THE

RESTORER'S
CORNER
By J. R. Nielander, Jr.
To all of you who volunteered your time to the Di-
vision and who put forth the great efforts requ ired to
make your Division's part of the 1978 EAA Convention
such a great success, we dedicate this second con-
vention coverage issue of The Vintage Airplane. Your
Division convention chairmen and co-chairmen have
asked me to express their sincere appreciation for your
help. Your officers, directors and advisors are also
most appreciative of your dedication. Without you
none of it wou ld have been possible. Because of your
efforts, your fellow members, their families and their
guests were able to enjoy your convention. It is our
sincere desire that each of you who volunteered re-
ceived a great amount of personal satisfaction from
being "on the team". We hope that you will again
volunteer your services next year, and bring a friend
along to help, too.
just as was the situation last year, the 1978 conven-
tion had more antiques than warbirds and more clas-
sics than homebuilts. There were 193 antiques on dis-
play this year, a seven percent increase over 1977.
Also, there were 603 classics, a twelve percent in-
crease over last year. These two categories, combined
with five replica aircraft, gave us a grand total of 801
display aircraft for the Division, fifty-five percent of
the total display aircraft at the convention. It is no
wonder that the Division parking committee chairmen,
Art Morgan and Bob Kesel, along with their many
dedicated volunteers, were kept so busy.
The statistics were up in other areas, too. Through
the efforts of exhibit booth chairman jackie House
and headquarters chairman Kate Morgan and their
volunteers, 189 new members were enrolled in the
Division. We extend a special welcome to all of our
new members and a big " thank you" to jackie, Kate
and all of those volunteers who helped them in the
exhibit booth and in the headquarters barn.
The Division membership drive is in the home
stretch. It will cross the finish line on December 31.
If you have not as yet signed up your EAA chapter
members and your airport friends, now is the time to
do so while you still have the opportunity of winning
a pair of antique goggles for signing up five new mem-
bers and a leather flying helmet for ten. Also, don' t
forget that the one who brings in the most new mem-
bers receives a five year free membership in the Di-
vision. All you have to do is print your name and Di-
vision membership number on the back of the appli-
cation. Elsewhere in this issue you will find an ad giv-
ing full details of the contest.
With the holiday season so close at hand many of
us would like to show appreciation to that friend who
helped us with our restoration, or that A & P mechanic
who gave so freely of his knowlege or supervised our
work, or that AI who signed off our periodic inspec-
tion. These good and valued friends wou ld really
appreciate receiving a gift membership in the EAA
Antique/Classic Division, and they will be reminded
of your gift each month of the year when their copy
of The Vintage Airplane arrives. To give a gift subscrip-
tion just attach a note to the membership application
stating that the membership is a gift from you. Please
be sure to print your name clearly on the note. Head-
quarters will send the recipient of your generosity
a letter stating that you have given him a gift subscrip-
tion . Send the application in today as it takes several
weeks to process new members, and you certain l y
want him to receive his membership in time for the
holidays.
EAA ANTIQUE/CLASSIC
DIVISION
MEMBERSHIP DRIVE
WIN
*
A pairofAntique Goggles
by persuading5 peopleto
JOin.
er A Leather Flying Helmet
whenyou get10peopleto
sign up.
- then start over and win again -
A free five year member-
shipin theAntique/Classic
Divisionifyousponsorthe
most new members in
1978.
ToQualify: Write your name and member-
ship number on the back of the member-
ship blanks we've been providing in THE
VINTAGE AIRPLANE. Headquarters will
keep score.
Editorial
Staff
Publisher
Paul H. Poberezny
(David Gustafson Photo)
Editor
Another aircraft that never registered touches down at
Oshkosh.
David Gustafson
Associate Editors: H. Glenn Buffington, Robert G. Elliott, AI Kelch,
Edward D. Williams, Byron(Fred) Fredericksen
Readers are encouraged to submit stories and photographs.Associate Editorships are assigned
to those writers who submit five or more articles.which are published in THE VINTAGE AIR-
PLANE during the current year. Associates receive a bound volume of THE VINTAGE AIR-
PLANE and a free one-year memj:>ership in the Division for their efforts. POLICY-Opinions
expressed in articles are solely thbse of the authors. Responsibility for accuracy in reporting
rests entirelywith the contributor. .
Directors
ANTIQUE/CLASSIC WiJliam J. Ehlen AI Kelch
DIVISION Route 8 Box 506 7018 W. Bonniwell Road
OFFICERS
Tampa, Florida33618 Mequon, Wisconsin 53092
Claude L. Gray, Jr . Morton W. Lester
PRESIDENT 9635 Sylvia Avenue Box 3747
J. R. NIELANDER,JR. Northridge, California 91324 Martinsville, Virginia241 12
P.O. BOX 2464
Dale A. Gustafson ArthurR. Morgan
FT. LAUDERDALE, FL33303 7724 Shady Hill Drive 3744 N. 51st Bourevard
Indianapoli s, Indi ana 46274 Milwaukee, Wisconsin 53216
VICEPRESIDENT
Richard Wagner M. C. "Kelly" Vi ets
JACKWINTHROP
P.O. Box 181 RR 1 Box 151
RT. 1, BOX 111
Lyons, Wi sconsin 53148 Stillwell, Kansas 66085
ALLEN,TX 75002
Advisors
Ronald Fritz
1989 Wilson, NW
SECRETARY
W. BRADTHOMAS, JR.
Grand Rapids, Michigan49504
301 DODSON MILL ROAD
PILOT MOUNTAIN, NC 27041 John R. Turgyan Robert E. Kessel
1530 Kuser Road 445 Oakridge Drive
TREASURER
Trenton, NewJersey 08619 Rochester, NewYork1461 7
E. E. "BUCK" HILBERT Stan Gomoll RobertA. Whit e
8102 LEECH RD. 1042 90th Lane, NE Box 704
UNION, IL60180 Minneapolis, Minnesota55434 Zellwood, Florida32798
THE VINTAGE AIRPLANE is owned exclusively by EAA Ant ique/Classic Division. Inc.. and is published
mont hly at Hales Corners. Wi sconsin 53130. Second class Postage paid at Hales Corners Post Office,
Hales Corners. Wi sconsin 53130. and additional mailing offices. Membership rates for EAA Antique!
Classic Division. Inc.. are $14.00 per 12 month period of which $10.00 is for t he publication of THE
VINTAGE AIRPLANE. Membershipis open toall who are int erest ed in aviati on.
TheVINTAGEAI!1PLANE
OFFICIAL MAGAZINE
EAA ANTIQUE/CLASSIC
DIVISION INC.
ofTHE EXPERIMENTAL AIRCRAFT ASSOCIATION
P.O. Box 229, Hales Corners, WI 53130
Copyright
O
1976 EAA Antique/Classic Division, Inc., All Rights Reserved.
NOVEMBER 1978 VOLUME 6 NUMBER 11
(On The Cover . ..Ron Wojnar 's Grand Champion Classic 1946Aeronca Champion. Photo byTed Koston)
TABLE OF CONTENTS
Classic Aircraft In Attendance. .. ..... .......... .... . ...... . ..... . ... .. 4
Ron Wojnar' sGrand Champion Champ byJack Cox .... ........ . ....... 8
Reserve Grand Champion Classic ...Jack Chastain' s Rawdon T-1 ....... . 16
Boeing by Edward D. Williams . .. . .. . .... . .. .. .. ... ... ........... .. . .. 18
RebuildingA Vagabond by Larry Railing ................................ 23
Calendar ofEvents ................................................... 26
EAA ANTIQUE/CLASSIC DIVISION MEMBERSHIP
o NON-EAA MEMBER - $20.00. Includes one year membership in the EAA Antique/
Classic Division, 12 monthly issues of THE VINTAGE AIRPLANE; one year mem-
bership in the Experimental Aircraft Association and separate membershi p cards.
SPORT AVIATION magazine notincluded.
o EAA MEMBER - $14.00. Includes one year membership in the EAA. Antique/ Classic
Division, 12 monthly i ssues of THE VINTAGEAIRPLANE AND MEMBERSHIP CARD.
(Applicant must becurrent EMmemberand must give EAA membership number. )
.... ,1--
Page 4 Page 14 Page 23
3
(Lee Fray PhOlO)
78
CLASSIC AIRCRAFT IN ATTENDANCE
REGISTRATION & AIRCRAFT TYPE PILOT AND/OR OWNER
AERONCA
N46AC Champ Philip Beaulieu, South Burlington, VT
Nl03RJ Champ Roy Jackson/Darrell M. Todd,
Columbus, OH Classi c judges - Front Row, L- R: Paul Stephensen, George LeMay, Pat Padgett, George York, Brad Thomas, Keith
N555Y Champ - 7DC Dan McCormick, Rockville, MD
Locke. Rear Row, L-R: Paul justus, Gene Padgett, john Womack, jim Mankins, Stan York, Art Nunes, and Dale
N1346E John Gronager, Urbana, IL
N1390E 7BCM William Pancake, Keyser, WV Wolford.
N1617E 7AC Lon Dienst, DeKalb, IL
N1648E 7AC Wayne E. Reicher, Dubuque, IA
N2372E 7AC Henry Hulboy, Zanesville, OH
N2619E Champ James Swope, Vicksburg, MI
N2757E 7DC Lee Lund, Cheboygan, MI
CF-PRI 7AC c. E. Rankine, Scarborough, Ont. , BEECHCRAFT
N2932E Champ Mike Ritter, Hilliard, OH Canada NIDS Bonanza David F. Shaw, Penn Yan, NY
N3019E 7AC Jeff Van Doren/Karen Walker,
N3186E Chief Bill Husted, St. Charles, IA N35LT Bonanza 35C Jerry D. Turner, Marion, IL
Millstone, NJ
N3490E Chief Larry Lymburner, New Albany, IN N239V Bonanza Michael Sentell , Maryville, TN
N4134E Ivan R. Nagel, Canton, IL
N3677E Chief Mike Messer, Hilliard, OH N693B Bonanza E. W. Fischer, Mashpee, MA
N4574E 7AC Robert L. Hughes, Indian River, MI
N3710E Chief Bud Ledgerwood, La Porte, IN N718F Bonanza Brad J. Larson, Minneapol is, MN
N4867E Champ Terry A. Brox, Atchison, KS
N3805E Chief Donald Fairbetter, Edmond, OK N764B Bonanza Edward Wilson, Corryton, TN
N8936R Champ Ron Koscal , Madison, WI
N3814E Chief Fred Koetz, Tampa, FL N1847D Bonanza Richard Hare, Northville, MI
N81428 7AC Randell R. Morris, Elizabethtown, KY
N3826E llAC Mark Hawkinson, Minneapolis, MN N1932D Bonar"lza Dale Turner, Buckley, WA
N81482 Champ Max Marion, Asheville, OH
NC4031E llBC Max D. Mayfield, Timewell , IL N2775V Bonanza John P. Turgyan, Trenton, NJ
NC81583 7AC Theodore Travis, Flushing, MI
NC4189E 11CC Phil Lange, Topeka, KS N2946V Bonanza Ralph Haroldson, Dallas, TX
N81841 7AC Victor R. Hayes, Richmond, MI
Super Chief 11 CC David E. Long, Keyser, WV N3150V Bonanza 35 John Sanders, Knoxville, TN
N81910 7EC Keith Wernsman, Metamora, IL
N4658E 11CC Clayton Lund , Cheboygan, MI N3244C Bonanza 35E Dan Towery/Logan V. Miller, Dover, DE
N82007 William L. Sharp III , Clinton, NJ
N9031E llAC Robert Nelson/Brian Nelson, Euless, TX N3755N Bonanza 35 A. C. Freel, Warren, MI
N82098 7AC J. E. Littell/John Schneider/Lloyd C.
