us too. I'd
like you to use it as a project for instruc-
tion on construction techniques. Divide
the task among the ground school stu-
dents to allow them the opportunity for
a practical application of things they
have studied. We will use the glider to
teach our own students plus any outsid-
ers interested in our primary gliding
course as a preliminary to stepping up
to Hawley's sailplane level."
The wing construction was assigned
to the wood shop and later to cover and
doping. My metal shop students laid out
the steel tube fuselage frame on the
concrete floor, cutting and fitting as re-
quired, identical to the system we used
on the first projects at Ryan. We tack
welded the frame on the floor, then put
it on sawhorses to complete the weld-
ing.
The wing was built in two sections
because of its complicated structure
and as an aid in transportation and stor-
age. The airfoil shape was similar to a
Clark Y, only thicker. The metal portion
was completed quickly so some of the
metal shop students "turned to" on the
wing, which hastened the project's com-
pletion time.
Because of Hawley's experience with
sailplanes, he was allowed the honor of
40 JULY 1985
making the first flight. One of our group
had a Roadster to which we tied a 100
ft . length of rope for the tow. He made
four or five tows, each with increased
tow lengths, till the last one put him over
100 ft. high and at an angle greater than
45 degrees. I was next in line and be-
cause every1hing had gone so
smoothly, another 100 ft. was added to
the rope. In three successive tows I was
never less than 100 ft. a.g.1. I never was
able to make a wheel landing, only
three point like in a powered plane. That
glider landed feather light either way.
Most of those in the area who were
interested in sailplane flying checked
out in the Lawson Glider. Some very
prominent personalities put in some
stick time but never advanced to the
Bowlus sailplane. I towed off many
times in Hawley's machine, but never
really got into soaring.
RUTH ALEXANDER
I was asked to install a five cylinder
Warner engine in a Barling NB-3 for a
young lady named Ruth Alexander.
Ruth was a nice lady and in time she
could have been a fine pilot. She had a
burning desire to make a name for her-
self, in the shortest possible time. Un-
fortunately her ambition exceeded her
ability and that of the equipment.
With her Warner-powered Barling,
she did make several record fl ights.
One of her attempts was aimed at the
altitude record and her sponsor was a
name brand parachute company. I was
to modify the pilot' s seat to accommo-
date the chute, but she had accelerated
her schedule to the point where there
was insufficient time to complete the
job. When I discussed this with her, she
just shrugged it off with, "I really don't
want the extra weight anyway!" She
went up sans chute.
Her next record attempt was a non-
stop cross-country from San Diego to
Wichita, Kansas. I was in Santee,
California that night and heard her fly
up Mission Valley. I could also see
patches of fog in the moonl ight and later
I heard her coming back toward town.
When I checked in for work the next
morning the bad news awaited me. Ap-
parently she had flown back on top and
when she thought she was in the vicinity
of the field she dived through the fog,
pulling the wings off on pull out.
Every1hing about that flight was
wrong. The Barling did not have
adequate instruments for an all weather
night flight, and her experience was too
limited. Somebody really goofed by al-
lowing her to take off. We shoved the
remains of her plane in the back room
of the now defunct Bowlus Sailplane
Factory.
FLIGHT TIME
In spite of all the previous time I'd
logged solo, Airtech signed me in as a
student pilot. This only meant the addi-
tion of a scant two or three hours of
dual time. Most of this was accumulated
in a Warner-powered Travel Air. Bill
Seaton was my instructor and he taught
me a great deal. Later another instruc-
tor Earl Mitchel checked me out in a
Travel Air "Speedwing", with a 225 hp
J-5. That was some ship, a true delight
to fly.
When the school was satisfied with
my flying, I began to accumulate the
Wright J-5 Travel Air, NC9822 used by the Airtech School of Aviation for advanced
(commerCial) courses. Movie actor Wallace Berry once owned this plane.
greatest amount of time in Kinner and
Warner-powered Fleets. It was in the
Fleets that I really worked on aerobat-
ics. My agreementwith the school was
for a given number of hours of flight
time.Therewerenospecificlimitations,
but it didn't seem wise to test their
generosity. I selected a practice area
some distance from the field where I
was determined to learnto beas good
apilot as was possible.
Airtech also had a Ryan "Brougham"
and a Challenger "Robin" which I had
the opportunity to fly after I had my li-
mited commercial license. The school
then gave its blessing on my carrying
passengers.
Adandylookingbiplanearrived from
Los Angeles one day, and proceeded
to make the most astounding landing
I'd ever seen. He "drug" the tail skid a
very long wayacrossthefield, withthe
wheels at least a foot off the ground,
finally settling in. It was an OX-5 Bird.
Someofuswereallowedademonstra-
tion ride.
During my flight in the Bird I was in
for a surprise. As I came in for what
should have been a normal landing, I
badly overshot the field. Of course I
couldhaveslippedliketheDickensand
fish-tailed, but that would have denied
me thechanceto learn somethingfrom
the experience.The nexttimearound I
heldthe nose up,justlikeweweretold
nevertodoinaJenny.Thebirdlanded
like a feather. I really loved that plane
and the Kinner-powered Bird that was
deliveredtotheschoolsometimelater.
One plane we repaired at Airtech
seemed to embody everything good in
an aircraft. If was a Stearman with a
225hpWrightWhirlwind.Itwasbrought
up from Mexico showing substantial
battle fatigue, with a neat row of 30
calibre bullet holes in it. We never
learned the explanationforthis.
DYE MORROW"DART"
Following Elmer's recovery from the
Sportster accident, we commenced
searching forasuitablepowerplantfor
our next venture. Ourfirst stop was at
theKinnerplantin LongBeach,Califor-
nia.TheKinnerfivecylinderwasagood
enginebutsimplydid notfit in wellwith
whatwe had in mind.
OurnextstopwasatMenascowhere
wecheckedoutthe90hp"Pirate".This
suited ourneeds, butwas well beyond
ourmeans.Wediscussedadealtopro-
mote that engine if the price were re-
duced for us. Menasco felt they had
enough exposure and held firm on the
price.That left usout.
Thelaststopwasatthelocal"Cirrus"
dealer. This organization had.the first
inverted unitin SouthernCaliforniaand
were willing togiveadiscountin return
for our promotional efforts. Elmer paid
for the engine by having his Dad sell
$3,000 worth of sheep. My investment
was in the raw materials plus other
needed items. This required nearly
everycent Ihad.
build the "Dart". The two of us spent
everyavailableminuteon it. LaterDoug
and Harry Corrigan assisted us as
much aspossible. Fred Rohrmadethe
cowling on his drop hammer at Solar.
When completed, Elmer made the first
flight, and oh howthat babydid fly!
Webuiltthewingtobefullcantilever,
then decided that was too daring a
moveforus,withthelimitedknowledge
we possessed.Astrutwas then added
to each side, going from the top ofthe
fuselage to the top tube of the wing
spar, just inboard of the landing gear
andtheouterwingpanel.Wethenreco-
veredtheaffectedareaandpaintedthe
plane dark blue. Elmer then flew it to
Lindbergh Field, partlyto showit off.
Nextcame the great daywhen Igot
to fly ourlatestcreation.Elmerwanted
togoalongsohehadtorideinthefront
cockpit as there were nodualcontrols.
