STRAIGHTAND LEVEL

All winter we had been looking forward to our re-

turn to Lakeland, Florida for the 7th Annual Sun 'N
Fun Fly-In and on Tuesday, March 17 we departed from
our home in northwest North Carolina, leaving behind
a chilling temperature of 24F. After a most smooth
and pleasant VFR flight to St. Augustine, Florida, we
ran into Mr. & Mrs. Walt Ohlrich of Norfolk, Virginia,
who were also on their way to Lakeland in their im-
maculately restored SNJ. Walt is a long time member
of EAA, a Director of the Warbirds Division and a mem-
ber of both our Antique/Classic Division and Antique!
Classic Chapter 3. His participation and volunteer work
toward all facets of EAA Sport Aviation is representa-
tive of the development and achievement of EAA today.
Departing St. Augustine, we turned south, with the
SNJ disappearing ahead and to our left and the Orlando
area appearing straight ahead. Continuing on to Lake-
land we executed the designated arrival procedure,
parked, picked up our rental vehicle on the field, regis-
tered and immediately went to the Antique/Classic Head-
quarters area. There we were met by Rod Spanier and
others, hard at work with their judging and other chores.
Rod was Chairman of Awards and Judging for Sun
'N Fun '81, and was ably assisted by Fred Ware, Chief
Antique Judge and Dennis Gregory, Chief Classic Judge.
This team along with their assistants and the exper-
tise of Claude Gray and Al Kelch (our EAA National
Judging Committee Chairman and Co-Chairman) made
the judging at Sun 'N Fun '81 a successful activity which
concluded Saturday evening with the Awards presenta-
tions.
Following a walk through the basic staging area,
we shook hands with many friends we had not seen
since either Oshkosh or Sun 'N Fun '80. Touring with
Billy Henderson, Leonard McGinty, Roscoe Morton and
others, we visited the Ultralight area late in the after-
noon. Fellows, the ultralights were there in force! Their
well-organized fly-by pattern was opened, and within
a few minutes the sky was dotted with about 30 repre-
sentative types of ultralights, some slow, some faster,
but all humming along.
Wednesday brought forth a clear but windy day, with
some of the faster homebuilts and warbirds participat-
ing in fly-bys. Thursday again offered more wind and
clouds, but the day was made successful with a tour of
the fabulous Wings & Wheels Museum in Orlando,
Florida. New additions, including a Boeing 247D, Ju. 52
and others excited our imaginations following their
exhibit of a large collection of aircraft and gliders from
the early 1900's and WW I aircraft. Your next trip to
the Orlando area should definitely include a visit to
Wings & Wheels. Back at Lakeland the evening festivi-
ties concluded with the Ground Loop Party where all
wound down from the day' s events.
The attendance of both aircraft and people continued
to increase on Friday. Highlighting the daytime events
was the Sun 'N Fun Parade of Flight, staged entirely
By Brad Thomas
President
Antique/ClassicDivision
with Antique and Classic aircraft. The nostalgia of this
fly-by featuring aircraft of the 20's through the mid 50's
never diminishes.
Evening festivities began with the Pioneer Party,
a special event of the Florida Sport Aviation Antique
& Classic Association (Antique/Classic Chapter 1). Recog-
nition of our early aviators, designers, manufacturers
and air show participants highlighted the program. We
"short timers" were honored to be able to bend elbows
with these most interesting and fascinating persons. In
attendance were one pilot who soloed in 1913 and three
others soloing in 1916! Our hats are off to these and the
many other ladies and gentlemen honored during the
Pioneer Party.
Saturday brought forth the ideal fly-in day with
calm wind, a cloudless sky, warm temperatures, and
many airplanes and people. The Ultralights were going
strong at breakfast time, Roscoe Morton was interview-
ing various people during the day, fly-bys were con-
tinuous, the final air show was tremendous and the
evening wound down and concluded with the Awards
presentations.
I would like to point out several interesting observa-
tions relating to our Division. Very significant was the
Classic Grand Champion of Sun 'N Fun '81. This restored
1951 Aeronca Sedan of Jim Thompson, Roberts, Illinois,
was awarded the Classic Grand Champion trophies at
Oshkosh '80, then EAA Tullahoma '80, and now Sun 'N
Fun '81, three major fly-ins in succession!
Of interest to our Classic restorers was the winner
of the Best Classic over 165 hp, a 1950 Beech Bonanza
model BE35 that has been in the possession of Donald
and Georgene McDonough, Palos Hills, Illinois, for the
past 10-11 years. This Bonanza has been maintained in
its original factory-delivered state. There has been no
replacement or restoration work, only tender-loving care
over the years. The aircraft today has its original in-
terior which is spotless and no deterioration is evident
over the entire structure.
A past Classic Grand Champion Award was presented
this year to the Stinson 108 of Red Smith, Lakeland,
Florida. Significant is the fact that Red has kept his
Stinson in excellent show quality since being awarded
the Classic Grand Champion Awards in both 1977 and
1978 at Sun 'N Fun Fly-Ins.
The Outstanding Aircraft Award for Classics went
this year to a Piper PA-18-105SP, the SP standing for
(Continued on Page 22)
PUBLICATION OF THE ANTIQUE/CLASSIC DIVISION, INC.
OF THE EXPERIMENTALAIRCRAFTASSOCIATION, INC.