N9318E llAC J. Kirby Lidman, Ames, IA N3863N Bonanza Walter W. Stroemer, Brookfield, IL
Harvey, Ann Arbor, MI
NC9726E llAC David A. Clark, Plainfield, IN N3981N Bonanza 35 John S. Baldridge, Sioux Falls, SO
N82934 7AC David St. Arnold/Glen Frankie,
N9820E llAC Cliff Wadsworth, Lapel , IN N4326Y Bonanza David Michaels, Southfield, MI
Dunedin, FL
N85917 llAC Stephen M. Hay, Wheeling, IL N4493V Bonanza 35 Terrence/Barbara Sullivan,
N83008 7AC17DC Jerry McNeil, Dallas, TX
N85976 Chief Jim Zimmerman, So. St. Paul , MN Natchitoches, LA
N83338 7AC Myron Seitz, Lee's Summit, MO
N86079 llAC Tim Buttles, Manawa, WI N4637D Bonanza Lawrence Sciortino, Ft. Walton Beach,
N83589 7AC Kathy Jenkins, East Dubuque, IL
C-FTDL llAC Len Tayl or, Nobleton, Ont., Canada FL
N83633 7DC Melvin Hill, Danville, IL
C-GQGT 11CC T. Richmond, Kettleby, Ont., Canada N4011B Bonanza 35F Cletus Haley, Charleston, WV
N83686 Champ AI Hatfield, So. Bend, IN
N1134H 15AC Ed Arbo, Charlotte, ME N5077C Bonanza 35B D. M. Solomon, Amarillo, TX
N83955 7AC Art/Leora Royon, Columbia Station, OH
N1159H Sedan Don Idzik, Fond du Lac, WI N5155C B-35 M. Ciarlariello, Elk Grove, IL
N84121 Champ Albert Bendure, Prairie Village, KS
N1267H 15AC John E. Castor/John A. Reiser, N8639A A-35 Gene Morris, IL
N84171 7AC Melvin Buchholz, Greenleaf, WI Minneapolis, MN Nl04SV Bonanza Super V Clifford Ricker, Tracy, CA
N84554 7AC Robert Ziehwein, Hamel, MN
N1391H 15AC James F. Thompson, Roberts, IL N4477 D-18S John Parish, Tullahoma, TN
N84999 7AC Willi W. Reif, Honesdale, PA
N1413H 15AC J. C. HanifanlWiliiam P. Hanifan, N205A E-18S Deanie Montgomery, CorSicans, TX
N85448 7AC Ronald Wojnar, Milwaukee, WI Shullsburg, WI
N85544 7AC Eugene M. Strine/Russ Strine,
NI480H 15AC Dick Welsh, Issaquah, WA
Harrisburg, PA
N6286C L-16 Dale Sees, Jr., Kirksville, MO
4
BELLANCA
N46LW 14-13-2
N6522N Cruisair
N74392 14- 13-2
N86733 14-13
N86748 Cruisair
N86771 Cruisair
N86919 14-13-2
N86931 14-13
C-FKFK 14-13
N6RJ Cruisemaster 14-19
N6553N Cru isemaster
N7679B 14- 19-2
CESSNA
N6RP 120
N16DF 120
NI672V 120
N1 766N 120
N1797V 120
NC1805N 120
N2036V 120
N2123V 120
N2550N 120
N4252N 120
N72273 120
N72839 120
NC73066 120
N761 37 120
N1 2BY 140
N119D 140A
N161 2V 140
N1744V 140
N1752V 140
N2106N 140
N2123N 140
N2145V 140
N2151V 140
N2165V 140
N2274N 140
N2284N 140
N2302N 140
N2308V 140
N2327N 140
N2328V 140
N2436V 140
NC2483V 140
N2486V 140
N2491V 140
N2662N 140
N2733N 140
N2775N 140
N2809N 140
N2887N 140
N3506V 140
N3516V 140
N3555V 140
N3633V 140
N3704V 140
N3732V 140
N4000N 140
N4048N 140
N5302C 140A
N5323C 140A
N5364C 140A
N5389C 140A
N5398C 140A
N5630C 140A
Robert Knauff , Langley AFB, VA
Joseph Russell , Kankakee, IL
Marvi n Hayes, Minneapolis, MN
Steichen, Downers Grove, IL
Tom Leahy/Fred Leidy, Medina, OH
Bud Cates, Evansville, IN
S. C. Zandell , Auburn, WA
Robin Hermanson, Garretson, SO
R. V. Bays, Dartmouth, NS, Canada
Roland M, Joslyn, Malibu, CA
Jan Gerstner, Delafield , WI
Kerr and Watts, Stockton , CA
Richard L. Porter, Franklin, WI
Duncan Fitzgerald, Selma, NC
Dwain Hunter, Manawa. WI
Max Henderson/Floyd Henderson,
LaPorter, IN
Steve Gillon, Los Altos, CA
Lou S. Bitton, Redwood City, CA
Norri s E. Meal y, Niles, OH
John H. Hupe, Wamego, KS
Glenn Trommater, Eagle, MI
Wi lliam R. Schaben, SI. Charles, IL
Richard G. Pettyjohn, Charlotte, NC
Frank S. Pavliga, Canfield, OH
Frank Hancock, Anderson, IN
Dale Spence, Pickerington, OH
AI Blind/Yally Yasko, New Buffalo, MI
Tom Norton, Cottage Grove, MN
W. A. Cordoza, Woodland, CA
Martin Arndt , Sturgeon Bay, WI
Marcus Brewer, FI. Wayne, IN
John von Linsowe, Jr., Linden, MI
Allen C. Smith , New Berlin, IL
Thomas C. Cahoon, SI. Paul , MN
Larry Schuessler, Milwaukee, WI
Ted Steffens, Buffalo Grove, IL
Dick Meyers, Madison, IN
L. Boykin, San Angelo, TX
Larry Diedrich, Lodi , WI
Ronald W. Kind, Detroit , MI
Story Flying Club/Russell Hendricks,
Seattle, WA
Larry Baron , International Falls, MN
M. Thomas Weaver, Kalispell , MT
Roger Piera II, So. SI. Paul , MN
Lester L. Zehr, FI. Wayne, IN
Richard Schaper, Blue Earth, MN
Berni e/ Bryan Godlove, Aurora, CO
Robert D. Busch, LeClaire, IA
Bobby B. Brashear, Waco, TX
James Baldwin, Columbus, OH
Kennedy B. Dweight, Houston, TX
Larry Cole, Redding, CA
Richard Harden, Minneapolis, MN
Conrad R. Case, Minneapolis, MN
Jay Canvender, Jackson, MI
E, McKee/Milt Peters, Sioux City, NE
Monte Peecher, Littleton, CO
William R. McFall , Waukesha, WI
Brenton/ Mary Ann Bowen, Ft. Wayne, IN
John E. Vonlinsowe, Linden, MI
Dennis Griffey, Muncie, IN
H. Danck, Madison, WI
Douglas/Jean Weiler, Bellbrook, OH
Red Rose Flying Club/Edgar Hess, Jr.,
Lancaster, PA
William E. Winter/Dee Ann Winter,
N9632A
N72150
N72208
NC72284
N72728
N72734
N72815
N76128
N76146
N76344
N76429
N76509
N76603
N76624
N76688
N76951
N77051
N89191
N89205
N89258
N89343
N89416
N89616
N89687
N89999
Noo067
N90111
CF-DMS
N172J
N1198M
N2608V
N2617V
N2636V
N2661V
N2671D
N3004A
N3415D
N3531C
N3833V
N3958V
N401 3V
N4238V
N4262V
N4294V
N4656C
N5556C
N5788C
N8099A
N9693A
N711DR
N1492D
N1604D
N1746D
N1781D
N1793D
N5466C
N5507C
N5795C
N5799C
N9210A
N9926A
N9935A
N9971 A
N170N
N600JM
140A
140
140
140
140
140
140
140
140
140
140
140
140
140
140
140
140
140
140
140
140
140
140
140
140
140
140
140
170
170
170
170
170
170
170
170
170
170
170
170
170
170
170
170
170
170
170
170
170
170A
170A
170A
170A
170A
170A
170A
170A
170A
170A
170A
170A
170A
170A
170B
170B
Lawrence R. Cole/Nila Cole, Redding, CA
Dale Sizer, Osseo, MN
Bill Killie, Tullahoma, TN
Douglas H, Williams/Carol Simpson,
Menlo Park, CA
Jerry L. Hicks, Charlotte, NC
Arlo Gosser, Franklin, IN
Richard Daly, Spencerport, NY
Howard Graf , Mexico, MO
George A. Winnie , Definance. OH
Don Murphy, Peru , IN
Kenneth E. Jacobs, New Baltimore, MI
James Schock, Farmington Hills, MI
Carl Carlson, Junction City, KS
Homer J. Hawks/Robert Hawks,
Dundee, IL
Ronald G. Degnan , Canf ield, OH
Charles E. Easterday, Knoxville, TN
Bernard Nitz, Rock Island, IL
Noel B. Morgan, Opelika, AL
Michael E. Young, Cuyahoga Falls, OH
James Clift , Knoxvi lle, TN
Tom Jackson, Dallas, TX
D. Coates, Oxon Hill , MD
Wm . J. Kinsman, Manawa. WI
David H. Currie, Knoxville, TN
Dick Mil ner, Plymouth, MN
J. R. Barker, Hayward , CA
Norman Neher, Hudson, WI
J. Cascone, Toronto, Onl. , Canada
Johnny Wi lliams, San Angelo, TX
L. Neal , Grand Rapids, MI
Dave Broadfoot , Wauwatosa, WI
Roland Dilley, Warren, OH
Leroy Shultz, Harahan, LA
Wm. P. Newkirk, Knoxville, TN
Anton N, Lafata, Lancaster, CA
Frederick W. Kelch, Columbia, IL
Jack, Randy/Pam Reynolds, Marion, IA
Peter Holman, Tarrytown, NY
John A. Van Sanl/Richard Holmlund,
Erwinna, PA
Dale Dickinson, Rock Island, IL
Mike Shores, Kent , WA
Donald R. Eversman, Naperville, IL
Albert Graham , Carthage, IL
Will iam B. Jennings, Fenton, MI
Guy E. Blake, Helfin, AL
Bob Baker , San Angelo, TX
Tony Otto, Lakeland, MN
Wm. Rasor, Dayton, OH
Dean F. Ostler, Kent, WA
Will i am 0 , Lower, Citrus Heights, CA
Roger L. Thistle, Sauk City, WI
William B. Titlow/ R. Farnam, Sunnyvale,
CA
James Douglass, Cheyenne, WY
Harry May, Highland, CA
Tom Kuffel , Anchorage, AK
William Decker, Norwalk, OH
Charles L. Henkenius, Moorehead, IA
James Hancock, Inver Grove Heights,
MN
Larry Roberts, Hanna City, IL
Robert West , Oreana, I L
Harold N. Watson, Sioux Falls, SO
Tim Lucero/Jim Thompson,
Denver, CO
Mark Zilinsky, Bolingbrook, IL
Tom Guyton, Lexington , TN
Arthur T. Morrison, Burnsville, NC
N2209D
N2213D
N2369D
N2372D
N2482D
N2509C
N2535C
N2565C
N2598C
N2606D
N2724C
N2735C
N2908D
N2947D
N3064A
N3066A
N3160B
N3225A
N3230A
N3410C
N3500C
N3516D
N3543C
N3550D
N4381B
N4541C
N4546C
N4922
N8187A
C-FTUZ
N1663C
N1681C
N1697C
N31 86D
N4786B
N9254C
N9455C
N9916
CF-RYV
Nl055D
NllDK
N88DL
N195U
Nl008D
Nl022D
N3020B
N3045B
N3048B
N3066B
N3085B
N3482V
N3893V
N3897V
N4327V
N4363V
N4403C
N4408C
N4445C
N4477C
N6681H
N9326A
N9331 A
N9849A
N32190
170B
170B
170B
170B
170B
170B
170B
170B
170B
170B
170B
170B
170B
170B
170B
170B
170B
170B
170B
170B
170B
170B
170B
170B
170B
170B
170B
170B
170B
170B
180
180
180
180
180
180
180
180
180
190
Ya&%
195
195
195A
195
195
195
195B
195
195
195
195
195
195
195
195
195
195
195
195
195
195
195
195
John W. Reeves, Libertyville, IL
William E. Flynn, Wakefield, MA
John H. Krauer, East Detroit , MI
Bill Rigsby, Ponca City, OK
James Swinker , Midland, PA
Hank Asciutto , Perris, CA
Michael R. Baas, Irving, TX
D. W. Graham , Crystal Lake, IL
Thomas B. Morris, Imlay City, MI
Jack W. Brooke, Jr./Jack Brooke, Sr.,
La Mesa, TX
Robert E. Peer, Opa Locka, FL
Douglas A. Nealey, Wood Dale, IL
Robert Decker, East Peoria, IL
Walter Groskulth, Mankato, MN
Gary L. Loos, Columbia, IL
Rick Hannen, Center Point , LA
Arnold Hohl , Langhorne, PA
E. D. Booth, Naperville, IL
Glenn Loy, Flint. MI
Dale G. Faux, Daleville, IN
Quinton L. Daniel, Vicksburg, MI
Ted R. Dobrick, Elkhorn, WI
George M. Mock, Anderson, IN
John Gileno, Sherman , CT
Jaime Alexander, Crystal Lake, IL
Everett N. Harr is, Obetz, OH
Malcolm Reid/Craig M. Lieberg ,
Clear Lake, MN
Ernest L. Hand , Maryville, TN
Victor Varnum , Tama, IA
H. Fowler, B a r r i ~ Onl. , Canada
Gary Volkmon, Waunakee, WI