Without giving it a real "wringing out"
we did give it a complete check out. I
wasthrilledtothecorewithitshandling.
The Dart had too much aileron area,
which madeit sensitive, butthis was a
vast improvment over the Sport. With
the two of us aboard, it cruised at 11.5
mph indicatedand 130mphfull throttle
in level flight.
The only significant problems that I
can recall were poorfuel flow between
thetankandthecarburetor;andabuck-
led tube in the area of the front wing
spar. As a hindsight, that should have
raised a red flag.
Bythattime the starting date for the
American Cirrus Derby was close at
hand. Elmerwas surethe Dart had as
good a chanceto win as any, and that
even placinghighatthefinishwouldbe
the best advertisement we could get.
Myconservativeargumentwastokeep
the ship in the local area, with a less
rigorous flight program.
We bothagreedthatournextproject
would be an improvement on the Dart.
Thechangesweproposedwere an ad-
ditionalfootoflandinggearlength, less
sensitiveaileronsandacompletestress
analysis.
As Elmer had the larger investment,
and was the daring onein ourpartner-
ship, his determination to compete in
the Cirrus Derby became overwhelm-
ing. On hisflightto the Derby'sstarting
point at Detroit, Michigan, Elmer de-
cided togobywayofWorland,Wyom-
ing to showthe Dartto his Dad. As he
nearedCasper,Wyominghegotboxed
in by two especially vicious thun-
derstorms. The severe turbulence col-
lapsedonewing,whichstruckhishead
beforedepartingtheaircraft.Thewreck
ended up in a plowed field and it took
three days by team and wagon to get
Elmer's bodyto Worland. Notonlyhad
I lost a good friend and business as-
sociate, butalsothe effortand dreams
of a year. In retrospect, we had ex-
ceeded our ability and the price was
veryhigh.
EPILOGUE
In a very short time the Depression
caught upwith Airtech and this superb
school was forced outofbusiness. For
a time Isurvived on several temporary
jobs. Finally, the only sensible thing to
do was to return to the family farm at
Kent, Oregon. There I prayed for a
quickeconomicupturnthatwouldallow
metoreturntotheonlyvocationI'dever
wanted- aviation.Latein 1933,atele-
gramfrom"DapperDan"Burnettinvited
me backto Ryan.
Iam mosthappythatitwasmygood
fortune to have had my day of flying
andbuildingairplanesfromthetwenties
tothefifties.Thattypeofaviationcareer
is gone forever because governmental
restrictions, and excessive costs bar
thoseofmyincomegroupfrom engag-
ing in the type ofan aviator's lifethat I
enjoyed.
The current ultralight movement is
exciting, however its rapid growth is
bringing on government regulation. In
spiteofthisIthinkitfacesahealthyand
thrilling future.
Author's note: Aspecial thanks is due
Mr. Howard Rozelle of the Pacific
Beach (California) Historical Society
who willingly provided many' of these
photos on very short notice .
PhotobyHowardRozelle, 1215184
It took us a trifle less than a yearto
Doug"WrongWay"Corriganand Ed Morrowreminisceoveroldphotos.
VINTAGEAIRPLANE 41
By DennisParks
(EAA 115388)
Purdue UniversityLibraries
One of the most cited early American
aviation publications was the Aeronauti-
calAnnualedited by James Means of
Boston. James Means, like Chanute,
was determined to spread as much in-
formation about mechanical flight as
possible. His vehicle for doing so was
his AeronauticalAnnual.
For the three issues published during
the 1890's he edited and issued signif-
icant papers on current developments
in aeronautics prepared by experimen-
ters in the field. James Means' interest
in flight began with a sea voyage during
which he became fascinated with
watching gulls fly. This led him to con-
sider the possibilities of mechanical'
flight.
He expanded his interest by collect-
ing aeronautical literature, mainly com-
ing from Europe. He shared his
thoughts in a few popular publications.
One in January 1893 appearing in
FrankLeslie'sWeeklydeclared his idea
that it was wiser to first develop a small
unmanned model than risk the lives of
men and that "any measure of success
with full-sized apparatus must be pre-
ceded by complete success with flying
models."
In 1893 Means retired from his busi-
ness of shoe manufacture and devoted
full time to experimenting with model
gliders. By the end of 1894, having built
a fair glider model, Means asked him-
self, what next? It occurred to him that
there were others around the world who
were experimenting like him in ignor-
ance of others' work. He decided to
gather the best of the world's literature
and publish it. This led to the publication
of the AeronauticalAnnual. The first of
which appeared in 1895.
Having no contributors for the first
issue, Means made it an historical vol-
ume. Copies were sent to every exper-
imenter he could locate and to public
libraries in the larger American cities. It
was available for sale to others for
$1 .00. Production costs were from
Means' own pocket and there were no
advertisers.
There were 16 articles and an edito-
rial in the first issue of 172 pages. It
also included 16 plates of illustrations.
The title page described the annual as
being "devoted to the encouragement
of experiment with aerial machines, and
to the advancement of the science of
aerodynamics."
Means had gone as far as he could
with his experiments, he lacked the
knowledge to go further. The literature
42 JULY 1985
The
Aeronautical
Annual.
1895.
Edited by JAMES MEANS.
BOSTON. MASS.,
\\" . B. C LARKE & CO. ,
340 W ASHISGTO:\" STREET .
James Means' AERONAUTICALANNUAL, 1895, 1896, 1897.
of others could build a body of knowl-
edge to help others. What was also
lacking was true "research", the scien-
tific method, which the Wright brothers
brought to bear so well on the problem
of manned flight.
The first volume begins with
Leonardo da Vinci's treatise upon the
flight of birds and his design for an or-
nithopter. Leonardo remarked on the
soaring of birds and the power of wind
needed to keep birds aloft.
A reprint of Sir George Cayley's "On
Aerial Navigation" from Nicholson's
Journalissues of November 1809, Feb-
ruary and March 1810 was the second
article. Cayley the "Father of British
Aeronautics", believed that it was futile
for man to expect to fly by flapping arti-
ficial wings, an idea that held sway for
a long time and hindered aeronautical
development. He also discussed the
aerodynamics of the concave shape of
bird wings and the effect of angle of at-
tack on performance.
The first issue also included a reprint
of Francis Wenham's paper given be-
fore the new Royal Aeronautical Society
in June 1866. Wenham also discussed
bird flight. He had discovered the prinCi-
ple of the high-aspect wing. There were
also many short pieces including a
selection of letters between Benjamin
Franklin and Joseph Banks in London
and others in America. Franklin had wit-
nessed the first manned balloon flight
in France during 1783. In response to
his report about the flight to Philadel-
phia, he received a letter from Francis
Hopkinson saying "We have been di-
verting ourselves with raising paper bal-
loons by means of burnt straw, to the
great astonishment of the populace."
In a concluding editorial, Means gives
details of his model glider designs. He
concludes the volume with "No one
dares to set a limit to man's achieve-
ment; we are now only in the earliest
stages of the science of aerial naviga-
tion." 1896 saw the appearance of the
second volume. It contained 19 articles,
16 plates, now including photographs,
many illustrations and 158 pages. In re-
sponse to the first volume this one now
contained original contributions. The
major articles were by Lilienthal , Maxim
and Chanute. Lilienthal 's 18-page arti-
cle was entitled "Practical experiments
for the development of Human Fl ight."