P.O. BOX 229, HALES CORNERS, WI 53130
COPYRIGHT0 1981 EAA ANTIQUE/CLASSIC DIVISION, INC.,ALL RIGHTS RESERVED
MAY 1981
VOLUME 9 NUMBER 5
OFFICERS
President Vice-President
W. Brad Thomas, Jr. JackC.Winthrop
301 Dodson Mill Road Route 1, Box 111
Pilot Mountain, NC 27041 Allen,TX 75002
919/368-2875 Home 214/727-5649
919/368-2291 Office
Secretary Treasurer
M.C." Kelly" Viets E. E. " Buck" Hilbert
7745 W.183rd St. P.O.Box145
Stilwell ,KS 66085 Union,IL60180
913/681-2303 Home 815/923-4591
913/782-6720 Office
DIRECTORS
Ronald Fritz Morton W.Lester
15401 SpartaAvenue P.O.Box 3747
Kent City,MI 49330 Martinsville.VA 24112
616/678-5012 703/632-4839
Claude L. Gray,Jr. ArthurR.Morgan
9635 SylviaAvenue 3744 North 51st Blvd.
Northridge,CA 91324 Milwaukee,WI 53216
213/349-1338 414/442-3631
DaleA.Gustafson John R. Turgyan
7724 ShadyHill Drive 1530 Kuser Road
Indianapolis, IN 46274 Trenton.NJ 08619
3171293-4430 609/585-2747
AI Kelch S.J. Wittman
66 W.622 N.MadisonAvenue Box 2672
Cedarburg,WI 53012 Oshkosh,WI 54901
414/377-5886 414/235-1265
Robert E. Kesel GeorgeS. York
455 Oakridge Drive 181 Sloboda Ave.
Rochester,NY 14617 Mansfield,OH 44906
716/342-3170 419/529-4378
ADVISORS
Ed Burns Stan Gomoll Gene Morris
1550Mt. Prospect Road 104290th Lane, NE 27ChandelleDrive
Des Plaines,Il60018 Minneapolis,MN 55434 Hampshire, IL60140
312/298-7811 . 612/784-1172 312/683-3199
John S.Copeland Espie M.Joyce,Jr. S.H. " Wes" Schmid
9JoanneDrive Box468 2359 LefeberRoad
Nestborough,MA01581 Madison,NC 27025 Wauwatosa,WI 53213
617/366-7245 919/427-0216 414/771-1545
PUBLICATION STAFF
PUBLISHER
Paul H. Poberezny, President
Experimental AircraftAssociation
EDITOR ASSOC. EDITOR
Gene R. Chase GeorgeA. Hardie,Jr.
FRONTCOVER
1929 Fleet Model 2, NC431K, SIN 154,
owned at various timesby EAAersJoan
Richardson, Buck Hilbert and Dick
Bach.
(Photoby Lee Fray)
BACKCOVER
1922 JLB homebuilt aircraft by John
Brown who attempted to fly it from a
field south of Momence, IL. This photo
is from the collection of Hugh Butter-
field (EAA 121478), who will present
manyof hisaviation picturesin aphoto
show at Momence, IL. See Calendar of
Events in this issue.
TABLE OF CONTENTS
Straightand Level ...by Brad Thomas . . . . . . . . . . . . . 2
NC News ...by Gene Chase ... .... .. . .. . ... . .. .. . . 4
To Oshkosh byCUb ...by Tom Hamblet .. .. . ... . . . 5
The Time ofthe Fleet ...by Frederic K. Howard. . .. 9
Tom' s Trials and Tribulations With a
Tired Taylorcraft ...by Tom Desalvo ... .. . . ..... 13
The Henderson Longster- Part 1 ................. 17
CalendarOfEvents ................................ 22
Page 5 Page8 Page 13
Editorial Policy: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors.
Responsibility for accuracy in reporting rests entirely with the contributor. Material should be sent to: Gene R. Chase, Editor, The VINTAGE AIR-
PLANE, P.O.Box229, Hales Corners, WI 53130.
Associate Editorships are assigned to those writers who submit five or more articles which are published in THE VINTAGE AIRPLANE during the
current year.Associates receive abound volume ofTHE VINTAGE AIRPLANE and a free one-year membership in the Division for theireffort.
THE VINTAGE AIRPLANE (ISSN 0091-6943) is owned exclusively by EAA Antique/Classic Division, Inc., and is published monthly at Hales Corners,
Wisconsin 53130. Second Class Postage paid at Hales Corners Post Office, Hales Corners, Wisconsin 53130, and additional mailing offices. Mem-
bership rates for EAA Antique/Classic Division, Inc., are $14.00 for current EAA members per 12 month period of which $10.00 is for the publication
ofTHE VINTAGE AIRPLANE. Membership is open to all whoare interested in aviation.
ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through our advertising. We invite constructive
criticism and welcome any report of inferiormerchandise obtained through ouradvertising so that corrective measures can be taken.
VINTAGE AIRPLANE 3
~ w
U Compi l ed by Gene Chase
Three New Advisors Are Named
Three new advisors were named by the Antique/
Classic Division Board ofDirectors at their meeting on
March 3, 1981 at EAA Headquarters. They are Ed
Burns, 1550 Mt. Prospect Road, Des Plaines, IL 60018;
Espie "Butch" Joyce, Jr., P.O. Box 468, Madison, NC
27025; and S. H. "Wes" Schmid, 2359 Lefeber Road,
Wauwatosa, WI 53213. These three join John Cope-
land, Stan Gomoll and Gene Morris as advisors to the
directors.
Airworthiness Directive Applies To
Teledyne Continental Engines
AD 81-07-06, Amendment 39-4071, effective April 1,
1981 applies to Continental A-65, A75, C75, C85, C90,
A-100, C125 and 0-200 series engines with AC fuel
pumps, TCM part number 40585, 40695, or 631391 in-
stalled. Compliance required within 30 days after the
effective date of this AD, or within the next 25 hours
time in service after the effective date of this AD,
whicheveroccursfirst, unlessalreadyaccomplishedwith-
in the last 12 months and at intervals not to exceed
12 months afterthe last inspection.
Teledyne, ContinentalMotorsServiceBulletinM81-8,
datedMarch 9, 1981, pertainsto this subject.
Thisamendmentbecomeseffective April 1, 1981.
For further information contact: Gil Carter, ASO-
214, Engineering and Manufacturing Branch, FAA,
Southern Region, P.O. Box 20636, Atlanta, Georgia
30320; telephone 404/763-7435.
CFI Refresher Clinic At Oshkosh '81
Gaits Teaching Seminars, Inc., will again sponsor a
CFI refresher clinic during the Oshkosh Convention
on August 6-8 at the Pioneer Inn. This activity was en-
thusiastically received by all participants last year,
and it offers the CFI an opportunity to combine busi-
nesswith pleasure.
Gregory C. Gorak, EAA 24895, is highly qualified
to teach this seminar. He has instructed for AOPA and
NAFI, and was named National FlightInstructor ofthe
Yearfor 1975.TheMarch,1981 issueofAIRPROGRESS
featured a three page descriptive article about Greg
and hisseminars.
For additional information, contact: Gaits, 9414 West
BluemoundRoad, Milwaukee, WI 53226.
Jacobs Engines
It has been reported that the manufacturing rights
and remaining spare parts for Jacobs aircraft engines
havebeenpurchasedbyanindividualinPhoenix,Arizona.
Temporary Airman Certificates
The FAA announced that itwas extending the dura-
tion oftemporary Airman Certificates from 120 days to
180 days because their staffcould not process these ap-
plications properly. However, this extension is not auto-
matic. Holders ofTemporaryAirmanCertificatesshould,
before thecertificatesexpire, takethemto a FAA GADO
office where a new expiration date will be noted.