Robert Seigelkoff, San Lorenzo, CA
Gordon H. Hale, Flint , MI
Gary Lust , Iowa City, IA
Earl Long, Wichita, KS
G. M. Zi mmerman/James Zimmerman,
Arvada, CO
Jerome Bousselot , Sandwich, IL
Arthur W. Anderson, Madi son, WI
Stan Fowke, Portage La Prai ri e, Man.,
Canada
Terry D. Wendel l/Robert A. Karcher ,
Mobile, AL
Dan Kindel , Cincinnati , OH
John Ankers, Boca Raton, FL
Bill Terrell , Hillsboro, OH
Roy G. McLain, Colton, CA
William C. Myers, SI. Charles, MO
Adrian R. Smith, Smithtown, NY
Mark SmokovitziStan Smokovitz,
Detroit , MI
Michael J. Speshock, Chandler, AZ
John A. Krueger, Redlands, CA
Lawrence O. Cox, Longmont , CO
Thomas Epperson, Germantown, OH
Maureen McMaster, Wichita, KS
W. C. Schwarz, Green Bay, WI
Raymond W. Franke, Walnutport , PA
Wayne Corn, Elgi n, IL
Robert M. Young, McLoud, OK
Robert Jessup, Lantana, FL
Rex W. Bechdolt , Hurst, TX
Raybourne Thompson, Jr., Houston, TX
Donald Fairbetter, Edmond, OK
C. C. Crabs, N. Olmsted , OH
Ronald G. Adams, Miamisburg, OH
James A. Watters, Dwight, IL
Francis Longuski , Inkster, MI
N5676C
N89902
N9405A
140A
140
140A
Tulsa, OK
Rick Neuer, Louisburg, KS
S, K, Murdock, Dubuque, IA
Jack Cronin/Cristin Cronin, Denver, CO
N1692D
N1846C
N1885C
NI981C
170B
170B
170B
170B
John p, Mertesdorf, Nicollet , MN
Donale E. Jensen, Albert Lea, MN
Champe Pool , Wormleysburg , PA
Wm. A. Schwinn, Cincinnati , OH
COMMONWEALTH
N33300 Skyranger
N93258 Sky ranger
Ross Gresley/Paul Schermerhorn,
Anderson, IN
L. O. Rupe, Elkhart, IN
5
DeHAVILLAND N1829K 8E Eldon E. Beresford, Dundee, IL N92615 J-3 Fred Brown, Pampa, TX
N48110 Chipmunk Richard C. Bidlack, Fremont, OH N1B40K BE John Slack, Frankfort , IL N98391 J-3 Kenneth DeCorte, Gaithersburg, MD
N48260 Chipmunk Walter M. Rozelle, Coeur d'Alene, 10 N2197B 8E Jim Cardis, Chicago, IL N9B450 J-3 Loren Larson , Fairmont , MN
N65153 Chipmunk Dale Bronson, Greenwood, IN N2229K BE Donald Adams, Newton, KS N98734 J-3 George Roth, Ruston, LA
CF-URN Chipmunk Lionel Hamilton, Guelph, Ont., Canada N2231K BE Ray Miller, Turner, MI C-FAOB PA-11 R. E. Clipsham, Erin , Ont .. Canada
N613WB Besver Willard Walpole, Wichita, KS N2290K BE F. N. Mair, San Angelo, TX N747UA PA-12 M. V. Johnson, Waters, MI
N4040W Beaver E. T. Kirkpatrick, Boston, MA N2351K BE Ronald/Noel Easton/Dennis Kelsey, N290BM PA-12 Bob Byers, Saukville, WI
Beloit, WI N3802M PA-12 Gary Robinson, Rochester, NY
ERCOUPE N2368K BE Karyl B. Herman, San Bruno, CA N3860M PA- 12 L. Duffield, Youngstown, OH
NI5JL Jeffry K. Lehner, LaPorte, IN N2493K 8E Leo Bachman, Decatur, IL N3B67M PA-12 Robert Kratz, Robert sville, OH
N71H William Jordan, Geneva, OH NC2747K 8E James R. Harri son, West Carrollton, OH N3890M PA- 12 David Kratz, Massillon, OH
N355E Herman J. Koplin, Lombard, IL C- FYEC BE Robert E. Fleming , Caledonia, Ont. , N4169M PA-12 Thomas S. Hiemnz, Aurora, IL
N20B1H Raymond W. Ganzer, EI Cajon, CA Canada N7753H PA-12 Donald A. Hass, Seattle, WA
N2279H John A. Wr ight , Sr., Springfield, IL N1674K BF Jack J. Borden, Franklin , WI N7B459 PA- 12 Richland Aviat ors, Inc./Jim Hudson,
N2434H Charles Darne" , Lafayette, IN N2210B BF Jack B. Mclnally, Grayline, MI Ri chland Center, WI
N2701H Scott Olson, St. Paul , MN N1616Z 8F Larry Traskos, Bellevi lle, MI C-FKOH PA-12 Ron E. Baines, Waterloo, Ont .. Canada
N2929H Art Leblanc, Potterville, MI N1865B BF Paul Prentice, Chelsea, MI CF-ZJI PA-12 J. M. Thede, Elmvale, Ont. , Canada
N3232H Charles Shaffer, Cary, IL N1892B BF John LaRoche, Bloomfield, CT C-GNYW PA-12 David S. Bell , Markham, Ont .. Canada
N3992H Paul Furney, Columbus, OH N1947B 8F F. D. Barnard , Ann Arbor, MI N5243H PA-16 Gilbert Easton, Rockford, IL
N87308 A. L. Kimball , Catlin, IL N6895C llA George T. Ramin, Houston, TX N5253H PA-16 Dee L. Davidson, Bedford , IA
N8731 2 Donald R. Bonem, Essexville, MI N5382H PA-16 Ronald W. Donner, Gleason, WI
N93358 Fred F. Sampson , New Hartford, NY MOONEY MITE N5716H PA-16 John Wood , Anoka, MN
N93823 Robert D. England, Tullahoma, TN N489M Wilbur Draves, Hometown, IL N5843H PA-16 Bill Schmidt, Wi chita, KS
N93935 Wayne Lawrence, Wichita, KS N4149F Dave Jameson/Henry Raettig, N5921 H PA-16 Charles Lancaster, Whiteland, IN
N93946 Gregory Krush, Oak Lawn, IL Oshkosh, WI N5967H PA- 16 Daniel Callahan , St. Louis, MO
N94160 Jesse Austin, Muskegon, MI N6835K PA-16 Rob Will , Seattle, WA
N94407 Dennis Swan, Paxton, IL NAVION N6841 K PA-16 Martin A. Robb, Riverside, CA
N94844 Erie Berens, Stevens Point , WI NB8T Twin Navion Robert Roglen, Eau Claire, MI N6854K PA- 16 Robert Cutler, Dallas, TX
N99026 Lucy H. Morgan, Old Hickory, TN N350FU Harvey L. Brown, Delray Beach, FL H5945H PA-16 Ronald Szymanski , New Berlin, WI
N99044 Hugh McKenna/Russell Burtsch, N437M R. J. Matt , McHenry, IL N4133H PA-15 Clark L. Anderson, Neenah, WI
Oswego, NY N999RM Donald L. Thomann/Don Johnson, N4406H PA-15 Sarah L. Kaeiser, Lake City, FL
N99244 Lowell D. Satterlee, Lincoln , NE Plano, IL N442-H PA-15 Terry L. Railing , Lake Mills, WI
N99274 Charles C. Ray, Dubuque, IA N2199W Ted Smith, Washi ngton, IL N4469H PA-15 Douglas Pfundheller/John Matson,
N99335 Donald Wolfe, Niles, MI N4020K George Barr, Worthington, OH Stoughton, WI
N9981 7 Dennis Sparr, McNabb, IL N4537K Mike Nallick, Minneapolis, MN N4600H PA-17 Harvey P. Buller, Mt. Lake, MN
N99955 Richard L. Schorey, Bishop Hill , IL N4549K Brian J. Ryan, St. Paul , MN N461 3H PA-17 Michael A. Fish, Lemont , IL
N4609K Richard Beedy, Springfield, OH N4839H Vagabond Russell Kellog, Ri o, WI
FUNK N4802K Carl Koenig, Flint, MI N4B70H Vagabond Darryl M. LeMire, Whit e Bear Lake, MN
N81176 G. Dale Beach, Sacramento, CA N4882K Louis C. Hook, Flint , MI N1591A Pacer David Vanciere, Mitchell , SO
N811 86 Dean/Pat Krueger, Omaha, NE N5117K L. A. Carlsmith, Amhurst , NH N1643P PA-20/PA-22 P. W. Steiner, Rockville, MD
N7803B Paul E. Efield , Orchard Park, NY N1830A Pacer Wendell Smith, Battle Creek, MI
LUSCOMBE
Nll07B 8A
N1159B 8A
N1204K 8A
N1361K 8A
N1364K 8A
N1365K 8A
N2079K 8A
N2110K 8A
N2158K 8A
N2177B 8A
N2315K 8A
N2424K 8E
N2685K 8A
N2764K 8A
N2887K 8A
N2938K 8A
N21996 8A
N28564 8A
N45680 8A
N45719 BA
N45767 8A
N71293 8A
N71315 8A
N71348 8A
N71465 8A
N71533 SA
N71922 8A
CF-CHM 8A
N45WB 8E
N1671K 8E
James Bacon, Linden, MI
Les Nelson, Minneapolis, MN
Wayne Drewry, Greencastle, PA
Mike Thern, Winona, MN
Jack D. Lane, Indianapolis, IN
Robert Westerberg , St. Paul , MN
Ben Bricker, Kalamazoo, MI
Greg Carroll , Buffal o Grove, IL
Gregory Hendricks, Peculiar, MO
Will iam Bumgardner , Bloomfield Hills,
MI
Robert Bohrman, West Allis, WI
Gregg Beitel , Charlotte, NC
Monte Jestes, Pawnee, OK
John Barowski, Downers Grove, IL
Jim Bastien, Madison, WI
Pete Fleis, Imperial, MO
Craig Sheets, Sturgeon Bay, WI
Malcolm Green, Columbus, OH
Kent Johnson, Faribault, MN
David E. Hennington, Livermore, CA
Ronald H. Dixon, Hoquiam, WA
John D. Richey, Batesville, AR
Nick Showalter , Corunna, MI
Terry Volante, Euclid, OH
Steve Lester, Morrow, GA
Larry Hall, Oklahoma City, OK
Maynard Wolkman, Hinckley, MN
T. A. C. Kennedy, Mississauga, Ont. ,
Canada
William F. Bokodi, Griffith, IN
Donald Sweatman, Venango, PA
N8662H
N8684H
N8821H
NB830H
N8997H
N9600C
N9141 6
N91608
N91738
PIPER
N1455N
NC1502N
N18241
N32845
N3373N
N3572N
N3638K
N3650K
N42478
N42724
N42733
N6153H
N6669H
N7258H
N78527
N87771
NC88461
NC88575
N88684
N88698
N92084
N92090
Twin Navion
J-3
J-3
J-3
J-3
J-3
J-3
J-3
J-3
J-3
J-3
J-3
J-3
J-3
J-3
J-3
J-3
J-3
J-3
J-3
J-3
J-3
J-3
William L. Marcy, Denver , CO
Howard G. Shoemaker, Wi lmington, DE
J. C. Langran, Jr., Colorado Springs, CO
Ed Hedlund, So. Haven, MI
Ben Gentile, Huntington, L.I. , NY
Fred Garcia, Remsenburg , NY
Jim D. Stewart , Dunedin , FL
G. L. Valbert, Camby, IN
W. T. Christian, Knoxville, TN
Donald Ri chards, Bellai re, MI
Roger Montambo, Red Wing, MN
Mont Mendenhall , Thomasville, NC
Lynn Chamber lain, Mt. Pleasant , MI
J. L. Burns, Mt. Morris, IL
Roger Turner, Bingham Lake, MN
Anne Collins, Joliet , IL
John Spiegel , Port Byron, IL
John Lamascus, Pacific Grove, CA
Bruce H. Nagorske, Bingham Lake, MN
Jerry Kennedy, Murphysboro, IL
Ralph Korff , Lockport , NY
Laran Larson, Fairmont . MN
Donald V. Lacouture, Jr., Marlboro, MA
Max Faulkner, Bourbon, IN
Norman J. Shuff, Watertown, WI
Reid P. Joyce/G. R. Purifoy, Valenci a, PA
John V. Rawson, Jr.. Belle Meade, NJ
Dan Pell/Kevi n J. Engel , Sheldon, IA
David A. Watson, Framingham, MA
Winton D. Glaser, Appleton, WI
John GelasifTheodore Sanders,
Highland Park, IL
N2103A
N2165A
N2934Z
N49AK
N5179A
N5538A
N7161K
N7324K
N7326K
N7629K
N7672K
N9132R
C-FGCM
G-FLOK
CF-RRU
N1214
N1947A
N5466H
N99302
CF-HCY
C-FMDP
N72CJ
Nll06C
N1262C
N1319C
N1487A
N1512P
N1529P
NI545P
PA-20
PA-20
Pacer
PA-20
PA-20
PA-20
PA-20
Pacer
Pacer
PA-20
PA-20
PA-20
PA-20
PA-20
PA-20
PA- 18
PA-18
PA- 18
PA-18
PA-18
PA-18
PA-22
PA-22
PA-22
PA-22
PA-22
PA-22
PA-22
PA-22
Gerald Shultz, North Branch, MN
T. J. Champagne, Houma, LA
Allen Simons, Bristol , CT
Ed Cahill , Juneau , AK
Brian Bristol , Cottage Grove, MN
Robert Rado/Ledray Victorian,
Toledo, OH
Walter Fritz/Brian Crull , Indianapol i s, IN
Charles C. Myers, Manchester , TN
Robert Manier/ Bernard Menier.