The German pioneer, Otto Li lienthal
had also studied bird flight and pub-
lished a book about it in 1889. He de-
cided that one had to conquer the air
by actually flying. He thus embarked on
gliding experiments and in the years be-
fore his death in a glider in 1896 he
made made over 2,000 flights.
In this article he stated that the "jour-
ney in the air without the use of the bal-
loon is absolutely necessary in order to
gain a judgement as to the actual re-
quirements for an independent flight.
He recognized the need for aircraft sta-
bility and stated "It is in the air itself that
we have to develop our knowledge of
the stability of flight." Lilienthal's death
saddened Means, especially since he
had argued for the use of flying models
for experiment in order to not risk
human life.
Hiram Maxim's 30 page article "Natu-
ral and artificial flight" is very interesting.
It covers his interest in bird flight and
his design and construction of a flying
machine.
Unlike others who worked with flying
models and those who experimented
with gliders, Maxim decided to plunge
right in ''to make a larger machine
heavier than air that would lift itself from
the earth by dynamic energy generated
by the machine itself."
His machine was not large, it was
huge. Of biplane configuration, the main
planes were 110' long, carried a total
area of 5,550 sq. ft, had a 350 hp steam
engine pulling twin 17' props, and
weighing 3-1 12 tons.
His effort was not to provide free flight
or build a practical airplane, it was just
to show that his propulsive design could
lift a heavier than air craft from the
ground. This it did in 1894. At a speed
of about 42 mph it lifted clean of the
tracks it was on, but got fouled on the
retaining guard rails placed to prevent
a complete take off, and crashed.
Octave Chanute, the great American
gliding pioneer and aviation historian,
provided a 15-page article "Sailing
Flight" .in which he examined the con-
siderable literature on bird flight. He did
not find in any of it precise measure-
ment that would be necessary to test
the author's theories "by numerical
examples." He said he was determined
to gather such data for himself.
In the remaining short pieces were
six papers related to kites, including one
by Alexander Bell on his tetrahedral cel-
lular kites. In the editorial Means issued
an invitation to "Experimenters in all
parts of the world to send in concise
accounts of their experiments".
In the introduction to the third and
final volume of 1897, Means, after be-
moaning the loss of Lilienthal, went on
to state that ''the advance toward the
full solution of the problem of flight
which was made in the year 1896 was
greater than that of any previous year."
He stated that the "best lines for inves-
tigators to follow are very clearly
marked out." These were 1) Develop-
ment of the self-propelled aerodrome
(Langley's term), 2) Development of the
motorless air-sailer, 3) Development of
the motor.
The volume of 178 pages included
14 articles, a miscellany and an editorial.
There were 18 plates of illustrations and
photos.
The lead article was a 24-page
treatise by Samuel Langley "Story of
Experiments in Mechanical Flight." The
article covered Langley's experiment in
powered models from 1887 to 1896 with
the successful flight of Aerodrome No.
5.
This is followed by an article by Cha-
nute "Recent Experiments in Gliding
Flight" in which he tells of work done
along the Lake Michigan dunes near
Chicago during the summers of 1896
and 1897.
Another article was by Chanute's col-
laborator, August Herring, called
"Dynamic Flight." Percy Pilcher, a glider
experimenter from England who was to
meet the same fate as Lilienthal, contri-
buted a paper on his work.
Means in his editorial again makes a
strong plea on behalf of flying models
for research. "We have reached the
stage of experiment where it is neces-
sary to use all possible persuasion to
keep reasonably near terra firma those
persons who have nothing but the cour-
age of ignorance to equip them for ven-
tures in the air."
The three volumes of 1895, 1896,
and 1897 providing accounts of such
famed contemporary experimenters as
Lilienthal, Langley and Chanute repre-
sents the best collection of the experi-
ments and thought available at that
time, and one of the best of all time.
Means stated in his first volume "If
this compilation should happily bring
any new workers into the field of aero-
nautical experiment, the hopes of the
editor will be amply fulfilled." That such
hopes were fulfilled is evidenced by a
letter from Orville Wright dated January,
5, 1908 containing the following : "The
old Annuals were largely responsible for
the active interest which led us to begin
experiments in aeronautics."
The volumes of the Annuals were
examined in the Goss History of En-
gineering Library at Purdue University .
MEMBER'SPROTECTS...
t:lII
This section of THE VINTAGE
AIRPLANE is dedicated to members
and their aircraft projects. We welcome
photos along with descriptions, and the
projects can be either completed or un-
derway. Send material to the editor at
the address shown on page 3 of this
issue.
This beautiful blue and white 1940
WACO UPF-7, N173E, SIN 5592, is
owned by Espie M. "Butch" Joyce, Jr.
(EAA 19740, AlC 4199), Box 468, Madi-
son, NC 27025. It's based at Shiloh
Field where he keeps his award-win-
ning Beech 0-35 Bonanza. The Waco
originally was one of the thirty-plus as-
signed to the Private Flying Section of
the CAA and painted black and orange.
Butch is planning to restore the plane
back to its original configuration .
VINTAGE AIRPLANE 43
, I y p e ClubActivities
The Meyer's Aircraft Owners Associ-
ation newsletter dated April 9, 1985
mentioned that E. J. Whorton has infor-
mation on the installation of a Century
IV Auto Pilot in a Meyers 200 at an ex-
tremely reasonable price. Call him at
503/838-5873.
The newest member of the Meyers
Association is Ian Pollock of Northcliff,
South Africa. He has an immaculate
200 which was shipped to South Africa
in 1965 and assembled at Rand Airport,
outside Johannesburg. He is the sec-
ond owner.
Col. Bud Young has modified his gear
lights on his Meyers 200 to show
GREEN when down and locked, all
lights OUT when up and locked, and
RED while cycling or unlocked. For a
copy of the modified wiring diagram,
send a SAS.E. to the address below.
Although only the Model 200 is men-
tioned here, this group is for 145 and
OTW owners as well. For information
on the Meyers Aircraft Owners Associa-
tion contact: Jacque Merrihew, 199 So.
Washington Street, Sonora, CA 95370.
Phone 209/532-2826.
The Corben Club is a new Type Club
dedicated to the finding, restoring and
building of Corben designs like the
Baby Ace, Junior Ace and Super Ace.
The Corben designs are both antique
historically and fit into the replica cate-
gory as well.
The basic purpose of the club is to
establish communication among those
who cherish Corben history and for
those who build and fly the famous trad-
itional Corben designs. The goals are
to develop purpose and fitting activities
for Corben owners and fans. The first
Corben Club Fly-In will be held July 4-6,
1985 at Antique Airfield near Blakes-
burg, Iowa.
For further information write Corben
Club, P. O. Box 127, Blakesburg, IA
52536, phone 515/938-2773.
44 JULY 1985
The 3rd National Aeronca Factory Fly-
In has been scheduled for June 13-15,
1986 at Middletown, Ohio. The two pre-
vious Aeronca Fly-Ins at Middletown
were sponsored by some of the
Aeronca Type Clubs. For more informa-
tion contact Jim Thompson, Box 102,
Roberts, IL 60962, phone 217/395-
2522.
gUPVv CUB
The Second Annual Super Cub
Pilot's Association Fly-In will be held
July 5-7, 1985 at the Root Ranch in the
Idaho Wilderness Area. The Root
Ranch is owned by Flying Resort
Ranches and is about ten miles south
of the Chamberlain Basin Airstrip, the
. location of last year's fly-in.