Museum Needs
The following items are needed to carryon the pro-
grams of the EAA Air Museum Foundation. Ifyou can
help, please contact EAA Headquarters, telephone 414/
425-4860. Donations to the Museum are tax deductible.
Planer(wood)
Wingfittings for CurtissJN4D
Miscellaneous aviation mechanic hand tools
Tools for V-1650 Merlin engines
Complete engineorparts, Merlin V-1650
Semi-tractor, double orsingle axle
Modern NAV/COM radios for B-25 and Lockheed
12 aircraft
Hydraulic Mule
Hydraulic Maintenance Stands
220to 28 voltrectifier- 100amp
Lawnmowerbladebalancer
OverhaulManual and PartsListfor Me. 109
(Spanishbuilt)
Sewingmachine with zig-zag attachment
WrightCyclone R-1300-1Aenginefor T-28A
3 prop hubs (30 spline), Part #5406-AL and 6
HamiltonStandardGroundAdjustablepropblades,
Part #3792X 8' 9" for P&W R-985 Ford Trimotor
engines
N3N wheels and brakes
P&WR-1830-75, R-1830-94 andR-2000 engines
Tank Model 63 or 73 engine. Need complete but
notrunable.
Towingtractorfor mediumto large aircraft
(Continued on Page 7)
4 MAY 1981
ByTomHamblet
(EAA 15754, A/e320)
3106Glendale
GrandPrairie, TX75051
PhotosProvided by theAuthor
Saturday, 8:40 a.m. was the actual start of our much
planned pilgrimage north to Oshkosh. As usual, our
start was to be at 8:00, but forgotten bathing suits
meant extra time ... so much for planning. Jean, my
wife, and I in our 1946 J-3 Cub and Howard and Donna
Webb in their 1946 Aeronca Champ, loaded with pas-
sengers and about everything else needed for the next
nine days, finally departed home base at Grand Prairie
Municipal. Never had either veteran airplanes been so
loaded and the take-off roll proved it.
We circled for altitude and headed Northwest around
the Dallas/Fort Worth TCA, then Northeast toward
Durant, OK for our first gas stop. As we' flew over our
friends', the Duenzl's, private strip, we dropped down
for a low pass. It was obvious they had company and
we didn't have the time to stop anyway so on northeast.
A slight tailwind is welcome. The trip goes on as planned
so far. Gas at Durant then northeast toward Muskogee,
OK for our next pit stop. What is Howard trying to tell
me? His sign language isn't all that good, but I finally
see he wants to stop at Fountainhead Lodge for l ~ h
We enjoyed lunch at the beautiful lodge and then to
Muskogee and then set our course for Table Rock ake
Airport in southern Missouri for our first night's stop.
Well, this is where our planning, (Howard's suggestion)
starts to go awry. No lodge. While refueling, we look
over a KR-2 nearly finished and a Pietenpol well-
started by the two men who run the airport, and numerous
radio-controlled model helicopters showing signs of
many flights. We circle the lake looking for evening
accommodations. No luck. We again land at Table Rock.
"Where did that bump come from? It wasn't here five
minutes ago." After checking our charts, we decided
to go on to Springfield, MO for the night.
Springfield was a welcome conclusion to a long "day
in the saddle". Some 80 octane for the planes, drink and
food for us, in that order. We soon found that people,
as well as airplanes, can get out of C.G. and over gross.
Sunday, Day No.2 - "Well laid plans of mice and
men." We planned to fly to the Lake of the Ozarks, find
a strip next to a nice lodge and enjoy some poolside re-
laxing and spend the night. Well, we couldn't find any-
thing that fit our description so, on to Mexico, MO for
lunch. Hey! What's -this? Our first headwind! Thunder-
storms ahead so we tie down good and enjoy a lunch in
what seems to be the meeting place for Mexico citizens
on Sunday afternoons. Good food and the storm seems
to have circled us while we dined. We mark our chart
for Hannibal, MO for a sightseeing evening. Along the
way, we pass over private strips with catchy names like
"Good Pasture". At Hannibal we tied down and asked
about a courtesy car from town. Since the Towne House
Motel was the only one offering this service, we made
the call and asked the driver about entertainment and
sights to see. To be expected, the Mark Twain Museum
and home, along with the cave Tom Sawyer and Becky
explored were on our list to see and we were offered a
car to use by the Towne House Manager. Since we had
flown over the Mississippi and k n ~ w "Old Man River
Just Keeps Rolling Along", a paddlewheel boat ride
seemed in order. We were surprised to find the Captain
was an EAA member who wasn't going to get to Oshkosh
VINTAGE AIRPLANE 5
in his Ercoupe.
Since we ran off the Dallas/Ft. Worth sectional
Howard has had to "follow the red Cub" as he hasn't
been able to find a Kansas City chart. At last! He finally
finds one at Hannibal only to run off of it before we
reach Burlington, IA.
Monday, Day No.3 - After a good night's sleep near
the Mississippi, we found ourselves back in the air
without refueling because we thought the price a little
too high. Little did we know, prices were going to 'be
higher from there on northward. On heading and fly-
ing straight to Burlington, lA, we crossed the winding
Mississippi several times and Howard played with a few
barges going our way. At Burlington we found the error
in our ways and paid even more for gas. So much for
trying to be thrifty. We were held up by airline opera-
tions and decided to stay away from large airports as
we seemed to have better luck getting 80 oct. at small
strips and without hassles. Never in my life have I
seen so much corn growing as in Iowa.
Next stop, Mequoketa, IA only to find no attendant
and no gas. The gas pump didn't even have any guts in
it. There was a new terminal lounge being built and a
few new planes, but no service. I had enough gas to go
10 miles to Savanna, IL. The Champ is no problem; not
only does it hold one gallon more than the J-3, but run-
ning at reduced power so the Cub can keep up, it is
burning only 3.7 gph. So all gas stops are determined
by the Cub's range (well ... mine and the Cub's). We
find gas at Savanna and proceed on our way. After
more sign language from Howard about which way
the wind is blowing and an unauthorized four wheel
vehicle getting off the runway, we head North to Dodge-
ville, WI for a planned overnight stop. Sure hope How-
ard does better with this suggestion as to where to spend
the night.
We sight the town and see the Inn with a Boeing
C-97 parked out front. Upon landing at the airport
we note the absence of any planes on the ramp and the
only hangar full of building material, then we see the
sign "Taxi to the Inn". We tied down on the front lawn
of the Don Q Inn, almost under the wing of the C-97.