St. Paul , MN
Robert Andrews, Libertyville, IL
Robert Vasey, Stafford, KS
James H. Bristol , Cottage Grove, MN
George McMillan, North Bay, Ont. ,
Canada
C. Burbank, Shelburne, Ont ., Canada
Gary M. Ferguson, Oshawa, Ont. ,
Canada
Michael McKay, Martins Ferry, OH
P. W. McKamy, Billings, MT
Terry Henry, Neenah, WI
Sherman B. Elder, Muskogee, OK
Karl H. Bunder, Aurora, Ont. , Canada
James Bilstad , Thu nder Bay, Ont. ,
Canada
Bruce Lund/C. J. Lund, Mobile, AL
V. L. Dant , Rome, GA
G. Woerner, Geneva, OH
Lowell Roberts, Midwest City, OK
S. D. Stevens, Arden Hills, MN
Jay Carter, East Liverpool , OH
Wm. T. White, Dallas, TX
James E. Donaldson. Eden Prairie. MN
6
N2276A PA-22 Richard C. Hill, Harvard, IL N78321 Michael P. Kennedy, Homestead AFB, FL N43871 Marshall Kennard, Enfield, CT
N3212Z PA-22 Wm. W. Ricketts, Finksburg, MD N80589 James Byland, Moberly, MO N43898 Temple & Woodward, Granger, IN
N3360B PA-22 Lloyd Mook/Eddie Veach, Harrisonville, N80613 G. W. Goodland, SI. Paul , MN N44204 Eugene M. Townsend, Decatur, IL
MO N80665 Pete King, Rockvi lle, MD NC44493 John W. McDonald, New Orleans, LA
N3377A PA-22 William Sherhan , Lincoln, NE N80689 Dave Ebersole/Scott Chr ist iansen, N94941 Jon Chalmers Thompson , Johnson
N6125D PA- 22 Wayne Minnis, W. Palm Beach, FL Colorado Springs, CO City, TN
N81 21C PA-22 Matthew Grainda, Easton, PA N80706 Mark Holli day, Hastings, MN N95109 Wm . E. Boggs, Grove City, OH
N8588C PA-22 William A. Rudolph, Traverse City, MI N80776 Joey N. Kemp, Tullahoma, TN N95926 Dick AmRhein, Troy, OH
Nl0306 PA-22 AI Morris, Warminster, PA N80905 Charles Hoover, Jr., SI. Paul, MN NC95957 Douglas Anderson, Jackson, MI
CF-KKX PA-22 Alvin C. Pomery, Janetvi lle, Ont.. Canada N80949 Lowell Sterchi, Coral Gables, FL N96026 R. R. Reece, San Angelo, TX
N80969 Harry Lyon, Jr., North SI. Paul , MN N96275 Jim Hall , Rockford, IL
REPUBLIC SEABEE N90383 Guy Eby, Madison, CT N96386 Robert W. West , Oreana, IL
N1CD Curtis Dax, Chicago, IL N96387 Everett Downey, Albion, NY
N6570K Grant Leonard , Prior Lake, MN TAYLORCRAFT N96417 John Friling, Lombard, IL
NC922WT Paul Edward Nuss, Juniata Altoona, PA N96544 Steven N. Landis, FI. Wayne, IN
ST#lSON NC5020M Ralph Lauritsen/Cliff Henry, Boone, IA N96818 Wm. Knight, Brodhead, WI
N389C Boyd Walsh, Marion, IN N5045M Robert Reedy/Covert Holley, Troy, OH N96842 Tim Mickel , Scioto Mills, IL
N584LW 108 Larry Wheelock, Bloomfield, IN N5109M Herbert Browning, London, OH N96979 Lester L. Walls, Shrewsbury, PA
Nl081S Voyager Richard Bourque, Simsbury, CT N5218M Richard Weimberger, Fond du Lac, WI CF-KFG James Takacs, Port Colborne, Ont..
N6323M 108 Paul Varner , Rockford , IL N5265M EM Air Museum, Franklin, WI Canada
N6555M Nicholas C. Selig, Naperville, IL N29753 James Foos, Granger, IN CF-PUW Ken Bi mm, Rexdale, Onl. , Canada
N8212K 108-1 Robert Reintgen, Latrobe, PA N34093 Paul Cusumano, Mayfield Village, OH
N8509K 108-1 Daniel Bauman, Oorr. MI N39168 Thornton Cressy, Westland, MI ADDITIONAL CLASSICS
N8747K Charles Brokaw, Parker, CA NC39222 SArt Bujnowski, Huntington, LI , NY N242B Helio Cou'ier Robert T. Griff i n, Waxhaw, NC
N9088K 108-1 C. O. Depuy, Ponca City, OK N39974 William Fitch, Epworth , IA N424 L Meyers 145 L. A. Waite, Durand, MI
N9117K Voyager James Strock, Austintown, OH N43163 Jerry Kramer, FI. Recovery, OH C-FLWG Moran&-Saulnier 502 Frank Masak, Scarboro, Onl., Canada
N97367 108 Bruce Jacobs, Albion, MI N43344 Mark Yelich, Franklin, WI N5160 Rawdon T-l Jack Chastain, Creve Coeur, MO
N97607 108 Rich Klepperich, Webster, MN N43556 Ray L. Sherwood, Fairf ield, IA N711SV Stampe John Hanson, Manistee. MI
N297K 108-2 Stinson IV/Bob LaBonte, Hudson, NH N43680 Parker Buckley, Waynesville, OH N25MB Stampe SV4 Don Good , SI. Joseph, MO
N971J 108-2 J. Manki ns, Corona, CA N43845 J. C. Latronigo, Girard, OH
N8000K 108-2 Michael Hudgins, Portage, WI
N9306K 108-2 Frank Sperry, SI. Ignace, MI
N9582K 108-2 David Peterson, Inver Grove Heights. MN
N9836K 108-2 G. M. Huffman, Tulsa, OK
CF-HZM 108-2 Fred Green, Mississauga, Ont.. Canada
CF-SID 108-2 Augus Cameron, London, Ont .. Canada
N675C 108-3 Curt Lindauer, Belleville, IL
N762C 108-3 Harvey T. Engen/David Engen ,
Excelsior, MN
NC6018M 108-3 Carl Pflanzer, Rome, NY
N6649M 108-3 Russel Arndt , Big Fall s, WI
N6698M 108-3 Joe D. White, Calumet City, IL
C-FKQC 108-3 Richard R. Schaub, Fenwick, Ont ..
Canada
CF-LLW 108-3 Kenneth Gamble, Hamilton, Ont .. Canada
SWIFT
N1BJ Raymond Neuse, Groesbeck, TX
N1ZF Ronald Thompson, Jenks, OK
Nl0SS William Shepard , River Ridge, LA
N1 3SW Steve Wil son, St. Charles, IL
N50BS Roland J. Zavada, Pittsford, NY
N77PB Pat Knight , Waynesboro, VA
N853C Charles R. Cannan, San Juan
Capistrano, CA
N853P John R. Dixon, Mission Viejo, CA
N2115 Bonham E. Cross, Hopkins, MN
N2334B James J. Montague, Lake Elmo, MN
N2424B Carl Weddle, Hendersonville, TN
N2429B William Goldman/Jack Morgan,
Chandler, AZ
N2442B John Cranfill , Frankfort , IL
N2457B Dick McNeil , North Wi lkesboro, NC
N3248K Howard H. Hanson, Webst er, MN
N3263K Howard Thalacker, Chetek, WI
N3740K Ronald W. Williamson, San Diego, CA
N3816K Buz Johnson, Mobile, AL
N3898K Tracy Rhodes, Dayton, OH
N77756 George O'Neal , SI. Petersburg , FL
N78083 Paul L. Chesley, Albuquerque, NM
N78247 Clyde B. Ericson, Barrington, I L
N78261
N78306
N78309
N78311
James Pope, Washington, DC
Gary Scott , Schoolcraft , MI
Bernard F. Arnold , Cuyahoga Falls, OH
Richard A. Chisholm, Oak Lawn, IL
(Lee Fra y Photo)
Bill Ehlen and AI Henninger, Forums
Chairman and Co- Chairman.
(Lee Fray Photo)
Antique/Cl ass i c Headquarters staffers
J. Kesel, }. Markl , and K. Morgan.
7
RON WOJNAR'S
GRAND CHAMPION CHAMP
Going down: this photo and the next give an indication of
what Ron had to tear down prior to his very extensive re-
build.
On day six ... Thursday ... of Oshkosh '78 ac-
tivities were already beginning to wind down. The
aircraft judges had pared their long, long lists down
to the top one or two in each category, or in many
cases had pretty well decided the final rankings.
About all that remained was to wait out the day to in-
sure that no one flew in anything that would upset
the apple cart at the last moment.
Unbeknownst to the Classic judges, the upsetter
was already on the field, having slipped in the previ-
ous evening right after the History of Flight pageant.
No one paid any particular attention when a mild and
well mannered young man walked into the Classic
trailer on Thursday morning and asked if he could get
his airplane judged. Half an hour later, however, ap-
By Jack Cox
pies were tumbling all over the Antique/Classic park-
ing area and judge-laden golf carts were rushing from
all quadrants toward the scene of the calamity. One
quick walk around, one sniff of the cabin aroma, one
peek under the cowling and it was all over. The only
sounds were a few anguished groans and the tearing
of paper ... yesterday's judging sheets.
Unless you were well into your 50s or an
aficionado of Classic airplanes, this Through the
The right wing before stripping
inspection holes.
Looking Glass scenario made little sense ... for in
the middle of it all was just a little 01' Aeronca
Champion.
But what a Champion!
First, it was yellow with the orange lower fuselage
- the familiar Aeronca factory paint scheme that we
rarely see today. On the nose was a brand new Sen-
senich wood propeller - a 72-42 climb prop just like
the FBOs used to order for flight training. The nose
bowl and wrap-around cowl were as pristine as a
newly minted dime - even the exhaust pipe stubs
sticking out the bottom were barely smudged. The
tires were new, the oleo struts at full normal exten-
sion and the brake covers without a chip in the paint
from prop blasted stones and gravel. Inside the ca-
bin, the brown crinkle-finish instrument panel held
an array of dials, the correct ones sporting the
winged Aeronca emblem. Black enameled floor-
boards, brown flocked side panels and door and
brown leatherette seat covers each emitted its own
peculiar smell to combine with that of fresh dope and
80 octane to produce that aeromatic Evening in
Middletown essence that few of us have experienced,
but none have forgotten.