There are facilities for camping, as
well as a bunkhouse and lodge to meet
the needs of those who want to sleep
in a bed and have their meals cooked
for them, as well as those who want to
rough it in a sleeping bag under the
wing.
There were about 35 Super Cubs in
attendance last year and from the
number of inquiries, there may be twice
that many in attendance this year. For
information contact: Jim Richmond,
Super Cub Pilot's Association, P.O. Box
9823, Yakima, WA 98909, phone 509/
248-9491 .
MINNESOTA SEAPLANE PILOTS
ASSOCIATION
The seaplane facilities on Lake Win-
nebago near Oshkosh, Wisconsin were
described in this group's current news-
letters. Some of the members plan to
fly there during Oshkosh '85, July 26-
August 2.
The Seaplane Pilot's Association an-
nual corn roast will take place at the
seaplane base on Monday afternoon,
July 29, during the afternoon airshow,
with all the brats and sweet corn you
can eat. The flight into the base from
the north is described as very simple
and safe. The base is very well or-
ganized with frequent shuttle buses to
Wittman Field during the Fly-In.
Anyone interested in coordinating a
MSPA contingent to Oshkosh is asked
to contact the Minnesota Seaplane
Pilot's Association at 6980 Lake Drive,
Circle Pines, MN 55014, phone 61 21
559-2448.
Because of the unprecedented
growth in membership over the past few
months the CPA outgrew its first office
and in June, moved into offices in the
International Flying Farmers building on
Wichita's Mid-Continent Airport. The
mailing address remains the same but
the new phone number is 316/946-
4777. Members passing through
Wichita are welcome to stop and visit
and can actually park their airplanes
right outside the office.
The CPA will celebrate its first an-
niversary on August 1st. The rapid
growth of the group resulted in the
monthly newsletter expanding from
eight to twenty-four pages over the past
eight months.
An "every member get a member" re-
cruiting campaign is underway and
each person who joins by this August
1 st will be considered a charter
member.
For information contact John M.
Frank, Newsletter Editor, Cessna Pilots
Association, P.O. Box 12948, Wichita,
~ 68288, phone 316/721-4313 .
by George A. Hardie, Jr.
This month's Mystery Plane is
another example of a designer's at-
tempt to perfect an STOL machine to
improve the utility value of an aircraft.
The photo was submitted by John
Lengenfelder of Lawrenceville, New
Jersey who says it was taken at the
Poulevard Airport, North Phi ladelphia,
Pennsylvania in 1939. Answers will be
published in the October, 1985 issue of
THE VINTAGE AIRPLANE. Deadline
for that issue is August 15, 1985.
The Mystery Plane in the April 1985
issue brought back memories to Mike
Rezich of Chicago, Illinois. He writes,
"The airplane may be a mystery to the
young generation of book historians
who weren't around in those days, but
I was well acquainted with that airplane
in particular. Many years back when I
used to be a 'go-fer', clean up and
around boy for Willie Laird, Mattie's
older brother, I helped assemble the
Laird LCA-A, NC931 (shown in the
photo), and also went along on the sec-
ond test hop, along with Mike Bakco,
the welder, Harold Laird and Mattie,
who was flying it.
"The airplane was a 6-place cabin job
with a 420 hp Pratt & Whitney engine,
built for a Chicago businessman,
George Horton, who was President of
the Chicago Bridge and Iron Company.
He later bought Mattie's last airplane to
be produced, the Laird Sesquiplane.
The pilot who flew the airplane around
the country for Mr. Horton was AI Spor-
rer, who was one of the first corporate
pilots in the country. Most of the young
fellows will mistake it for a Stinson bip-
lane, but this ship was a bit bigger and
heavier. The color was blue fuselage
and gold wings. Mr. Horton owned and
operated the ship for four or five years.
~ h last I heard of it was in about 1939
when a fellow up in northern Wisconsin
was using it to haul fish. In those days
it was considered quite a plush job -
P&W power, brakes and upholstered
cabin, no helmet and goggles. It cruised
a little over 100 mph. It was also on
display at the Chicago Aircraft Show in
1929."
Others answers were received from
John and Anthony Morozowsky of
Zanesville, Ohio (who are restoring a
Laird LC-1 B 200, serial number 161 ,
and an LCORW 450 Senior Speedwing,
serial number 162); H. Glenn Buf-
fington, San Diego, CA; Cedric Gallo-
way, Hesperia, CA; H. M. Richey, M.D. ,
Waco, TX; Stan Piteau, Holland, MI ;
and Charley Hayes, Park Forest, IL.
OOPS!
An unfortunate mix-up occurred in
the answer for March in the Mystery
Plane article in the June issue of THE
VINTAGE AIRPLANE. The photo
shown was actually of the Laird LC-M,
which appeared in the April issue and
is answered here (above). The correct
photo for the March mystery plane is
shown here. To date, no answer has
been received about this airplane and
it is still a mystery. Ed Peck of Waddy,
Kentucky, who furnished the photo,
says the insignia on the side of the
fuselage read "Cloud Coupe". Maybe
this will help identify the airplane, which
appears to be a homebuilt.
VINTAGE AIRPLANE 45
VINTAGE
SEAPLANES
Edo-Aire Seaplane Division has, for
several years, been sending season's
greetings cards to friends in the form of
captioned photos of seaplanes of yes-
teryear. Edo-Aire has granted THE VIN-
TAGE AIRPLANE magazine permis-
sion to reprint the series which starts
with this issue.
ADMIRALBYRD'S CONDOR
"This aircraft, a Curtiss Wright Con-
dor AT-32 on Edo 70-16800 floats, was
used by Admiral Richard E. Byrd (the
first man to overfly both the north and
south poles) during his 1933-35 Antarc-
tic expedition. Named 'William Horlick'
after a good friend who made a major
contribution to Byrd's privately financed
expedition, the Condor was equipped
with two Cyclone 725 hp supercharged
engines that incorporated variable pitch
propellers - a relatively new develop-
ment in 1933. It had a wing span of 82
feet, cruised at 100 kts and was oper-
a.ted at a gross weight of 19,000 Ibs.
The Edo floats were 32 feet long and
were the largest floats manufactured up
to that time. In 1933 the plane was low-
ered from the research ship 'Ruppert',
fueled in the water, and flown 800 miles
over the frozen Antarctic wastes to the
explorer's base, Little America. It was
landed on floats in the snow and later
fitted with skis."
GALENDAR ~ EVENTS
We would like to list your aviation event in our
calendar. Please send information to the EdHor,
The VINTAGE AIRPLANE, Wittman Airfield,
Oshkosh, WI 54903-3086. lilformation must be
received at least two months in advance of the
issue in which it will appear.
JULY 2-4 - CARLSBAD, NEW MEXICO - 1985
National Ercoupe Fly-In. Contact Skip Cardin,
Box 15058, Durham, NC 27704. Phone 919/
471-9492.
JULY 4-6 - BLAKESBURG, IOWA - Aeronca
Fly-In at Antique Airfield. Awards, forums, fly-
out Aeronca party and slide show. Contact The
Aeronca Club, 1432 28th Court, Kenosha, WI
53140, 414/552-9014.