It was only a 20 yard walk to the front desk to register.
We learned the C-97 is to be mounted and converted
into a coffee shop for all airplane buffs to enjoy. While
in Dodgeville we rented a car and toured the "House on
the Rock" and the adjoining museum. Words cannot
describe the beauty and treasures found there. And it
is a "must" for anybody visiting in the area. Along
with the underground tunnel at the Inn, this place
came equipped with heartshaped Jacuzzi baths for the
weary traveler and bed shackles, so Howard claimed
while rubbing his wrists at breakfast.
Tuesday, Day No. 4 - The morning dawned clear,
but before we could eat and saddle up, low clouds moved
in. We were able to stay below them and proceed to
Portage, WI for a fuel stop and on to Oshkosh.
Arriving at Oshkosh, we crossed the RR tracks north
out of Fond du Lac and followed our "non-radio waiver
instructions" to land. We taxied in and were parked in
the Antique/Classic area behind the Classic Cafe. We
tied down, registered, and began looking at and enjoy-
ing the EAA International Fly-In.
Enroute north we found that not many airport types
knew that Piper painted a few J-3's other than yellow,
and with Howard's Champ having a near Citabria paint
job, it was interesting and humorous to hear some of the
comments about our planes, especially when they didn't
know we were listening. Unsuccessful at finding rooms
at the dorms, we met another friend who had trans-
ported camping gear for us "just in case".
6 MAY 1981
We enjoyed walking, looking, picture taking until
air show time and, as might be expected, became ac-
quainted with several new phrases such as "raiding
the icebox" and "visiting the President's White House",
referring to the neat rows of little white houses located
in strategic places all over the field. We hopped a bus
to town for dinner at the Hour Bar, which really caters
to EAA during the week. It was a good thing we had
a nice dinner and relaxed after the busy day, as we had
unforeseen work in store for us all - walking from where
our planes were parked carrying suitcases, sleeping
bags, tents and miscellaneous to where Arthur Evans'
Tri-Pacer was parked for camping. Flying a later vin-
tage plane, he parked in the North 40. We all began to
wonder about the pros and cons of automobile travel
versus exercise. We were exhausted, but made it to the
plane to set up two more tents under the wing of the
Tri-Pacer and tried to get a good night's sleep, oh, was
it cold! And don't hit the top of the tent because it is
full of dew ready to mist on the inhabitants at the least
movement.
Wednesday, Day No.5 - I decided to get a brief-
ing and do some fly-by picture taking while Howard
and Donna visited with relatives there for the day. In
the pattern, I am passed by Rutan's Defiant with one
engine shut down, an Osprey II, a Helio Courier with
flaps down! Oh, come on. My Cub can't be that slow!
Time to park it and take more pictures on the line.
New airplanes, old airplanes, one of a kind airplanes
all add more enjoyment to our trip. We see many beauti-
ful and a few, really rare old birds, such as a Star Cava-
lier, Fairchild 45, Curtiss CW-22, Stinson Tri-Motor,
Travel Air Mystery Ship Replica and a Gee Bee Replica
to name only a few. This has to be the best show on
earth. Tonight only two tents remain occupied, or par-
tially - Howard seems to have the 10-12-2-4 routine
right on schedule. Too much coffee, Howard?
Thursday, Day No. 6 - Another day of visiting the
EAA Store, Fly-Market (Howard and Art located a nose
wheel for my J-3. Have to keep them out of there.),
exhibition booths and more airplanes. We decided to
leave before the air show today to fly down to Wagon
Wheel Lodge near Rockford, IL for the night. Hey, our
trip up sounded so good, we recruited another friend.
Art decided to travel back to Fort Worth with our crazy
group. What a godsend - Art's "Texas Truck" is loaded
with tents, camping gear, our extra baggage and an old
Aeronca door Art hopes will fit the Chief he is build-
ing up. Since Art's Tri-Pacer is faster, we set gas stops
and he meets us there instead of trying to hold back to
let the Cub keep up. The Wagon Wheel is an old, estab-
lished lodge with character and good food. Hopefully,
these attributes outweigh the dripping faucets and icy
swimming pool. (The owner has since shut down the
landing strip .. . Editor)
Friday, Day No.7 - We wake to find our airplanes
wet from the rain during the night, dry off the leading
edge and depart for St. Louis, MO with pit stops at Peoria
and Jacksonville, IL. Forgotten by all, no birthday cake
for Howard, and we spend our quietest evening of the
trip. This is only after an unprecedented tour of the city
by two warm-hearted school teachers who offered to
drop us at a motel near the Arrowhead airport. We didn't
realize they had a Cougar and they didn't realize there
were five of us, plus the two of them. We also didn't
know they didn't know where they were going, having
lived there all their lives. Overcoming claustrophobia
and cramped neck pains, Jean and Donna thanked one
and all for Happy Hour. I sure am messing up my diet
this trip or could the Cub just be getting more sluggish?
Saturday, Day No.8 - We depart for Shangri-La
Lodge, near Afton, OK with stops at Rolla and Spring-
field, MO. Things are going great, but we run into low
clouds and fog, calling for an unscheduled stop at Sulli-
van. In less than 45 minutes things start looking brighter
and the ceiling lifts. At Rolla we circle to land and Art
is missing. He should have been here well ahead of us,
so Howard gets on the F.B.O. radio and tries to find him.
Turns out his unscheduled stop to skirt the fog was at
St. Clair where he hears we had gone overhead about
l
10 minutes before he landed. On to Springfield for a
taxi ride into the Texaco Truck-Stop for lunch, where
we meet another taxi driver to take us back to the air-
port.
We made it on into Shangri-La and called for trans-
portation. Do those lodges ever cater to their visitors!
We made an early night of it with dinner under the
stars and almost a full moon.
Sunday, Day No.9 - After a patio buffet break-
fast, we are driven back to the airport where Howard
and Art had a go-around with the airport manager.
Seems that they couldn't convince the manager he could
not put 26 gallons of fuel in a Champ's 13 gallon tank.
Soon the light dawned and much to Art's dismay, he
and Howard swapped bills. They had filled Art's auxiliary
tank and gas wasn't cheap there either. On to Musko-
gee and then Arrowhead Lodge for lunch. Durant being
our first stop on the trip, also proved to be the last
gas stop.
Again flying over the Duencl's private strip we de-
cided to stop in for a glass of lemonade and some story
telling before completing the 1,990 mile round trip.