Outside again, a glance across the top surface of
the wings revealed chordwise rows of little bumps in
Naturally, all wood was repl aced. Here the old is used as
a pattern for a new window frame.
8
the glistening fabric, tell-tale mini-molehills marking
the characteristically Aeronca PK screws taking the
place of rib stitching. 24 inch orange letters and
numerals swam in the shimmering light reflected off
the top of the right wing.
Letting one's gaze swoop down the familiar, mul-
tifaceted sway back of the fuselage, it was easy to see
every stringer arced st raight and true to the tail - no
warps, no valleys between formers.
Emblazoned on the fin and rudder - in orange -
were the stenciled winged Aeronca emblem and the
rather odd sized and spaced N numbers.
Stepping back for perspective, one's mind reeled.
This wasn't a latter day restoration, it was a new
airplane ... only hours ago a ferry pilot had signed
out the airplane from the factory ramp there in
Middletown, Ohio ... dated his voucher August 5,
1946 and took off for Milwaukee to deliver the spank-
ing new airplane to Anderson Air Activities ... but
on the way, perhaps in the clouds of industrial smoke
around Gary and South Chicago, a time warp was en-
countered, misdirecting the little bird through 3 de-
cades to Wittman Field ... on the evening of August
2, 1978.
It looked that new ... it felt that new ... it even
smelled that new.
The next evening Ron Wojnar (EAA 31222) of Mil-
waukee was called to the stage to receive the 1978
EAA Grand Champion Classic trophy for his 1946
Aeronca 7AC Champion .. . and not a soul who had
seen the airplane was surprised.
The new frame's been installed along with a lot of other
new wood.
And not one of us who knew Ron personally was
surprised, either.
***** ***** *****
Have you ever been to EAA Headquarters? If you
have, you may recall that in the main lobby two
pedestals flank the entrance doors. Atop these are
glass cases containing two exquisite cut-away type
airplane models, one of an EAA Biplane and the other
of a Tailwind. They were meticulously crafted a
number of years ago by a young college student who
worked as a summer employee at the EAA Museum.
That young man, already exhibiting his concern
for accuracy and authenticity, his talent for minute
detail and superb workmanship, was ... Ron Wojnar.
Born in Milwaukee on December 3, 1949; Ron's
lifelong fascination with aviation came naturally. His
father, Tony, was a pilot who, significantly, often flew
a Champ in those days before his family started com-
ing along and he was forced to give it up. Earlier, he
had become an aircraft mechanic courtesy the Marine
Corps and spent World War II keeping the heavy iron
flying. After V-J Day Tony returned to Milwaukee and
signed on as a mechanic with the Wisconsin Air Na-
tional Guard. His Maintenance Officer - and pilot
The basic frame has been rebuilt by thi s point, but there's
so much to go!
for whom he served as a crew chief - was a Lt. Col-
onel named Paul Poberezny.
Three years before Ron's birth , a new Aeronca
Champion was ferried into Mitchell Field, just a couple of
blocks from the Wojnar home, by its new owner, Ander-
son Air Activities. NC85448 labored for a number of
years as a trainer - climbing out and gliding in over the
Wojnar household when the wind was right. By early
December of 1949 when the Wojnar's were blessed with
a healthy son, the Champ had already accumulated al-
most exactly 3000 hours of flying time.
A typical loving father, Tony wanted his son to
share his interest in aviation. He built models for him
until he was old enough to be taught to start building
them himself. He would often take little Ron along in
the evening when he had to put in overtime and let
him sit in the cockpits of the T-6s and P-51s on which \
he was working and when his son was 6 years old,
Tony took him to nearby Waukesha Municipal Air-
port, bought a couple of $2.50 tickets and treated hi m
to his first airplane ride - in a Cessna 170.
Those evenings in the cockpits of the Texans and
51s were making a far deeper impression on his son
than Tony probably realized at the time. Ron can viv-
idly recall the experiences to this day ... and he
dates his determination to make aviation his life's
work to those wonderous moments when he sat
there in the bucket seats, pushing and pulling the
sticks, intently studying the dials and levers and
wheels around him - and the rudder pedals down
there in the bowels of the fuselage his little legs
would not be able to reach for years to come.
9
As the years went by, Ron's interest in airplanes
and flying grew in sophistication in step with the
growth of his body and mind. He managed to get an
airplane ride once in a while - sometimes in a
Stearman piloted by his father's boss, Paul
Poberezny, and once, when he was 11, in a Champ
piloted by family friend Dick Mildebrandt. Ron dearly
longed to learn to fly, but at the same time his
academic success in high school was bending his in-
terests toward the scientific. So much, in fact, that
after graduation in 1967 he was soon packing to head
for Lafayette, Indiana to enroll as an aeronautical en-
gineering student at Purdue University.
Not surprisingly, Purdue had been selected, in
part, for its reputation as an aviation oriented institu-
tion. Aside from its academic excellence, Ron knew it
must have a flying club ... a fact he confirmed
within hours of his arrival on campus. Excitedly relat-
ing this discovery to his father (with obvious intent),
Ron found himself being brought back down to earth
by the elder Wojnar's reminder that he was there to
earn a degree first ... and a pilot's license, maybe.
However, he softened the admonition with the prom-
ise that after seeing Ron's grades at the end of the
first semester, the situation would be open for
further evaluation.
No student was ever led down the path of
academic achievement by a more tempting carrot .
Ron hit the books with a vengeance - sleep meant
nothing, social life was ignored and Big Ten football
was just a Saturday afternoon recharging of Ron's bat-
teries for the REAL task at hand.
At the end of the semester, Tony had a wide and
proud grin on his face ... and Ron was wasting little
time getting enrolled in the school flying club. To his
surprise and pleasure, he had found that in addition
to its modern trainers, Purdue still retained a Piper j-3
in its flight school fleet ... available for $5.50 per
hour! !
For the next 31;'2 years, that Cub would virtually
become Ron's personal airplane. He loved it - and
soloed it in about 8 hours - but most of his fellow
students sneered down their noses at the lowly yel-
low "dog". A few learned to fly in it simply because
of the low rental rate, but couldn' t wait to move up
to the REAL airplanes, the Colts, Cessnas, etc. Con-
sequently, Ron could count on getting the j-3 almost
any time he wanted to fly it. He checked out in the
other aircraft, also, but never tired of just going off
alone and shooting landings or watching a sunset in
" his" Cub.
Returning home that f i rst summer, he found him-
self without a job - whi ch meant no funds for flying.
A couple of weeks later at an EAA fly-in, he related
his dilemma to Audrey Poberezny . .. and a few days
later received a phone call from Bill Chomo offering
summer employment at the EAA Museum. Ron
jumped at the chance, and would spend each of his
college summer vacations mowing yards, painting,
dusting airplanes - whatever was asked of him that
wou Id support his flying "habit" .
Ron had been a member of EAA Chapter 18 for a
number of years and the summer job at EAA Head-
quarters (where 18 holds its meetings) intensified his
relationship with various of the members. Eventually,
he fell in with a bad crowd ... bounders like Bob
Ladd, Dick Mildebrandt and the notorious Ron Scott .
Soon they were putting terrible things in his head . ..
worst of which was the insidious idea of actually own-
ing an airplane. Together, they schemed to chip in
and buy a Cub, Champ or some such fun airplane for
giving rides to friends, taildragger checkouts, etc.
(Bob, Dick and Ron Scott each had single place
homebuilts in those days.) Ron was sorely tempted to
fall in with the plan, but, fortunately, he was spared
by the timely intervention of his father . . . although
there would be moments in the years to come when
he had good cause to question the hand fate had
dealt him.
It wasn't that Tony objected to the terrible trio (ac-
tually, they were and are today close friends) - or
even the idea of owning an airplane; he simply
wanted to see his son apply his aviation skills and
knowledge to a purposeful end. He wanted the two
of them to buy a basket case and restore it.
Taken somewhat by surprise by this proposal, Ron
quickly recovered and began scouring Trade-A-Plane,
Chapter newsletters and the like. One day during the
summer of 1970, he picked up a Chapter 260 (Dolton,
IL) newsletter and began scanning it for ads - and
there it was ... Leo Faoro (EAA 28636) of Dolton
(south Chicago) had a basket case 1946 Aeronca
Champion he was willing to part with for a reasona-
ble price.
I n rapid succession Ron talked the situation over
with his father (who would be the financial backer of
any deal), called Leo on the 4th of july and arranged
a meeting time, drove down with Tony the next day,
inspected the airplane, liked what he saw and put a
$100 deposit on it . The following weekend the Champ
was retrieved and was placed in his Aunt's garage ac-
ross townJn Milwaukee.
Immediately, Ron and his father began taking the
fuselage apart . . . and the very first th i ng, Ron
twisted off a brass fitting on the carburetor. This re-
ally upset him at the time because it pounded home
the realization that despite his "book" knowledge, he
was completely lacking in "hands on" experience in
working on airplanes. His dad, however, was just sit-
ting back with a sly grin on his face. "You' ve got to
do things like that to learn," he said, "Get your feet
wet, then pay close attention to what you are doing,
work carefully and do everything correctly." Ron
would listen to this advice and stick it out to the end.
For the first year or so, however, Tony would serve as
his tutor and advisor - as well as fellow worker -
on the Champ project.
In stripping the airframe down, the Wojnar's
found that while they had a complete airplane, they
had a lot of work ahead of them to come up with a
job to their personal standards. Removing the paint
from the fuselage tube framework, for instance, re-
vealed grinder marks - which meant replacement of
some tubing. The wings bore evidence of past
groundloops - and atrocious repairs, which would
have to be completely redone. And the landing gear
oleos, horizontal tail surfaces and a couple more
smaller items were considered too bad for repair.
They would have to be replaced. A close study of the
logs revealed that such replacement of various com-
ponents had been a common occurance in the life of
NC85448. 24 years of abuse at the hands of ham-fisted
students had left only the wings intact from the air-
frame that rolled out of the factory in 1946.
By this point it was time for Ron to head back to
Purdue for his senior year. He had signed up for
some elective courses in the technical area, including
engine overhaul and maintenance, so he took his en-
gine with him hoping to overhaul it as his class pro-
ject. He tore the A-65 down, alright, but it would be 7
years before it went back together again. The cylin-
ders were oversize and badly rusted, a dye check re-
vealed a cracked crankcase, the camshaft was worn
out and the cam followers were eaten up with corro-
sion. In other words, Ron found he had a pile of junk
for an engine. The ' only bright spot was the crank -
it was useable. The expense of the overhaul this hunk
of iron needed was out of the question while Ron
was still in school ... so, sadly, the pieces were
boxed up and sent back home.
After graduating from Purdue in 1971, Ron re-
turned to his summer job at EAA while waiting to be
assigned to officer's training by the Air Guard. It was
an especially instructive summer. The Acro Sport pro-
totype was being built and with its construction (tube
and rag) essentially the same as the Champ, every day
was a learning experience for Ron. Not only could he
get his hand in to pick up new skills he could apply
to the restoration of his airplane, but he had a golden
10
opportunity to pick the brains of pros like Bill
Chomo, Philippe Van Pelt , Gil Bodeen and others .. .
includi ng, of course, the Acro Sport designer, Paul
Poberezny.
As it turned out, Ron did not get his OTS assign-
ment that summer, so on September 1 he accepted a
full time position with the EAA Air Museum Founda-
tion as Assistant Museum Director.
That fall (1971) the fuselage frame was sandblasted
and some pitting was found in addition to the
aforementioned grinder marks. Everything doubtful
was cut out and replaced with new tubing. Ron
tacked each piece and Bill Chomo finished them ...
later Ron would gain the experience and confidence
to do his own welding. By Christmas all the repair
work had been done, all the woodwork had been re-
placed so that the next step was a cover job. That, as
things turned out, would be a way down the road,
however.
In late December, Ron started on the lef t wing. He
first tried to clean it up without disassembling it . ..
bilt after several months of part time wasted effort,
tore i t down and did it right. Only one wing was
done at a time so that the other could be used for
reference. Some wingtip repair (and rework of old,
bad repai rs) was necessary, but essentially the wing
work involved cleanup, replacement of leading edges
and refinishing of the spars (the only old wood re-
tained in the entire airplane) .