JULY 5-7 - ALLIANCE, OHIO - Annual Taylor-
craft Fly-In/Reunion at Barber Airport, three
miles north of Alliance. Contact Bruce M. "Bar-
ney" Bixler, 12809 Greenbower, N.E., Alliance,
OH 44601.
JULY 5-7 - MINDEN, NEBRASKA - 9th Annual
National Stinson Club Fly-In. Make reserva-
tions at the Pioneer Motel in Minden, phone
308/832-2750. For information on the Fly-In
contact Doug Shannon, P. O. Box 12864, Dal-
las, TX 75225.
JULY 7 - ALBERT LEA, MINNESOTA - EAA
Antique/Classic Chapter 13's 2nd Annual Fly-In
breakfast and many other activities, including
sky diving. Contact Air Albert Lea, 507/373-
0608.
JULY 13-14 - ANDERSON, INDIANA - First
National Cub Club Fly-In at Ace Airport. Camp-
ing available. Contact: Annie Barnett, 7607
Columbus Avenue, Anderson, IN 46103.
JULY 12-14 - ANDERSON, INDANA - 1st An-
nual Cub Club Fly-In at Ace Airport. Contact:
Rick Duckworth, 517/875-2205.
JULY 18-21 - VANDALIA, OHIO - Dayton Inter-
national Air Show & Trade Exposition. Dayton
International Airport, Vandalia, OH. Contact
George Wedekind, Jr., Room 214, Terminal
Building, Dayton International Airport, Van-
dalia, OH 45377, 513/898-5901 .
46 JULY 1985
JULY 22-26 - BLAKESBURG, IOWA - 17th An-
nual International Cessna 170 Association
Convention. Contact F. O. Kline, 6021567-
4588.
JULY 26 - AUGUST 2 - OSHKOSH, WISCONSIN
- 33rd Annual EAA Fly-In and Convention.
Make your plans now to attend the World's
Greatest Aviation Event. Contact EAA,
Wittman Airfield, Oshkosh, WI 54903-3086.
AUGUST 2-4 - COFFEYVILLE, KANSAS - Funk
Fly-In. Fly-bys, cOntests, homebuilts, antiques.
Contact Ray Pahls, 454 S. Summitlawn,
Wichita, KS 67209.
AUGUST 18 - WEEDSPORT, NEW YORK -
EAA Chapter 486 Airshow - Whitford's Airport.
Pancake Breakfast, refreshments. Contact
Jack Briggs, 315/699-2946.
AUGUST 18 - CLARENCE, NEW YORK - EAA
Chapter 656 "Generic" Taildragger Fly-In at
Clarence Aerodrome. General aviation wel-
come as well. Contact: Sterling Daschler, 142
Curtis Parkway, Buffalo, NY 14223, phone 716/
833-3837 evenings.
AUGUST 23-25 - SUSSEX, NEW JERSEY -
13th Annual Air Show Extraordinaire at Sussex
Airport. Antiques, Classics, Warbirds, aerobat-
ics, balloons, Army Special Forces Parachute
Team. For more information call 201 /857-9919
or 201 /875-2103.
AUGUST 25 - MICHIGAN CITY, INDIANA - 4th
Annual Michigan City Aviators Fly-In, Drive-In
Pancake Breakfast and Airshow. Antiques,
Classics, Warbirds, Ultralights, Homebuilts on
display. Door prizes and much more. Contact
Marge Edson, P.O. Box 2092, Michigan City,
IN 46360, 219/785-2103.
SEPTEMBER 4-8 - GALESBURG, ILLINOIS -
National Stearman Fly-In. Contact Tom Lowe,
823 Kingston Lane, Crystal Lake, IL 60014.
SEPTEMBER 6-8 - GIG HARBOR, WASHING-
TON - Puget Sound Antique Airplane Club's
5th Annual Fly-In at Tacoma Narrows Airport.
Antique/Classic judging and awards. Contact
Floyd Tuckness, 29528 - 179th Place, SE,
Kent, WA 98031, phone 206/631-7454.
SEPTEMBER 7-8 - MARION, OHIO - Annual
Mid-Eastern Regional EAA Fly-In at Marion
Municipal Airport. Contact Lou Lindeman, after
5 p.m. 513/849-9455.
SEPTEMBER 7-8 - SUSSEX, NEW JERSEY -
EAA Chapters 73 and 238 Tri-Chapter Fly-In
with Antique/Classic Chapter 7. Food, camp-
ing, Saturday night entertainment. Aviation
vendors welcome. Contact Vearl Lack, 201 /
584-9553 or Anne Fennimore, 201 /584-4154
(after 6 p.m.).
SEPTEMBER 8 - WISCONSIN RAPIDS, WIS-
CONSIN - 5th Annual Antique Transportation
Show & Fly-In. Sponsored by EAA Chapter
706 and local Model T Chapter. Contact Joe,
715/886-3261.
SEPTEMBER 13-14 - AMSTERDAM, NEW
YORK - Ed Heath Days. Commemoration of
Heath's First Flight, September 13, 1910. Dis-
plays of Heath aircraft, radio control models,
fly;ins, forums. Saturday evening dinner and
guest speakers. Contact Adirondack Chapter
602, EAA 45 Spring Avenue, Gloversville, NY
12078.
SEPTEMBER 13-15 - KERRVILLE, TEXAS -
21 st Annual Kerrville Fly-In. Sponsored by the
43 EAA Chapters in Texas. Contact: Kerrville
Convention and Visitor's Bureau, P.O. Box
790, Kerrville, TX 78029, 5121896-1155.
OCTOBER 3-6 - FOUNTAINHEAD, OKLAHOMA
- 10th Annual Convention of the International
Cessna 120/140 Association. Contact: Carl At-
kinson, McAlister, Oklahoma.
OCTOBER 3-6 - EUFALA, OKLAHOMA - 10th
Annual Convention of the International Cessna
120/140 Association at Fountainhead Lodge,
Lake Eufala, 55 miles SSE of Tulsa. Contact:
Carl Atkinson, 918/426-1897.
OCTOBER 11-13 CAMDEN, SOUTH
CAROLINA - EAA Chapter 3 Fall Fly-In. Con-
tact Henry or Pat Miller, 919/548-9293 .
CHARTERREFLECTIONS
Photoby Lee Fray
Antique/ClassicBoardofDirectorsMeeting,March16,1974atEAAHeadquarters.L-R, seatedare- GarW. Williams,Jr.,Treasuret;
E. E. "Buck" Hilbert, President;RichardWagner,Secretary;J.R. Nielander,Jr., Vice-President. Standingare- JackCox, EAAStaff;
DirectorsJimHorne, George Stubbs,JackWinthrop,MortonW. Lesterand ClaudeL. Gray, Jr.; BillHodges, EAAStaff; KellyViets,
Director;Geneand DorothyChase, EAAStaff.
by Morton Lester had the opportunity to meet Paul, and of Greensboro,North Carolinaand Ia-
(EM55178,AlC 14) webrieflydiscussedthefeasibilityofan greedtoattendand representtheNorth
P.O.Box 3747 EMdivisionforantiqueandclassicair- Carolina, South Carolina and Virginia
Martinsville, VA24112 craft. I found Paul to be a very warm, Antique group. We arrived in the late
understanding person and one of the afternoon on the 25th at Milwaukee's
mostperceptiveexecutivesithasbeen Mitchell Field and were met by good
During the early fall of 1971, I was my pleasureto know, beforeorsince. friendsJackandGoldaCox,formerlyof
privilegedtobeelectedPresidentofthe HeadvisedthatHeadquartershadfor Ashboro, NorthCarolina,whowerefull-
North Carolina, South Carolinaand Vir- severalyearsbeenconstantlyreceiving time employees of EM.