Back home, my tachometer registered 29.2 hours, in-
cluding .2 hours fly-by in Oshkosh. We had made 30
landings and consumed 130 gallons of gasoline in our
nine day excursion. We all agreed that though the trip
was beautiful and exhausting, it was worth every agoniz-
ing muscle just this once. Next time, we'll take a faster,
more comfortable means of transportation - Amtrack,
maybe, huh?
AlC NEWS ...
(Continued from Page 4)
Antique Instrument Restoration
Restorers of antique and classic aircraft who find
themselves in need of instrument refacing and/or re-
building should contact: Ohio Valley Speedometer Sup-
ply, 7304 Greenlawn Rd., Louisville, KY 40222. Phone
(toll free) 1-800-626-1588. The company uses a patented
photochemical and typesetting process that not only
makes the instruments look new again, but provides
protection when there is exposure to sun, humidity, heat
and cold.
Harvey Young Airport -
40th Anniversary Fly-In
To honor Mr. Harvey Young on the 40th anniver-
sary of his airport on the east side of Tulsa, Oklahoma,
a fly-in is set for May 22-24 for all who love to fly for
fun. A special welcome is extended to ultralights, home-
builts, warbirds, antiques and classics. Harvey Young
Airport has long been known as a true grass roots avia-
tion mecca and fly-ins there in past years have brought
participants from all over the U.S. For additional in-
formation contact: Hurley Boehler, Fly-In Chairman,
Rt. 8, Box 617, Claremore, OK 74017. Phone 918/341-
3772 or 918/835-1900.
Luscombe Association Newsletters
Donated
John Bergeson, 615 West May, Mt. Pleasant, MI
48858, Chairman of the Luscombe Association recently
sent a complete set of all back issues of the Associa-
tion's newsletters for the files of The VINTAGE AIR-
PLANE. The newsletters are chock-full of useful in-
formation about the maintenance and flying of Lus-
combes, as well as activities of owners and their planes.
For membership information contact John at the above
address. .
Canadians To Oshkosh
All Canadians planning to fly their aircraft to Osh
kosh '81 or the lAC International Championships at
Fond du Lac (August 9-16) must comply with the provi-
sion of Federal Aviation Regulations. Please follow the
instructions below to obtain your Special Flight Authori-
zation.
1. Standard Category Certificated Aircraft
A special United States Flight Authorization is not
required providing your aircraft has correct and current
Canadian documentation. However, you must file a
United States Flight Plan to point of entry and clear
customs on arrival. Please note customs clearance is
not available at Oshkosh without substantial cost.
After customs clearance, another flight plan must
be filed to Oshkosh.
If you require further specific details, write to EAA
Headquarters.
2. Warblrds
A blanket United States Flight Authorization has
been arranged by Canadian Warplane Heritage. All
Warbirds planning to fly to Oshkosh must contact the
Heritage for full details no later than June 1, 1981.
Write: Canadian Warplane Heritage, P.O. Box 35, Mount
Hope, Ontario, Canada.
EAA Insurance Program
By the time you are reading this you should have
received a mailout on the new EAA Hull and Liability
Insurance Program. In addition to standard hull and
liability coverage at attractive rates, you will have
available the following features:
Coverage for all aircraft types
No component parts schedule
Agreed value coverage
Aircraft under construction (work in progress)
Inhouse claims representative
Nationwide claims settling network
If you need additional information, call (toll free)
Aviation Insurance Unlimited at 1-800-334-0061 and
specify EAA plan.
(Continued on Page 21)
VINTAGE AIRPLANE 7
This Warner-powered Fleet Model 1 was used by a flight school at Milwaukee County Airport in 1930.
In 1928 Reuben H. Fleet, President of Consolidated
Aircraft Corporation of Buffalo, New York, decided to
develop a new training aircraft to supplement the com-
pany's Pr and "Husky" military series. It was not a
derivation of the Pr design, for it was brand new through-
out and, where the Pr and "Husky" airplanes had been
primarily slanted to meet the requirements of the mili-
tary, the new Fleet was intended from the first to be es-
sentially civilian. This fact accounted for the machine
being designed around the Warner Scarab radial engine
of 110 hp. The commercial operators of the day, having
been conditioned to the Curtiss OX-5 powered aircraft,
could hardly be expected to welcome eagerly the initial
cost and expense of supporting over 200 hp (as used in
the Pr-3) in an airplane built only to teach flying. The
Warner Scarab was probably the best of the new en-
gines then appearing on the market in the 90-120 hp
range, and the Fleet Model 1 found widespread ac-
ceptance very quickly as a civilian training machine.
There was little carry-over from the "Husky" to the
Fleet. Dimensionally they were quite different and, ex-
cept for a few details such as the type of windscreen and
the fuel arrangement, it would be difficult to find fea-
tures tying the two designs together. The first Fleets
were, however, sometimes called "Husky Junior". More
formally they were the Consolidated Model 14, a design
which received ATC #84 on November 10, 1928, and
was approved for the Warner Scarab engine. In 1929
production of the aircraft was taken over by a Con-
solidated subsidiary formed for the purpose (titled
8 MAY 1981
"Fleet") and a slightly reworked version of the Model
14 was produced under ATC #122 issued June 15, 1929,
and termed the Fleet Model 1. Fleet Model 2 officially
dates also from June 15, 1929, when its ATC #131 was
obtained. However, in 1928 several Kinner K-5 powered
Model 14's had been built, so actually both the Fleet
Model 1 and the Model 2 were in limited production in
1928. The third popular Fleet design, the Model 7 pow-
ered by the Kinner B-5 of 125 hp, was not in production
until 1930. It received its ATC #374 on October 4 of
that year.
Throughout the 1930's Warner Scarab and Kinner
K-5 and B-5 Fleets were common everywhere in the
U.S., but they were particularly popular on both coasts.
In the East, for example, the Roosevelt Flying School
of New York operated Fleets for many years. And in
Southern California Fleets were available at almost
every airport where, quite unlike today, a considerable
number of impending bankrupts, called "fixed base
operators", scratched a precarious living renting them
out to "Sunday flyers" , and providing flight instruc-
tion (of a sort) in one-half hour increments. The rental
was almost always the same whether the owner-operator
went along to provide the "flight instruction" or not.
His services came free. The charges for Fleets ranged
from $6 to $8 per hour, with poorer fields like Dycer
or Culver offering the lower prices.
To be more exact, this was the situation around Los
Angeles in the early 1930' s. It was the time of The Air-
plane Movie, and such epics as Hells Angels, The Dawn
By Frederic K. Howard
2257 Depew Street
Denver, CO 80214
Time of
Photos from Hardie Collection
Except As Noted tile Fleet
Patrol, and Lilac Time had acquainted the public with
exactly how the intrepid aviator should be garbed. The
"Sunday Flyers" were quick to take advantage of this.