With the coming of the summer of 1972, Ron
found the direction of his life changing - and the
Champ temporarily moving to the back burner. First,
his OTS assignment came through and he was off for
Lackland AFB for 3 months . . . then as a new 2nd
Lieutenant one month of active duty with his local
Guard unit .
That fall Ron took a position with Hartzog Aviation
in Rockford, Illinois and moved to that city. Living in
an apartment, he had to leave the Champ at his pa-
rent's home in Milwaukee, driving back to work on
weekends. Small parts were taken home to Rockford
to be reworked during the week. Happily, Ron had
again found himself in fortuitous circumstances - at
Hartzog he not only had some real aviation pros' to
call on for advice, but a lot of sophisticated equip-
ment that could be used after work.
1972 saw only modest progress on the Champ,
what with adjustment to a new job, new home and
weekend travel back and forth between Milwaukee
and Rockford. The following year, however, things
began to look up. Perhaps most significant was the
fact that Ron and his father made the first of many
weekend trips to Bellanca's Osceola, Wisconsin plant
Asi de from the spars, there's not much
of the ori gina l wings left i n t his pi c-
ture.
The i ngredients of a champi on's Champ
are beginni ng to show up.
to forage for parts . Tom Brown and Bonnie Marlette
of the Parts Sales ,Department took an immediate in-
terest in the restoration project and spared no effort
to unearth 7AC parts that had been moved from
Middletown, Ohio to Wisconsi n. Bellanca had suf-
fered a disastrous fi re a few years before and much of
the old stuff had been lost , but, fortunately, some
had been stored downtown in an old railroad depot .
Ron and his father were permitted to sift through ev-
erything and together they came up with a lot of
"impossible to obtain" goodies .. . like frames for
the sliding windows, universal joints for the fuel valve
extension rod, etc. A surprising number of off the
shelf Citabria components are the same as for its an-
cestor, the 7AC. All the wooden fuselage formers and
stringers, in fact , are identical , with the exception of
the rear window area . When completed, Ron's
Champ looked like a new one, because to a great ex-
tent it is ... thanks to the folks at Bellanca.
During 1974 things began to get into high gear.
The wings were finished and late that year the Conti-
nental A-65 was given a complete major. Schneck Av-
iation did the work needed and Ron did the final as-
sembly - under the supervision of a licensed
mechanic. Thinking the end was in sight, Ron purch-
ased all his dope and fabric (dacron) from Bellanca
and took two weeks vacation to cover the airplane.
He gets a big laugh today at his naivete in grossly un-
derestimating the time element involved in covering.
Two weeks, in fact, stretched into 2 years before the
cover job was completed!
In 1975 Ron's life took another sharp turn. He left
Hartzog and took a career position with the FAA. As-
signed to EMDO 46 in Des Plaines, IL (north side of
Chicago) as an Aviation Safety Inspector (Manufactur-
ing), Ron was able to move back home in Milwaukee,
commute to work during the day and work on the
Champ evenings and weekends. From that point on,
something, no matter how insignificant, was done
every night.
One bit of help came from an unusual quarter.
Ironically, one of Ron' s FAA assignments was the Bel-
lanca factory - so that his friends from the days of
scrounging for 7AC parts had now also become
clients of sorts. Every time Ron came in for an i nspec-
tion , he had to give everyone a progress report on
his Champ. A couple of young girls in the covering
department, Donna Viebrock and Sue Dollery, told
Ron they would like to come to Milwaukee some
weekend and install the wing envelopes. Despite liv-
ing in Wisconsin all their lives, neither had been to
the " big city" and this would be their chance. With
their expertise, the work would take just a few hours
and the rest of their time could be spent seeing the
Sights. It was an offer Ron couldn' t refuse ... and
sometime later it all came about. He got a set of
wings ready for doping and the girl s got an expense
paid fling in Wisconsin' s biggest metropolitan area.
With doping and finish coats to go, oridi narily it
would have been decision time as far as the paint
scheme was concerned. Not so in this case, however.
Very early in the project, Ron had made the decision
to return the Champ to factory new condition and
appearance. This, of course, involved considerable
research. He had an original service manual given
him by Ron Scott and a copy of a 1946 Skyways article
on the Champ given him by George Hardie ... but
most helpful was the complete certification record on
the Aeronca 7AC on file right where hf' worked ,
EMDO 46 in Des Plaines. (Bellanca still holds the Pro-
duction Limitation Record for the airplane and could
put it back in production tomorrow if they wanted
to.) The file is COMPLETE ... colors, size and shape
of markings, everything. All the draWings are dated
1945 and all the subsequent revisions are on file.
1976 saw the covering completed and 1977 was
spent .. . "doing all those little detail items you think
are going to take about 2 weeks," according to Ron .
He endured all manr.er of frustration attempting to
paint the fairings, cowl and various other small metal
pieces. Ron was bugged .. . literally. He would spray
on a beautiful coat of enamel - no runs, no orange
peel - only to have some hapless insect make a
Kamakazi dive right into the shiny surface. Striving for
nothing less than perfection, Ron stripped the parts
completely after each bug attack and repainted them.
He estimates he pai nted the equivalent of 4 or 5
airplanes before he was satisfied. Similarly, the
crinkle-finish instrument panel was done 3 times be-
fore a perfect job could be obtained.
Ron had some interesting experiences down the
stretch drive to complete the airplane. A few items
had seemed impossible to obtain in order to have a
near 100% authentic restoration - the flocking of the
interior, for example. For 3 or 4 years inquiries had
been made through aviation channels in a vain at-
tempt to locate a shop that could do the work. De-
spairing of ever achieving success, Ron picked up the
Chicago Yellow Pages one day and looked up "Flock-
ing" . Sure enough, there was such a classi fication. He
made a phone call and a friendly voice assured him
the work would be no problem. Ron was told how to
prepare the panels (apply an epoxy base in the color
desired for the flocking) and where to deliver them.
There's not much here that could look any newer if it were
coming right out of the factory.
The work was done over the following weekend and
turned out to be a beautiful job. (The flocking, inci-
dentally, is an electro-static process with the com-
mercial name of Velvetex.)
Another tough nut (pun intended) was the fuel
gage nut - Bellanca didn' t have one and all that
turned up were worse than Ron's knarled, over-
torqued original. Finally, driving through a small
Minnesota town, Ron spotted a sign that read, "Sew-
ing Machines, Guns, Trading Post and Airplane
Parts". Partly on a hunch and partly just out of curios-
ity, he stopped, entered the establishment and in-
quired of the owner if he had any Champ parts.
" Got enough to make 5 of them ... whatta ya
need?" was the reply.
Ron mentioned the fuel gage nut and was almost
shocked to hear, "Sure, how many you need?" .. .
whereupon the proprietor reached into a drawer and
pulled out a loop of safety wire with a half dozen or
so Aeronca fuel gage nuts strung on it!
This sort of thing, Ron chuckles today, is why it
took 7 years to restore the Champ. He could have
built up an airworthy, even beauti f ul job in perhaps 3
years . .. but not an authentic one. That took a lot of
time and patience.
Finally, however, the day came when the airplane
was taken to the Waukesha County Airport - on Oc-
tober 23, 1977, to be precise. What should have been
a joyous occasion, however , began a two month
ordeal that is a story in itself. Shortly after taking over
12
That first run-up, a moment of supreme exaltation.
a hangar from a friend who had sold his airplane, Ron
was informed by the FBO that he would have to give
it up by January 1. This shocking news really put the
pressure on. After 7 years of work Ron was deter-
mined not to dismantle the Champ and tow it back
home ... and he was absolutely not going to leave it
outside. Hangar space is extremely hard to come by
in the Milwaukee area, just as is the case in all large
metropolitan areas, so the only option left was to find
a hangar in a nearby town. Space was ultimately lo-
cated some 20 miles west at Watertown, but having a
January 1 deadline, Ron resolved to fly the Champ
out of Waukesha.
It wasn't easy. Bitter cold came to Wisconsin even
earlier than usual, making final assembly of the
Champ a numbing experience. Nevertheless, Ron and
his father toughed it out, working every evening and
weekends. By late November it was so cold that work
had to go in spurts interrupted by thaw-out breaks
in Ron's or his dad's car. Several layers of insulated
clothing didn't make working in tight spots easy and
any job requiring a degree of digital finesse was frust-
ration personified. Trying to screw on a tiny nut he
couldn't feel through numb fingers was not exactly
Ron's idea of a fun way to complete his project. In
December temperatures plunged below zero ... but
Ron and Tony worked on, getting the last of the fair-
ings on, control cables adjusted, the King 360 radio
and battery pack installed, etc.
Finally it was time for some engine run-in. John
Curtice, Ron's fellow inspector with EMDO 46, had
previously been employed with Continental Motors in
Muskegon, Michigan and had gone through the pro-
cedure literally thousands of times. He advised Ron
on how to properly break in the newly majored A-65 .
.. and later issued a new Certificate of Airworthiness.
AI Bruce Rintelmann of Milwaukee had supervised
the project from the beginning (since neither Ron nor
his father have civilian A and P licenses) and had al-
ready signed off the restoration work.
And then it was done. Ron could have test flown
the Champ a day or so before Christmas ... but he
decided against it. His family had put so much of
themselves in the project that Ron could not bring
himself to pOSSibly ruin their Christmas in case any-
thing went wrong. Bright and early on the 26th, how-
ever, he and his dad were heading for the airport.
The temperature was 3 F but the Continental
started on the first pull. Ron taxied over to the FBO,
shut down and squirmed into a Security parachute
Mike Heuer had brought over for the occasion. Firing
up again, he warmed up the engine until the oil
temperature came up to 90, then taxied out for
take-off. Given the O.K. by the tower, Ron opened
the throttle and literally leaped into the frigid air. He
climbed out to 5,000 feet, staying over the south end
of the airport - by prearrangement with the control-
lers. All went well and after 36 minutes, the cold had
become so unbearable Ron had to land while he still
had some feeling in his hands and feet. The landing
was a real squeaker (as he later saw on movies). On
the 30th - right on schedule - Ron flew the Champ
out of Waukesha and over to Watertown. The
airplane was there for about six weeks - and some 5
hours of further flying time - before it was transfer-
red to a new home, Air Troy Estates where Ron had
bought a lot. Hangar space . was available until sum-
mer when he would have his own 45' x 72' hangar
built.
With the passing of a really miserable winter, Ron
was able to enjoy a spring and summer of pleasure
flying and fine tuning of the airplane for its debut at
Oshkosh '78. The airplane had been test flown with a
metal propeller, but as a final authentic touch, a
wooden Sensenich had been ordered through Wag
Aero. There was some last minute anxiety over deliv-
ery of the prop, but a week before the fly-in, it ar-
rived.
Ron had intended to take a week's vacation to
enjoy all of the Convention, but so many requests
had come in from EAAers wanting inspections so they
could get their homebuilts to Oshkosh he couldn't
get away until Wednesday.
The rest you know. On Friday night Ron walked
out of the Meeting Pavillion with the Grand Champ-
ion Classic trophy ... and it was difficult to tell
whose smile was wider, his or his dads!
The outcome had not been unexpected in many
quarters, despite the torrid competition every
Oshkosh gathering provides. Earlier, Ron had at-
tended the Aeronca Forum, at the conclusion of
which moderator Charlie Lasher had asked if the
owner of NC85448 were present. Ron raised his hand
and Charlie said, "I want to come down and shake
your hand - that is the finest Champ I have ever
seen! "
In the weeks preceding the Convention, Ron's fel-
low FAA employees at EMDO 46 had speculated on
his chances of winning an award ... perhaps even
the Big One. Secretary Michele Facenda (who had
helped with the Champ's paperwork) had promised
to bake a cake for him if he were successful - so, on
the next Monday morning, Ron strode in with his
trophy, put it down on Michele's desk and an-
nounced, "You're going to have to do some baking."
"I already have," she replied. "I knew you were
going to win."
Interior of Greg's Luscombe.
!Dick Stouffer Photo)
Class" Winner Luscombe BE, Gregg Biete/, Charlotte,
!David Gustafson Photo)
North Carolina.
Class I Winner Taylorcraft BC-120, Ralph Lauritsen, Boone,
Iowa.
!David Gustafson, Photo)
Custom Class C Winner, Bellanca 14-19, Ronald Joslyn,
Malibu, California.