giniaAntiqueAirplaneFoundation, Inc., inquiries relative to the establishing of Reservations had been made for us
which had been founded in the mid-fif- .an Antique/Classic Division and men- atthePineviewMotelinHalesCorners.
ties byagroupofdedicatedsportavia- tioned that at a meeting on November ItwastherethatweranintoDaveJame-
tion enthusiasts from the above three 6, 1971 much discussion had taken son, Buck Hilbert, J. R. Nielander,
states. Their mission was one ofgood placeinthatregard. Paulsaid,"Ifeltthe EvanderBritt and John Perry. Also,we
fellowship and the preservation of our Division's first function would be to learned that others were staying at the
aeronautical heritage. select leadership within the EMsport Golden Key Motel.
Ihad long admired the progressand aviation movement whose aviation in- After an evening "talk" session, we
achievements being accomplished by terests lie in the Antique/Classic area agreed to meet early for breakfast the
Paul Poberezny through the Experi- - EMmembers of like interest who followingmorning,andnotbeingaccus-
mental Aircraft Association, and I could then, through organizational tomed to cold weather, I vividly recall
deeply sensed that the EM, under work,expand activities and interest." sharppainsin mylungsfrom breathing
Paul's leadership, was destined to be- Paulsuggestedthatanothermeeting the super cold air while walking to the
come aspokesman and leaderin avia- be set up to gain input from antiquers restaurant.
. tion. throughout the country and thereby At 8:30 a.m. we arrived at the EM
The Executive Committee of the develop and formulate the Antique/ Headquarters located at 11311 West
Carolinas and Virginia Antique Aircraft Classic Division structure. Thus 1971 Forest Home Avenue, Franklin, Wis-
group had frequently discussed the marks the year the Antique/Classic consin. It was basically an industrial
possibilityand desirabilityofouraffiliat- wheelswereputinmotionandacharter building, but handsomely styled with a
ing with EMasmanyofusindividually obtained. well-designed and functional layout as
were alreadymembersof EM. Aftersomedelaysinworkscheduling a multi-purpose building. The
A short time later, during an EAA and weather,this second meeting was forethoughtand planningthatwentinto
gathering at St. Augustine, Florida, I set for February 26, 1972. Dick Austin that facility was to prove to be a real
VINTAGE AIRPLANE 47
plus when in future years our move to
Oshkosh dictated that the time had
come for the disposing ofthe Franklin
facility.
My first interest was a tour of the
Museum and shop, and Iwas truly im-
pressed with the neatness and cleanli-
ness of the entire facility. Also, Itook
the opportunity to meet most of the
Headquarters personnel, and I was
overwhelmed at the friendly atmos-
phere and genuine sincerity and help-
fulnessofthestaff.Iwasveryimpressed
withtheefficiencyandattentiontodetail
thatwas mostapparent.
At 10:00a. m. we begantogatherin
a large room on the lower level at the
northeast corner of the building and it
indeedseemslikejustyesterday. Inad-
dition to those already mentioned,
others IrecallwereStan Dzik, NickRe-
zich, H. N. "Dusty"Rhodes, Bob Ring,
George York, Jim Gorman, Vince Ma-
riani, Ray Brandly, Bernie Yocke, Ron
Fritz, Wayne Fredline, Ed Wegner,
Tony Blackstone, Don Stewart, Dick
Wagner plus several others Whose
names have long since escaped my
memory.
EMwas represented by Paul Pobe-
rezny, Bill HodgesandJackand Golda
Cox. Paulcalledthegrouptoorder,out-
lining goals and procedures for a Divi-
sion within EAA. Themeetingwasvery
orderlywith everyonehavingan oppor-
tunity to give views and suggestions.
JackCox made an excellent presenta-
tiononthemeritsofantiqueandclassic
activities. The meeting was ultimately
adjournedwithDaveJamesonagreeing
to continue serving as Presidentofthe
Division until a general membership
meeting could be scheduled.
The meeting was set for November
18, 1972, and on that date, 33 hardy
souls gathered at EMHeadquarters.
The following officers were elected:
BuckHilbert,President;J. R. Nielander,
Vice-President; Dick Wagner, Secret-
ary; and Nick Rezich, Treasurer. Jack
Cox volunteered to serve as editor of
our publication. Several names were
discussed, with "The Vintage Airplane"
being selected. JackCoxdesignedour
logoandpatchand DickWagnervolun-
teered to havethem made up.
In the months that followed, many
weretocomeforwardtoplayleadership
rolls. Thefirstfullfunctioningboardwas
comprised of Jack Winthrop, Kelly
Viets, George Stubbs, Claude Gray,
EvanderBritt, AI Kelch,JimHornerand
Morton Lester. Dorothy Chase per-
formedanadmirableserviceasDivision
Executive Secretary. Jack Cox con-
tinuedhisusualsuperbperformanceas
editor of ''The Vintage Airplane" with
Golda Cox and Gene Chase as assis-
tanteditors,andthemagazineandDivi-
sionprogressedinsustained,systema-
tic growth which has continued to this
day.
Asweapproachthecompletionofour
fifteenth year, we can look back with
much satisfactionandpride.All officers
and directors have performed with a
sincereatheartinterestinthesportavi-
ation movement. Ourdivision member-
ship is nowat an all-time high with re-
newed interestbythe membershipand
newprospective membersalike.
Oshkosh '85 will shortly be upon us
and I predict that the Antique/Classic
Division will handle its part ofthe fly-in
with calm and smooth operating effi-
ciency, which will reflect the intense
planning and dedication that has gone
into ourportion ofthe gathering.
From a personal reflection, some of
my most pleasant and happiest
memories have been spent in EMin-
volvement, and Itruly feel fortunate to
have been afforded the great EMfel-
lowship and the dear friendships that
have meansto much overthe years.
Ishall always be appreciative to the
Pobereznyfamilyformaking itpossible
foreach ofus to benefitfrom and be a
part of the great EMexperience that
has already taken a positive and con-
structive place in the historyand future
ofthe world of aviation.
CLEAN
SHINE
PROTECT
For the discriminating Pilot and F.B.O.
~ ~ E l
who demand excellence in performance
c:::;;..1.~ ~ EI products. RACE GLAZE Polish and
Sealant is EAA'schoice.
EasyToUse
pO\\/h&
Reduces Drag
,.-.
Removes ExhaustStains
sea\ont
Protect Leading Edge
Removes Oxidation
Resists UV Fading
CannotYellow
Unbelievable"Gloss"
The EAAAviation
List: $12.00 per bottle
Center's staff
uses RACE GLAZE EAA Price: $9.95 per bottle
to preserve and
EAA Case Price (12): $72.00
protectthe
Above prices include shipping for Continental U.S.A. Only.
museum's price-
Send $9.95foreach 16 oz. bottleorsave an extra $3.95 per bottle and send $72.00
less collection of
for each case of 12 - 16 oz.bottlesto:
aircraft.