They soon learned how personally rewarding it was to
appear, properly attired, along some flight line even
if they had no intention whatever of renting anyone's
Fleet. The recommended accoutrements for this sport
included whipcord breeches with imported riding boots,
a suede leather jacket of rakish cut, and, of course, the
indispensable white silk scarf. Helmet and goggles could
be carried if displayed conspicuously but it was con-
sidered more dramatic if they were worn with the hel-
met's strap casually unfastened but artistically draped
about the neck.
On any Sunday afternoon the flight line at Grand
Central or Clover or Mines Field offered an impressive
and gorgeous spectacle, and the non-flying public would
come from miles around to observe with awe and envy.
Now the scattering of harrassed, sweaty, shirt-sleeved
characters who were continually busy swinging props
or rushing out from the flight line to hold wingtips or who
serviced the airplanes - these happened to be the
operators. They were the professionals who held Trans-
port Licenses and who owned the airplanes. They were
rarely confused by the public with the "flyers", so easily
This Fleet was equipped for instrument flight training.
A Fleet Model 2 was also based at Milwaukee County Airport in the 1930's.
VINTAGE AIRPLANE 9
(Photo by Ted KOlton)
This Fleet Model 2 has been a popular airplane at many EAA Fly-Ins.
identified by their boots and breeches and helmet and
goggles.
But also in the 1930's it was a simpler time for the
private pilot - at least those who could face up to the
fact that, regardless of what Hollywood might pretend
or the public might think, it was both ridiculous and
uncomfortable to fly in a get-up more suited to a horse
than an airplane. For it was a day when aircraft radio
communication was almost unknown; when instrument
flying was something vaguely understood and generally
thought fit only for the likes ofJimmy Doolittle to fool
around with, when flight plans hadn't yet been devised
but you could, here and there, have yourself "PX-ed"
(asI recall, thatwasthetermthenused)across a stretch
like from Midland to EI Paso where there was nothing
underneath most of the way except sage brush, cactus
and the pipe line you were following. Then, ifyou were
unlucky enough to be forced down, someone might come
looking for you.
In the early 1930's the Weather Bureau would con-
tract with the owners of Warner Cessnas or maybe a
J6-5 Aristocrat for twice-daily upper air observations.
Sometimes they would get as high as 13,000 feet MSL.
And itwas a time when a Private License required only
10hoursofsoloandwasawardedperhapsmoreforliterary
ability than flying skill. A candidate for the Private
classification in those days first would be placed at a
desk, thoughtfully provided by the Department of Com-
merce, and there he would sit for hours on end writing
at great length upon various matters then thought to
be indispensable to the satisfactory use ofthe airplane.
The following sampling of examination questions
(only slightly overdrawn) illustrate the sort of thing
on which the prospective private pilot was expected to
be lucid and articulate:
1. Explain in detail why The Airplane flies and dis-
cuss completely the forces exerted upon it while
itdoes so.
2. Elaborate upon the structure and development of
the cumulo-nimbus, relating it to the line squall ,
and describe the cloud types normally preceding
and following thunderstorms ingeneral.
3. Solve the following problem, explaining in detail
the reasons for each step taken: Aircraft A takes
off from point P at 9:53 a.m. and proceeds on a
compass course of 124 degrees at an airspeed of
10 MAY 1981
52 mph. Aircraft B takes off at 10:02 a.m. from
Q located 27 miles from point P on a line 176
degrees true from pointP and, at an airspeed of
58 mph follows a course to intercept Aircraft A .
Assuminga declinationof3 degrees west, a devia-
tion of 5 degrees east, and a wind velocity of 9
mph from 237 degrees, derive the appropriate
compass course for AircraftB to follow in orderto
intercept Aircraft A and calculate the time for
interception and the place at which interception
will occur.
Malcontents would occasionally point out, not il-
logically, that the airspeeds in the interception prob-
lem were rather unrealistic and that, in any case, ifit
were absolutely necessary for the two airplanes actually
to get together, they would be far more likely to do so if
AircraftA simply went wherever it was going and, once
there, awaited the arrival of Aircraft B. Candidates
of this disposition were usually failed abruptly, inas-
muchastheyclearlywere unwillingto go alongwiththe
spiritofthe thing.
The examination papers were mailed,eventually, to
Washington for final evaluation where, it was held by
some cynics, they were weighed rather than read. In
any case, a survivor of the literary examination was
finally led up to a genuine airplane where he was given
a verbalsetofinstructionscoveringtheflightmaneuvers
expected ofhim. For as much as 15 minutes the candi-
dates would then fly for a Department ofCommerce in-
spector, who knew better than to go along but who
would condescend to watch warily from a well-protected
vantage point along the flight line while the distraught
student skidded through is figure 8's and bounced his
landings.
The circumstances being about as described, the
Fleet, inasmuch as it was a most forgiving airplane,
was recognized as a fine machine for this sort of non-
sense, and was probably used by more potential private
pilots to undergo the harrowing experience of the Pri-
vate Pilot's Flight Test than any other airplane type
used in the early 1930's. All ofthis was changed toward
the end of1933 after the Aeronautics Branch had been
transferred into the Bureau of Air Commerce, and all
the earlier lO-hour wonders had either been eliminated
or reclassified by re-examination under a new 50 hour
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requirement. The Bureau's reclassification Private Flight
Test was considerably different. The inspector went
along and, in the early period, spins were required.
The Fleet, while a nice-behaved airplane with no
unfriendly characteristics, did have its own idiosyncra-
sies. Like its refusal to allow its nose to be brought
back to the horizon once it had been lowered in a right
hand vertical , although it had no objection whatsoever
to putting its nose anywhere while in a left hand verti-
cal. But it is doubtful if this had any real significance.
Or the tendency of the Kinner simply to fade gently
away if it wasn't cleared often enough in the glide. But
thi s was .the Kinner's characteristic, not the Fleet's.
It was also a very cooperative airplane if given half a
chance. For instance, in 1933 I once watched two brave
souls at Mines Field catch an airborne Fleet by its lower
panels, literally dragging it out of the sky, when a stu-
dent on an early solo flight got rattled and repeatedly
tried to land with the throttle cracked open. He kept
ballooning the length of the field, time after time, in
tremendous crow hops getting maybe 20 feet of altitude
and about 150 feet of distance on each leap. The Kinner
was turning perhaps 1100 rpm and at that speed you
could fly a Fleet all day long. (Well, almost anyway.)