By Edward D. Williams
Associate Editor
713 Eastman Dr.
Mt. Prospect, IL 60056
An antique airplane which has been hanging in the
Museum of Science and Industry in Chicago since 1953
has a unique, honored distinction. This came about when
an expert model builder made a 33-inch wingspan model
of it that is considered a work of art. So today, both the
full-size plane and the three-fourths scale model are on
display in the same museum.
The plane is a Boeing 40B which was donated to the
museum after the close of the Century of Progress Exposi-
tion in Chicago in 1933. It was originally manufactured
as a 40A and later converted to a 40B, but the museum's
The simplicity of the design is shown in this view of the Boeing40A.
plane is displayed in the colors and markings of a 40A.
And so, the model, built by Carl Buttita, a commercial ar-
tist in Chicago, is an exact copy of a 40A.
When the Boeing plane, NC288, factory serial
number 899; was bought by Boeing Air Transport (BAD
from its parent company, the Boeing Airplane Company,
in June, 1927, it cost $24,500. Buttita's model, which
took him three years to complete, was appraised at
$7,000.
The Boeing hanging in the east court of the Museum
of Science and Industry is considered of historic value
because it was one of a fleet of 24 BAT 40A aircraft that
helped make transcontinental air travel possible for the
first time in 1927. (See: The Vintage Airplane, December,
1977.)
Buttita's model, although it was not built to fly, looks
everybit like it could. It is so realistic that it later won
him an important award from the Hobby Industry of
America.
The Museum of Science and Industry, which is lo-
cated on Chicago's south side lakefront, draws about four
million visitors a year to see hundreds of exhibits depict-
18
ing the laws of science and applications of technology in
industry and other fields. It is a non-profit, independent
institution, and admission is free.
The Museum was partially opened in 1933 with only
a handful of exhibits. By that time, Boeing Air Transport
and three other airline companies-- Pacific Air Transport,
Varney Air Lines and National Air Transport- were
joined together to form United Airlines, which on
November 30, 1933, donated the Boeing to the Museum.
It took seven more years for the museum to be com-
pleted, so the Boeing was stored in the institution's
basement until it finally was hung from the ceiling in
1939: Although the plane has been cleaned regularly and
today remains in sparkling condition, it has never been
moved from its resting place and probably won't be for
some time to come.
The Boeing is part of a large aviation display, which
includes a number of other antique aircraft, the Apollo 8
spacecraft and a full-sized model of the first class cabin
of a Boeing 747.
Other planes on exhibit with the Boeing 40B are a
1910 Curtiss, a 1913 Morane-Saulnier, a 1917 Curtiss
J N-4 " Jenny", a Supermarine Spitfire, a Lockheed F-104
" Starfighter ", and the Travel-Air S Mystery, NR1313,
sponsored by Texaco and flown by Frank Hawks in set-
ting a number of transcontinental records.
The Museum also owns a Junkers Ju.87B " Stuka", but
it is not on exhibit in Chicago because it rests temporarily
on loan in the Air Education Museum of the Experimental
Aircraft Association in Franklin, Wisconsin. The German
World War II dive bomber was restored after a cleaning
accident at the Chicago Museum by the EAA Museum
staff.
The Model , which Buttita finished three years ago, is
on exhibit in a special case. It draws considerable interest
because of its highly detailed work- down to the tiniest
hinges on the doors.
Boeing Air Transport (BAn probably owed its corpo-
rate life to the Boeing 40A, which enabled it to get into
the airmail transport business.
The Boeing Airplane Company first built a single
Model 40 for a government competition in 1925 for the
awarding of a contract for an airplane to be flown by the
U. S. Post Office Department to replace the old de Havil-
land DH-4s it had been using since 1918. The govern-
ment bought the one Model 40, equipped with the old
watercooled Liberty engine, but did not award the com-
pany a production contract. It went instead to Douglas
for its series of "M" aircraft.
However, the project was revived a year later when
the Post Office Department decided to award Contract
Air Mail (CAM) routes to private contractors for airmail.
The Model 40 plans were dusted off, updated with the
After its " Wasp" engine was replaced with the P&W
" Hornet" engine, the 40A was designated the 408 and
This picture of groundcrewmen unloading a 40A gives a
looked like the above.
close-up view of the Pratt & Whitney " Wasp" engine and
the dural sheet construction used throughout.
latest improvements and redesigned to meet the postal
requirements. Designated the 40A, it was powered with a
9' cylinder, 420 horsepower Pratt & Whitney ' Wasp" en-
gine, a new aircooled radial engine Boeing was testing in
its fighter type aircraft.
The Boeing basic design, with a pilot in an open
cockpit , was also changed to carry two passengers in a
forward cabin, although the awarding of the airmail con-
tract and not passenger transportation was of paramount
importance. But the 40A could still carry 1,200 pounds of
mail in addition to the two hardy souls who pioneered
passenger travel in 1927.
It was the new design's low operating costs and high
revenue potential that got BAT, Boeing's wholl y-owned
subsidiary, the low bid on the new San Francisco-
Chicago airmail (CAM number 18) route from the gov-
ernment. BAT operated 24 of the 25 40As built. The
other plane was delivered to Pratt & Whitney as a flying
engine test bed. This test aircraft proved its worth as in
early 1928 the new 525 horsepower Pratt & Whitney
"Homet" engine became available in quantity, and BAT
quickly converted 19'of its 40As to 40Bs with the installa-
tion of the new " Hornet" engine. Among these was the
Chicago museum' s NC288.
According to the "Model Specification and History"
document supplied to BAT by the Boeing Airplane Com-
pany, the 40A was a " Three-place, Landplane, Biplane,
Closed Cabin, Mailplane" (3P-CiSl . Factory numbers ran
from 879 ' through 903. The first flight was made on May
20, 1927, with delivery to BAT nine days later. Dimen-
sions were: wingspan, 44' 2%", length, 33' 2V. ", and
height , 12'3%" . Empty weight was 2, 622 Ibs. with a de
sign gross of 4,652 Ibs. It boasted a top speed of 135
mph and a cruising speed of 125 mph, but the actual per-
formance was closer to a maximum speed of 128 and a
cruise of 105 mph. It has a range of 550 miles and a ser-
vice ceiling of 15,700 feet.
The 40A needed the altitude capability because of the
rugged mountainous terrain on the 1, 9113 mile San
Francisco-Chicago run. BAT started to use the new plane
on the route, with many intermediate stops, on July 1,
1927. When National Air Transport began its CAM
Number 17 route operations with its Douglas M-4s bet-
ween New York and Chicago on September 1, 1927, the
two airlines' link-up at Checkerboard Field at Maywood,
Illinois, outside of Chicago, gave the United States its first
transcontinental air travel.
The Chicago museum 's Boeing 40B figured promi-
nently in th is important part of history. Boeing NC288
amassed more than 6,000 flight hours on the San
Francisco-Chicago run and was flown many times by the
famous airmail pioneer Jack Knight (See: The Vintage
Airplane, February 1977) before it was retired.
Construction of the Boeing 40A is shown in this picture
of the Boeing A irpl ane Company assembl y line, wi th A Boeing 40A, NC286 - a sister ship of NC288 in the
40As in various stages of completion at Seattl e, Washing- Chicago Museum - is shown fl ying over mountains on
ton. the Boeing Air Transport's San Francisco-Chicago run in
20
The Museum's 40B, in the coloring and markings of a
40A, hangs with other historicall y signifi cant aircraft in
Chicago's Museum of Science and Industry.
The cockpit of the Boeing 40A was simpl e, making the
job of duplicating it in a model less demanding.
(Museum of Science and Industry Photo)
- __ L
In 1933, it was used in the 'Wings of a Century"
pageant at the Century of Progress Exposition in Chicago,
after the World' s Fair it was turned over to the Rosenwald
Museum, which later was renamed the Museum of Sci-
ence and Industry.
Although the basic construction of the Boeing 40A
was simple, it had enough detail to make a model of it
interesting. Buttita said that he was a stickler for detail
but admitted that he got " carried away" in making his
model.
'When I decided to build the model, I didn't intend
to make it with such detail," Buttita told this author. "I
thought I could fake a lot, by making the metal parts out
of wood and painting them silver."
But Buttita changed his mind and made every metal
part out of metal and every wood part out of wood. So
the project, which he thought would take him six or
seven months, eventually took three years.
" The more detail I put on it, the better it looked," he
said, "so finally nothing could stop me and I detailed ev-
erything. "
Buttita is an artist with the Accurate Silk Screen Ser-
vice Company, Chicago, and his model building ability is
well known.
The three-quarter scale 40A is what is called a
" scratch" model in which the builder starts from scratch
as opposed to a kit in which plans and many formed
parts are supplied.
Buttita said a scratch model involves considerable re-
search and study. For the 40A, he got a complete set of
plans and all the photographs he could from Boeing and
United.
"It took me three or four months of study before I
could actually get started to build anything," he said.
Unlike kits, which eliminate many of the interior parts
that cannot be seen, scratch models to be authentic must
have all the details of construction, such as all the ribs in
the wings. " But that also makes them much stronger and
keeps them from warping," Buttita pointed out.
Both the Boeing 40A flown by BAT and the Buttita
model of it were constructed at the peak of the state of
the art for their day.
The airplane had a steel tubular fuselage with wood
fairing strips and was dural and fabric covered. The
wings, also fabric covered, were built up of spruce spars
and ribs. The dural sheet on the fuselage covered the en-
gine cowling, cabin doors and compartment hatch open-
ings.
The two passengers sat in a cabin metal lined
throughout, and their seats and seat backs were uphols-
tered in leather. The windows of the two doors, one on
each side of the fuselage, were made of non-shatterable
glass and could be opened for additional ventilation and
21
Details of the construction
of the 40A's cabin door and
wing struts are shown in this
close-up.
A close-up view of Carl But-
tita's model of the 40A shows
how dedicated he was to de-
tail in the model's construction.
Carl Buttita, builder of the three-fourths scale Boeing
40A, discusses fine points of the construction with Ed-
ward E. Carlson, chairman of UAL, Inc., Chicago, and a
member of the board of trustees of the Museum of Sci-
ence and Industry before the model was put on display in
the Museum.
were large enough to give the passengers an excellent
view of the scenery.
The rear of the fuselage was braced with steel tie-rods
and was heavily faired to shape, although it still was fab-
ric covered. The tail assembly also was fabric covered,
but only the horizontal stabilizer was built up like the
wings, with spruce spars and wood built-up ribs. The rest
of the tail assembly was built up with welded steel tub-
ing. It rested on a steerable tailskid. The landing gear was
made of streamlined chrome-moly and used oleo-spring
shock absorbers.
Buttita's construction problems for his model were re-
solved through the use of a wide variety of materials.
The Boeing model is made of aluminum, pine,
dentist's plastic, epoxy glue and Japanese silkspan paper.
" About 40 percent of the model is metal , but much of it
is inside so you don't see it," Buttita said. These parts are
the cables, controls, pilot's seat, corrugated floor panels,
hinges, cockpit fire extinguisher, medical kit and work-
able seat belts.
"Each part had to be hand made, some several times
to get them right or if they broke," Buttita said. "I had to
make 20 to 30 rims for the landing lights to get two. "
' When you make a one-of-a-kind model , you have to
fabricate about 90 per cent of the parts yourself and
make dies for almost everything," he added.
For the metal parts, Buttita used small pieces of offset
printers plate, made of aluminum but with some tin for
added strength. The wood parts are made of spruce, and
the engine and wheels are made of the dental plastic.
All the markings and lettering were drawn triple the
size on paper and reduced photographically on decal
paper. " That way they were better than if I had hand-
painted them on the model," he said.
Buttita said he did all the construction work on a card
table at home and the only power tool he used was a
small electric drill. .
At least one other Boeing 40B is known to be on ex-
hibit in another museum. This is aircraft NC285, factory
number 896, which was presented to the Henry Ford
Museum at Dearbom, Michigan, in 1938. But, so far, it
doesn't have a scale model of its own to highlight it. And
don't look to Carl Buttita to build one. " I will never do it
again, " he said. " It was just too much work."
Rebu'ilding AVagabond
By Larr y Railing
Box 57 -C PAvenue
Lake Mills, WI 53557
I never realized at the time I started to rebuild,orlet's
say, restore PiperVagabond PA-15 N4423H that so many
people were interested in what I'd term history. So here it
is.