EAA.Wittman Airfield.Oshkosh, WI 54903-3086
Wisconsin Residents Add 5%Sales Tax
48 JULY 1985
Where The Sellers and Buyers e e t ~ ..
25eperword, 20 wordminimum.Send youradto
TheVintageTrader,Wittman Airfield
Oshkosh,WI 54903-2591.
AIRCRAFT:
FAIRCHILD 24-R-46 ~ Approximately 1800 n.
Disassembled spare engine, parts. Ceconite
wings. Hartzell prop. Asking $7,600. Call after 8
p.m., 617/383-1519, Massachusetts. Also sepa-
rate,Y-150 Bendix Angle Starter,$200. (7-2)
ACRO SPORT- Single placebiplanecapableof
unlimited aerobatics. 23 sheets of 'clear, easy to
follow plansincludes nearly 100isometrical draw-
ings, photos and exploded views.Complete parts
and materials list. Full size wing drawings. Plans
plus 139 page Builder's Manual - $60.00. Info
Pack- $5.00.SuperAcroSportWing Drawing-
$15.00. The Technique of Aircraft Building -
$10.00 plus $2.00postage. Sendcheckormoney
order to: ACRO SPORT, INC., Box 462, Hales
Corners,WI 53130. 414/529-2609.
POBERPIXIE- VWpoweredparasol- unlimited
in low-cost pleasure flying. Big, roomy cockpit for
the over six foot pilot. VW power insures hard to
beat 3'/2 gph at cruise setting.15 largeinstruction
sheets. Plans- $60.00. InfoPack- $5.00. Send
check or money order to: ACRO SPORT, INC.,
Box462,HalesCorners,WI53130.414/529-2609.
ACROII- The new2-place aerobatictrainerand
sport biplane.20 pagesof easy to follow,detailed
plans. Complete with isometric drawings, photos,
exploded views. Plans - $85.00. Info Pac -
$5.00. Send check or money order to: ACRO
SPORT, INC., P.O. Box 462, Hales Corners, WI
53130.414/529-2609.
SWIFT - good for pattern to build Experimental.
STEARMAN - fuselage - never converted.
Numerous parts.PT-19 fuselage. Continental En-
gine Mdunt for same. UC-78 - Metal propeller,
otherparts. W.A. Womack, Sr. , 175 Clark Street,
Beaumont, Texas77705.Send SAS.E.
1933 FAIRCHILD 22, Menasco D-4 Super Pirate
Engine. About 285 hours, airframe 1030 hours.
Very clean,some engine spares.$30,000.Spare
engine available.312/358-4035or 742-2041.
MISCELLANEOUS:
BACKISSUES...BackissuesofTHEVINTAGE
AIRPLANE (and other EAA Division publications)
are available at $1.25perissue.Send your listof
issuesdesiredalongwithpaymentto:BackIssues,
EAA-Wittman Airfield,Oshkosh, WI 54903-2591.
WRIGHTJ-5Parts: Masterrod, linkrods,magna-
fluxed ok and a box of new miscellaneous parts.
$500.00,518/537-4945. (6-1)
BadlyNeededCessna140-Acowlparts- parted
orassembled- full cowl ornosebowl and lower.
cowl assembly. Please call Angelo Fraboni, 5801
MononaDrive,Monona,WI 53716-3599,608/222-
1464 or 608/222-8517.
FOR SALE: 1Ranger 175 hp, 3-26-43,complete
firewallforward on PT mountand stand, $1,000.3
Ranger crankcases with crank shaft and rods,
$200.00 each. 4 Ranger handcrank starters,
$35.00 each.Edward C.Wegner, 414/892-8706.
WANTED:
Wanted: "Splicing Clamp" for splicing aircraft ca-
bles.JimJohnson,44525 Gillan Avenue,Lancas-
ter,CA93535,805/948-0361.
Wanted: Cessna 206 or 185 on floats. Low time
engine. Kurt Lepping, P.O. Box 872, Wasilla,
Alaska 99687,phone907/376-7713.
VINTAGE TRADER.AD fORM
Send check or money order with copy to Vintage Trader - EM,Wittman Airfield,Oshkosh,WI 54903-2591.
TotalWords____ Numberof Issuesto Run ________________________
Total$,____
Signature ___________.___________________
Address
VINTAGE AIRPLANE 49

LOG BOOKS
NEW AND REVISED FOR ...
Pilots: EMPilot Log Book ...... $2.95 ppd.
AircraftOwnersand Builders:
EMAmateur Built Aircraft
Log Book ............... $2.95 ppd. (
EMPropeller (or Rotor)
Log Book ............... $2.95 ppd.
EMEngine and Reduction Drive
Log Book ............... $2.95 ppd.
UltralightOwnersandOperators:
EMUltralight Pilot's Log and
Achievement Record . ..... $2.95 ppd.
EMUltralight Engine and
Aircraft Log .. .... . ... .. .. $2.95 ppd.
AlsoNowAvailable:
CAM-18 (Reprintof early
CMManual) ............ $6.95 ppd.
Amateur-BuiltAircraftService and
Maintenance Manual ...... $5.95 ppd.
OrderFrom:
EAA
Wittman Airfield Oshkosh, WI 54903-2591
Phone 414/426-4800
Includepaymentwith order- Wisc.residentsadd5%salestax
Allow4-6weeks fordelivery
STITSPOLY-FIBER
eIS THE WORLD'S ONLY COMPLETE FABRIC COVERING
SYSTEM APPROVED BY FAA UNDER AN STC AND
MANUFACTURED UNDER AN FAA-PMA.
eWILL NOT SUPPORT COMBUSTION.
eWITH POLY-FIBER FINISHES, WILL NEVER RINGWORM,
CHECK OR PEEL
eIS THE LIGHTEST COVERING METHOD APPROVED ONDER
AN FAA-STC_
e IS THE MOST ECONOMICAL, CONSIDERING THE YEARS
OF TROUBLE FREE SERVICE.
e SAMPLE OF OUR NEW HIGH STRENGTH, LIGHT WEIGHT,
SMOOTH FABRIC STYLES, WOVEN FROM SECOND
GENERATION POLYESTER FILAMENT_
e NEW 68 PAGE MANUAL #1, REVISION 13, WITH DETAILED
INSTRUCTIONS FOR FABRIC COVERING, REFINISHING
FABRIC SURFACES, AND PAINTING AIRCRAFT FOR
CORROSION CONTROL
e LATEST CATALOG AND DISTRIBUTOR LIST_
50 JULY1985
THE JOURNAL OF
THE EARLYAEROPLANE
SAMPLE ISSUE $4 )
15CRESCENTRD. POUGHKEEPSIE,N.Y. 12601
]
FLYINGANDGLIDERMANUALS
1929- 1930- 1931 - 1932
Price:$3.25ea_ppd_
SENDCHECKORMONEYORDER TO:
EAA AVIATIONFOUNDATION, INC.
WITTMANAIRFIELD-
OSHKOSH, WI 54903-3065
Allow4-6 Weeks forDelivory
Wisconsin Residents Include5% Sales Tax
Classicowners!
Interiorlooking....bbyr
Finish itrightwithan
airtexinterior
CompleteinteriorassembliesfordO-it-yourselfinstalfation.
Custom Quality at economical prices.