The Fleet did have one terrible liability, though.
The upper wing was all in one piece, and if you broke
a spar it cost $1000 for another wing. Fleet operators
took awful good care of that upper wing. Those two brave
souls rescuing their student in the previous story hap-
pened. to be the owners of their crowhopping Fleet and
were mighty worried their airplane was going to end
up on its back. That's why they ran out and brought
him down - after his fifth circuit of Mines Field. Theirs
was a bravery born of poverty - no operator could raise
$1000 in 1933. As I say, it wasn't at all like today.
The specifications for the K-5 Fleet gave the cruise
as 95 and top as 110, but everybody knew better than
to believe it. No one wanted to go anywhere in a hurry
in a Fleet and so the fact that it might, if everything
was set just right, cruise at 85 was interesting but not
important. It was nice to be up there and most people
figured. why hurry and get it over with, so nobody held
it against the airplane. This does seem strange today
because not very many look at it that way any longer.
But in the 1930's that third dimension was something
special. It was enough that you weren' t much con-
cerned with how fast you might be able to go some-
where that you probably didn't have a good reason to
get to anyway. A few of us have never been able to over-
come this outlandish viewpoint, so maybe that's why
you happen to be reading here all about an old-fashioned
airplane that meant something to those who flew it.
To be continued next month .. . Editor.
The photos show a detailed scale model of a Fleet Model
2, 1/10 full size, built by the author of the accompanying
article. Howard Is nationally famous for his beautifully authen- .
tic miniatures, many of which are on display In museums.
For the construction of this model, Howard drew his own
plans, Sheet #1 of which Is shown on the preceding page. He
cautions, " No factory blueprints or other drawings were avail-
able for these drawings, nor was It feasible to "calibrate"
any Fleets stili flying. Accuracy Is therefore by no means
absolute, but It Is sufficient for construction of an effective,
detailed scale model - the purpose for which these draw-
Ings were made."
(Photos by Frederic K. Howard)
12 MAY 1981
Trials
al1d
On a weekend in August, 1977 Cal Tompson and I
convinced our spouses that we should go on a 170 mile
trip to look at a T;:tylorcraft. One of us had memories
of his early flying career, the other had visions of punch-
ing holes in the sky. We found what could best be described
as a "mechanic's delight". Employing all available re-
sources we convinced the girls that this collection of
tubing, wood and fabric could be transformed into a
beautiful 1946 BC12-D.
The present owner wasn't to be found that day, so
C;:tl and I left a message that we would return the fol-
lowing Saturday. Upon returning we met with the owner.
After he showed us the package he was offering, we sat
down to some "Yankee Trading". We soon had our newly
acquired bones loaded into a pick-up truck and open
top utility trailer which was in tow. We now owned a
T-craft, N43479, serial number 7138 which left the fac-
tory on 3-8-46. On our way home an Ercoupe driver gave
us the once-over from above. We wondered if he was
happy or sorry for us?!? While enroute we decided we
would eventually have an aircraft that would be "like
original", by using proper materials and methods.
Cal said my first step in the restoration project would
be to become conversant with the "Airframe and Power-
plant Mechanics Airframe Handbook". He would also
be closely monitoring my every move in the practical
application of my studies. All I could say was, "When
can we start?"
Tribulati
o
l1s
wit
Tired
a
Upon reaching home and unloading the trailer, it
became obvious that working space would be a problem.
For over a year we had been looking for a piece of land
on which we could build two homes. The search now
continued with added interest.
Once all pieces, except the fuselage, were tagged,
catalogued, and stored, we took all removable parts off
the fuselage. I then had the opportunity to accumulate
some time with a sand blaster. With a clean fuselage back
in the garage, we inspected all welds with a strong light
and ten power magnification. Three bent diagonal pieces
of tubing, the rearmost eighteen inches of the bottom
longerons, and the bottom half of the tailpost would
have to be replaced. I refer to this aft area as "The Tail-
dragger's Troublesome Triangle".
This is where my skills as a steelworker with the
U.S. Navy's Sea Bees came in handy. For practice Cal
gave me a piece of tubing to put a fishmouth splice in.
TayI0 my he gave
me a hacksaw to cut the bent and corroded tubing off
StoryandPhotos byTomDesalvo
EAA 99535, Ale 3479
RFD1, Box27D
Laconia,NH03246
the fuselage. The replacement longeron tubing was in-
ternally spliced. We then coated the interior surfaces
of all longerons with LPS-3. With the fuselage struc-
turally sound, it was then given a coat of zinc chromate
primer. This was followed by a grey, dope resistant
paint. My children, TJ and Tammy, would drop in from
time to time to see what they could do to help. There
VINTAGE AIRPLANE 13
wasn't much they could do with the airframe, but it
was nice having help keeping the shop picked up.
In February, 1978 we found the piece of land we had
been searching for. During the next twenty-nine months,
our primary objectives included the finish work and land-
scaping of our two new homes. They each have attached
garages large enough to hold all the pieces of a small
single engine airplane. Periodic escapes were made from
the carpentry, masonry, and pick and shovel routine for
the sake of sanity and love of airplanes. We managed to
accomplish the following: Restoration and installation
of the rudder and brake pedals; restoration and installa-
tion of the control yoke; flush patching of all but original
holes in the instrument panel; repair and reinforcement
of the glove boxes; complete rebuilding of both doors
(the latches would not work and the glass needed re-
placing); restoration of the motor mount, boot cowl, and
landing gear and rebuilding of the brakes.
By February, 1980 we had laid out the fuselage wood-
work for evaluation. We would be able to use some pieces,
while others would be suitable only for patterns. Prior
to installation, all wood on the airframe was given three
coats of clear, polyurethane paint. With all fuselage
woodwork installed, our attention was next focused on
the headliner - a luxury this fuselage never had. In-
stead of the original cotton, we chose a beige vinyl from
Airtex, and headliner bows were ordered from Taylor-
craft. With the headliner installed we now were able to
concentrate on getting an elevator trim control as-
sembled and installed. The Taylorcraft parts catalog
has an assembly drawing for this. It was now time to
install the fuel tank and instrument panel. We found
no sign of corrosion or fuel leaks in the fuel tank. A
black wrinkle finish on the instrument panel , instead
of the original red paint was our choice. With the panel
mounted in the airframe, we installed all the instru-
ments and a rotary magneto _switch in it. By fabricat-
ing a suitable mounting bracket, we were able to install
the E.L.T. in the left glove box. Upon inspecting the
control cables we found we had to replace both rudder
cables.