I started flying in Valparaiso, Indiana around 1900. I
learned in a )-3 owned by Mark Murvahill. I later
graduated to the PA-12. In 1964 I graduated from high
school and ayear later I was married. As most in like cir-
cumstances, I gave up flying for love until the newness
woreoff.
Myfirst airplane was a )-5 Cub that went down in a
marsh. I had started to rebuild it until Dick Wagner of
Wag-Aero heard of it and made me an untimely offer.
This airplane was later destroyed at Burlington, along
with the Tri-Motor.
I later owned other aircraft which included aT-Craft.
Somehow Dick Wagner heard of my T-Craft and flew up
in aVagabond tosee itand made me an offer.
I told him at that time if he ever got in the mood to
sell the Vag toplease call me. That was in 1968.
On December 26, 1976, Dick called me and asked if
I was still interested in the Vag. I told him yes and I'd
come downthe nextSaturdaymorning. The next Saturday
came and so did I. There the Vag stood on it'snose, just
as pictures in past issues of The Vintage Airplane had
shown.
Dick, with all his other projects, had to let something
go. He offered me the Vag or one of two Cubs. My
thoughts nevergave wayto anythingbutthe Vag.
23
The stripped fuselage arrives at home, ready for a long
winter's night .
Work completed, the bird's about ready for a runway.
I climbed a ladder and pulled the tail down and
began looking. It was all there but in sad shape. For the
past four years it hadn't been outside. It looked good in
the dark but time took its toll. The fabric was beyond
even shot. But it was all original. Every instrument, the
seat and all were original. In thirty years no one even
drilled a hole in the panel.
We tried to get the old Lycoming 65 started but no
way.
The next Saturday morning I borrowed a stock car
trailer and headed for Lyons with my truck. On the way
down, all was going so well until I met a car, looked in
my mirror and noticed the trailer to be about a foot wider
than my pickup. I'd never given that a thought before.
Everytime I met another car, I just got over a little. I fi-
nally arrived at Dick's place and began taking the Vag
Fits like a sausage casing. The envelope's ready for the
heat treatment .
apart. I placed the wings on some racks on my truck and '
the fuselage or. the trailer. I didn' t bother taking off the
tail. All was loaded and ready to roll in about three .
hours.
About halfway into the dismantling, it began to snow.
By the time I was ready to go, we had gotten about three
inches. This worked out in my favor as it slowed
everyone else on the highway down to my speed. My
greatest worry when hauling an airplane is when you
meet a truck!
All seemed to be going good. The first car I met, I got
over to the right because of the trailer. At this time, I
looked into the mirror and not only noticed the trailer a
foot wider than the truck on each side but the horizontal
stabilizer stuck out another foot on each side beyond the
trailer. What a shock!
I stopped and tried to remove the tail but to no avail.
The snow kept coming and so did the end of the day. It
took me four and a quarter hours to go fifty-five miles. By
the time I got home we had eight inches of snow. What a
long ride!
I began total disassembly right away. The wings were
in fantastic shape. All that was needed was varnish on
the tip bows. I also put new cables in the whole airplane.
The original .inspector's number, date and signature are
still on the spars.
I worked the whole project under the watchful eyes of
Paul Baker, an AI from Beaver Aviation at Dodge County
The author tackles another flying surface with needle and
twine.
Airport. He is really an EAAer. I never heard of an AI so
ready and willing to help restore an airplane. He even
came to my home after hours to inspect the fuselage as it
was easier for me than taking it up there. Paul says if I'd
hired him to do the restoring, I could just hand over my
paycheck for a year so he said you do the working and
I'll do the looking.
All the still pieces were sandblasted and sprayed with
Imron primer. Believe me, you do have to wear a mask
with that stuff!
I gave Wag-Aero a call and told them what I needed
for a complete cover job and not to call me until they
had it all there in one pile with no monkeying around for
a little of this and that.
While waiting for the covering materials, I began
work on the engine. The whole airplane had only 1100
hours and the engine 330 SMOH. I just couldn't get it
started. I solicited the help of a local mechanic and Stin-
son owner Harold Hubrich. We found three blown head
gaskets, one leaky valve, the impulse spring in the left
mag was broken and the P-Iead in the right mag, the in-
sulator of phenolic replaced with masking tape.
I pulled the heads and Harold ground ~ h valves, had
the mags rebuilt, a complete new ignition system and the
carburetor rebuilt. We got her back together and bongo!
- she started right off.
In the meantime, I finished the wings and control sur-
faces. I wanted to paint it all apart so a temporary gear
24
Larry applies a new cowling atter a fruitl ess encounter
with sa ndblasti ng equipment.
was made to support the fuselage. The engine was never
taken off. Many people questioned that temporary gear. I
just said you had to be very careful on take-off and land-
ing!
The actual covering was very enjoyable, you could
see some real progress including the stitching, but that
spraying and sanding! Sixteen hours of work for every
coat. Six sandings, fourteen coats and thirty gallons all
total.
The sheet metal was all in good shape. I had planned
to replace the cowl so a guy that was chicken could look
in at the rubber band. I tried Zip Strip to get down to
bare metal with no luck at all. I took all the aluminum
parts over to a body shop including the boot and
sandblasted them. In less than ten minutes I destroyed
every piece of aluminum except the instrument panel
and nose bowl. I then got some aluminum and began
making new parts. It all turned out very well.
When I first brought the Vag home, I contacted Cecil
Ogles of Vag-News and he sent me more info than I think
Piper has. Among which was complete rigging.
I'm a little more fortunate than most- I'm a tool and
die model maker by trade and have my own shop. Before
beginning on the Vag, my partner and I added on a 50 x
60 foot addition to our shop which served for a beautiful
place to work over the winter, to store parts until needed,
as well as an area to completely assemble the airplane
for rigging.
It's been a long time since the fuselage last shook from a
run-up.
Time came to go to the airport and sprout feathers.
There is a pri vate strip just south of town so I went there,
along with about six helpers. The ai rplane was assembled
and flown two days later, on June 28, 1978. A year and a
half after beginning.
The first flight was all anyone could hope for. It really
flys hands off and is the easiest airplane for a taildragger
to land that I have ever flown .
Now for some numbers:
Cruise .. . .. .... ...... ...... ... .... ... . ... 85-90
Cruise RPM ................ ... . ...... ... . . 2300
Fuel Consumption . . ..... . .... . . . ........ 3.0 gph
Prop .. . ...... .. . . .. ..... . ................ 70-36
Final and Climb ..................... ... . 70 mph
Over the Fence . . . . . . . . . . . . . . . . . . . . . . . . .. 60 mph
Stall. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 mph
Empty Weight . . . . . . . . . . . . . . . . . . . . . . . . . .. 640 Ibs.
Take-off- For each 10 Ibs. over 200 the passenger
weighs, I added 100 feet!
I had the Vag at Oshkosh on Tuesday this year and
took it home and put it to bed the same night.
In this area, we have about fifteen Vags flying with
five of them done original. Myself, I like to see airplanes
kept original. It's like a Model T with a Chevy 427, it just
ain't the same.
The airplane is covered with Stits and the finish is
Aerothane.
Now that the airplane's finished, work can proceed on
the shop.
I can say something most people can't about this airp-
lane. Whil e at Oshkosh I went over and visited the Piper
display and who would you guess was there? Clyde
Smith, the test pilot of my airplane, thirty years ago. I
took a couple of pictures of him and will be placing them
in the log books next to his signature.
The Vag is my first real attempt in restoring. I did the
whole airplane myself except the seat and the engine
work. I'm very pleased with the end product. It's all mine
and paid for as well. I'm now enjoying the fruits of my
labor and I' d do it again if I could find another Vag-
abond.
Oddly enough, it seemed the hardest part of the
whole project was the legal end. Being that the FCC can 't
seem to find a good reason to charge for a restricted
radio license, I decided to send for one, just in case I
ever carried a radio along. That took three months and
the paperwork went back and forth six times. The hardest
part was the registration. The airplane hadn't been regis-
tered since 1967. The State of Wisconsin wasn't too bad.
That paperwork came back only once asking for an addi-
tional $3.33 because I didn't notify them within thirty
days after purchase even though the airplane had been
declared exempt. But the Feds! Thi s took six months, nine
phone calls and six letters. Finally, I called once again
and told them that after a year and a half of rebuilding,
with or without them, I was going to fly it. I think that
finally did the trick.
25
--
----
---
Calendar of Events
NOVEMBER 18-19 - MIAMI, FlORIDA- Antique, Classic and Cus-
tom Built Fly-In at the third annual Harvest - A Country Fair,
sponsored by the Historical Association of Southern Florida, at
the Dade County Youth Fairground, Coral Way at 112th Avenue.
Awards given for antique, classic and custom built aircraft. Con-
tact Capt. Ken Ufland of the Civil Air Patrol, office (305) 552-3106,
home after 6:00 p.m. (305) 251-5927, or Mary Dodd Russell, Har-
vest Coordinator, at the Historical Museum, 3280 S. Miami Ave-
nue, Building B., Miami, Fl33129:
JANUARY 21-27 - Sun ' N Fun, the biggest fly-in in the southeast-
and the second biggest in the natron. It's a full week of southern
hospitality and flying fun: daily aerial demonstrations; fly-bys of
antique, classic, homebuilt and warbird aircraft; forums, exhibits
and static displays; parties and com roasts; big new food conces-
sion; country store for campers in our shady campsites. Make
motel reservations early- our free information booklet has a
complete list of accommodations. Write to Sun ' N Fun, P.O. Box
3538, lakeland, Florida 33802.
(Dick Stouffer Photo)
Aeronca IICC Super Chief belonging to David E. Long,
Keyser, West Virginia .
(Ted Koston Photo)
Here's a sharp Funk at Oshkosh. Owner unknown: didn't
register.
(Dick Stouffer Photo)
Another fine looking, unregistered aircraft.
STATEMENTOF OWNERSHIP.MANAGEMENTANDCIRCULATION
{R"lI';,tdbyJ9U,$.C. )681}
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4. LOCAT,OH MNOWH o .... ,e S 0""U.LlC... TlON{"_I.CI/y. , ......7../ ,. 10.00
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t. I\.NOWN "'ORTO.6.GEES. AND OTHER SECURITV HOLDERSOWNING OR HOLDING 1 "'ERCt.NT MORE or
>-____cc'":.:':::":.:A. ...OUNT OF BONDS. MORTG"'GESOR OTHERSECURITIES /11 ''''' .... ...."a.. '"
t.FDA COM"'LETION BY ORG.6.NIZA.TION5... UTHOII'IIZIO TO "'A.'L A.T S"fCIA.L RA.TES nZ.ln.PSN)
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II . Icerlifylhlllhe 5l. lemenl s!lllde byme "'H... _
IrecornelIndrompkle. Business Manager
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:w U. s . c: . :M211 ..In _.-.0."... No .,.,""'" .............. ..,......0""... , ......'0,.,.11 _n..,,""..'o,mo._,10...3590'.hl . "tI.
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JJ.IJ.,t,t/... Manllger Business
(See inSIrUClionson levelv) 3526'7l,;1" I)
F4U CORSAIR
PLANE CHECKS
TheLeadingFighter01 WWII- withaRecord01
2140JapaneseAircraftDestroyed,2801which
AreCreditedtoPappyBoyington
Regularbankchecksemblazonedwiththe F4U CORSAIR
- Completetheorderform,andwriteoutyourcheck. Now,
get a deposit Slip from the same account, and clearly
indicate any changes or other notations as you wish it to
appearonthechecks.(Thesetwodocumentswillfurnishus
all the datawe need tomake yourchecks compatible with
your bank's computer, and Amer. Bank Ass'n. specs.) On
gift orders, send your check and mark his check VOID.
Pleaseallow3weeksfordelivery.
StartUSingPlaneChecksNow!
Youroldcheckswillalwaysbegood.
IdentityCheck Co. Box149-D ParkRidge, III. 60068
"Activate"myorderforPlaneChecks,startingNo. ___
o 300$7.95 0 600-$13.50 0 900$18.75
Checks are printed with blue backgrounds. and are top bound-onepart deposit
sUps. regi stersand matchingcheckbookcover are IncludedIn each order.
o F4UCORSAIR
o PIPER Assortment o BEECH AIICH1menl o UNITEDDC-10
o Cherokee o Sundowner o NORTH CENTRAL DC.9
DArrow o V Bonanza o CONTINENTALOC10
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Shipvia 0 UPS(insured) 0 ParcelPost
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26
Are you restoring a Classic?
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(215) 295-4115
27