Cushionupholsterysets
Wall panel sets
Headliners
Carpetsets
Baggagecompartmentsets
Firewall covers
SeatSlings
Recoverenvelopesand dopes
FreeCatalogofcompleteproductline.FabricSelectionGuide
showingactualsampl ecolors and styl esofmaterials:$3.00.
..;r I VISA et

Qlr exproducts,inc.
259LowerMorrisville Rd.,Dept. VA
PA 19054 (215) 295-4115

I
EAAOFFICIAL
VIDEO
VHS & BETA
rThe official EAAFounda-
tion video collection of-
fersthesegreattapesfor
yourviewing pleasure:
EAA'84
55 minutes ofFly-In exci lementfrompre-Con-
venlion preparaton to the arrival of Voyager.
IncludesgreatWarbirds showscenes.
$52.00
EAAOSHKOSH '83
A 26 minute film covering the complete '83
Convention and the dedication of the EAA
Aviation Center.
$39.00
EAAOSHKOSH '77
The 77Convention plus excellentexcerptsof
the Spirit of St. Louis Commemorative Tour.
$39.00
AERONAUTICALODDITIES
17 minutes of fun featuring the oddities and
comedies of the early flight as seen in news-
reels of the day. A great addition to your
personal library.
$29.95
WE SAW IT HAPPEN
60minutescoveringthehistoryofflightasseen
in rareearly footageand interviews with many
aviation pioneers.
$59,00
WINGS ON DREAMS (1981)
This famous John Denver film is an in-depth
lookat EMOshkosh '81 andfeatures ground
breaking ceremonies for the Aviation Center.
$29.00
BASIC AIRCRAFT WELDING
Learn the intricacies of welding with practical
demonstrations on the subject. An excellent
film for the builder.
$39.95
IN PURSUITOF DREAMS- New Release
EM member actor/pilot Cliff Robertson is
narrator host of a film that features Founder
Paul Poberezny and tellsof EM'searlydays,
philosophy and accomplishments,
$29,00 (16 minutes)
BASICAIRCRAFTWOODWORKING- New
Release
Woodworking knowledge is essential to any
homebuilder project. This tape covers the
basics of wood construction techniques,
$39.95
Add$2.50 forpostageand handling
Wisconsin residentsadd 5% salestax
GuaranteedImmediateDelivery
WatchforNewReleases
If your plane is on this list ...
You could be wasting money!
NOWAVAILABLE!
STC' sforLycoming0-235 and0-290engines.Also,youcanconvertyourCessna152
withaLycoming0-235-L2Ctoautogas- STC' snowavailableexclusivelyfromEAA.
Over10,000aircraftownersgetmoreflying
forthedollarwith EAA's AUTO FUEL STCs.
AsaresultofEAA'sleadershipInalternativefuelsresearch and
development,FAA hasfullyapproved the useofunleaded auto
gas for 317 different aircraft modelsand enginecombina-
tions.AutogasSTCs(SupplementalType Certificates)areavail -
able from the non-profit EAA Aviation Foundation at 50<1: per
enginehorsepower: Example- 85 hp. Cessna140-(50<1: x85) =
$42.50.(Non-EAAmembersadd$15.00surchargetototal).Send
check with aircraft N number, aircraft and engine model and
serial numbersand EAA membernumber.
AERONCA AEROCOMMANOER GRUMMANAMERICAN PA28151
PA-nl!>O AA5. AA5A Includmg S L.
Includmg Beffanca .
PA22S150 Industfles AA5B
Champion. 'fyrck.
J3F50, 505, 60, AAI 100
Wagnel. 8 &8
605. 65. 655 AA IA
ARCTIC AIRCRAFT AVIaTIOn. Inc
J31. -565 655
CO" INC.
AAIB
AA IC
PORTERFIELO 50 IC
S IA
LUSCOM8E 65 IC IL3J) Includmg Rankin.
8EECHCRAFT 65 lAC IL 3E) 8. 8A.C. 0, E, F, 18F Northwest
YO5B Includmg BonanLa CP55
MOONEY
058B 35. A,35. B35, C35. CP65
5058B
M 18C
CS55
058A IL-3A)
0 35. E35. F35,
M 18C55
G 35, 35R
TAYLORCRAFT
M18L
CESSNA
7AC
MIBLA BC
7CCM IL16B)
7BCM IL-16A)
120. i40 . 140A BC55
MORRISEY
7DC
BCI265 IL2H)
AI5UK M
150,15DA H. 150J M,

BC12D
7FC
7EC
BC12D85
7JC
152.A152 PIPER
170 . 170A. B BC12D485
7ECA
J3C40
172, 172AE, 172F BCS
S7AC
J.3C50
1J.4IA) 172G. H. BCS65
1721, K. L, M
J3C50S
BCS1265
J3C65IL4)
S7CCM
S7DC
175, 175A. B. C. P1720 BCS'120
In
J3C65S
BCSI20B5
J4 S7EC
180. 180A,H, 180J BCSI20+B5
J4A 11AC
182, 182AP 19
11CC
J4AS 11BC
FI9
Sl1AC
305A 10'IA)
J4E IL4F)
305B. 305E ITO-IO, DC65IL 2 L 2C)
Sl1BC
J5A (L' 4F)
0,10.O' IF) DCO65 (L2A. B. M)
BCI2DI
J2
305C, 10'IE),3050
J.3 S11CC
IP IG). 305F BCSI2-DI
J5ABO
50C
KCA
L4A VARGA
65-C
ERCOUPE
L4B INE I)
2i5O Includmg AJ(co. Forney
L4H 65CA
2150A
S50C
Alon . Mooney
L4J (NE 2)
2180
S65CA
41 5C,4150. [, G,
PAII
41 1CD
PAl1S
7GCB
7GCA
f.1 , F' IA
PA17 -Note:Only J3F
A2,A 2A
and J3L models pre
7GCBA
7KC PAIB
M,W
..... Iousl ymodlhed 10use
7GCAA
PAT9
FUNK Tel edyne Continental
7GCBC
E2
Motors engines are
15AC
PA28140 InCludmg McClish
PA28ISO approved BB5C
Since 1980,over2700 engineering flight test hours have been conducted by EAA in
the Cessna 150,Cessna 182,Cessna 172, PiperCherokee, Beechcraft Bonanza and
Ercoupe.Addi t ionalaircraft wereapproved by FAA basedon fuel system similarities.
Al lapprovedaircraftarepoweredby80OctaneContinentalengines(notfuel injected)
and Lycoming 0-320-A, C and E engines. STCs are only approved and sold for the
engine/ai rframe combi nati ons listed above.
Complete, low cost, protection, including auto gas coverage, is available through EAA' s
approved insuranceprogram,EAA'sAutoGasAirportDirectorywhich listsover300FBOs
that provide auto fuel service is now available at $3.00 and 501t postage.
EAALEADSTHEWAY
Join EAA - Be a part of the Aviation Association that i s actively engaged in
makingfl yingsafer,moreenjoyableand moreaffordableforyou,Annualmembership
$25.00,includes monthly magazineSPORT AVIATION and manyotherbenefit s. Join
today and get yourSTC at the special EAA memberrate:
Write Attention:
STC - EAA Aviation Foundation

Wittman Airfield

Oshkosh,WI 54903-3065
VINTAGE AIRPLANE51