Next we installed the main landing gear. We then
put on the wheels and took the fuselage off the saw
horses it had been resting on for such a long time. It
looked good to see this pile of bones we brought home
in a trailer sitting on its own wheels. The 65 hp Con-
tinental engine was now given to one of Cal's LA.s for
a top overhaul.
The time had come to take one wing down from its
hanging place in Cal's garage. After removing all fab-
ric from the wing and aileron, we found three ribs in
need of repair. The reinforcing plates at the aileron
hinge mount point on the aileron spar had to be re-
placed. The wing attach fittings were removed, cleaned,
inspected, and painted with zinc chromate primer and
installed. The compression struts, and the drag and anti-
drag wires were inspected next. All were O.K.! Repair
to the other wing and aileron followed a similar pattern.
The day had finally come when we could slip the
dacron (Ceconite 102) envelope onto the fuselage. With
this fitted and glued in place, the vertical fin was in-
stalled and covered. The area previously referred to as
the Taylorcraft Troublesome Triangle was left uncov-
ered to facilitate care and inspection. The exposed tub-
ing in this area will be painted with color matched
enamel. With this covering in place the structure was
primed with two brushed coats of nitrate dope and
finish-tape. Then four coats of clear butyrate build-up,
two coats of silver and four coats of color were sprayed
on. All paints were from Randolph. We copied a locally
popular yellow and black color scheme of the post war
1940's.
14 MAY 1981
Tom sandblasts the fuselage in his back yard.
Same old story! After so many years, the lower rear longerons
must be replaced. Tom holds the original tubing.
Newly restored Taylorcraft BC12-D by owners Tom Desalvo and Cal Tompson.
The tail feathers were now cleaned, inspected and
zinc chromated. Then all control surfaces were covered,
stitched and brought through the same paint schedule
previously described. The wing ribs are drilled for wire
rib stitching (martin clips) which speeded up the fabric
attachment considerably. You can' t appreciate the size
of a Taylorcraft wing panel until you use a three inch
brush to apply two coats of nitrate dope to it! The time
was now September, 1980. The unpredictable New
England weather provided conditions for spraying dope,
usually at a time one couldn't leave that very neces-
sary gainful employment! We finally managed to get
all the dope sprayed, and at last we were able to breathe
a sigh of relief. We would be shooting enamel from now
on. With the wings completed and hanging from the
rafters in my garage, it was now time to give the struts
the full treatment.
The day finally came when we brought home the
shiny gold 65 Continental minus mags, and mounted
it on the fuselage. We were in the process of convert-
ing the mag covers for our unshielded ignition system
so they weren't ready for mounting on the engine at
this time. While routing and connecting the engine con-
trols, leaking oil highlighted a crack in the oil tank.
That fix involved a simple remove, repair and replace
procedure. The exhaust manifold and heater muff in-
stallation necessitated the engagement of my grey mat-
ter. That succeeded in teaching me another lesson.
The leaves were now falling off the trees, and a
morning frost was common place. The windshield we
had, though previously fitted to another fuselage, was
usable. We installed it in our airframe. With some cos-
metic repair we were able to use the fiberglass nose
cowl piece that was included with the bones we bought.
The two pieces of top cowling and the cowl bottom were
cracked and dented beyond saving. Once again the Taylor-
craft company supplied us with new parts. All we had
to do was fit them to our fuselage and install the truck
latches we included in our order.
We found Randolph did a good job of color matching
with their enamel and dope as we finished painting the
cowl. The magnetos were installed and we organized our
parts inventory for the trip to the airport. Final as-
sembly would take place in Cal's hangar.
At 0600 on November 22, 1980 we attached the fuse-
lage to the bumper of my pick-up truck by simply bolt-
ing the tail wheel spring to it. At dawn's early light we
headed for the airport. Cal provided rear guard protec-
tion with his vehicle. Using my pick-up for all the haul-
ing required five trips to get the major parts over to the
Laconia Municipal Airport. Though quite messy, our
garages now looked empty.
We spent the next day installing the tail feathers
and wings in Cal's hangar. Throughout the day the local
pioneer flyers came by to see what we had been doing
besides building houses these past three years. As these
"good-old-boys" filtered in I looked up from what I was
doing to see their reaction. Not a word was spoken dur-
ing their slow walk-around. The up-turned corners of
their mouths and the twinkle in their eyes meant more
to me than all the hand shakes and back pats the rest
of the flying community could muster.
Mounting the jury struts, installing the ailerons, and
rigging the elevator trim tab was all I accomplished the
following day. The activities of the next few weekends
involved rigging and connecting the ignition and fuel
systems to the engine. When the elevator trim is rigged,
it is important to check the spacing between the top and
bottom of the left and right elevator control horns.
This is where the elevator cables connect. If proper
VINTAGE AIRPLANE 15
spacing is not maintained between these horns, you will
bind-up the trim tab pulley which is located between
them. You must also be careful when you cotter pin the
castellated nut on the end of the trim tab worm gear
shaft. If the head and ends of the cotter pin are not
kept flush with the nut they can bind against the lead-
ing edge of the right elevator.
Cal's shop foreman, Frank Martin, and I next took
the magnetos apart to clean, reassemble, time and rein-
stall them on the engine. Sounds easy, doesn't it? Then
we took the Stromberg carburetor apart. We cleaned,
reassembled and mounted it on the engine.
It was now the second weekend in January and we
tried to run the engine. The magneto gaskets leaked
and we could get only a maximum of 1800 rpm's out of
the engine. A piece of 1116" gasket material would solve
the magneto oil leak. Some research produced the fact
that the fuel level in the float chamber of the Strom-
berg carburetor must be 13/32" from the top of the
chamber. This adjustment was made by using spacers
under the needle seat. Making this adjustment and re-
installing the carburetor on our engine produced sounds
that had us grinning from ear to ear. In the near future
we would see a fuel consumption that was "by the book".
On January 24, 1981 New England was experiencing
a local phenomonon referred to as the January thaw.
During this time the daytime temperature will actually
rise to a . level above freezing! This was the day our
beloved T-Craft made its maiden flight. The ramp in
front of Cal's hangar was lined with smiling faces, and
all attention was on the end of Laconia's runway 26.
Suddenly Cal's tallest mechanic, Dave, called out, "Tail's
The "troublesome triangle"
was left uncovered to facilitate
care and Inspection.
up!" "Naw," says Frank Martin. "It's all up!" Cal passed
over us at about 400 feet AGL.
After about ten minutes in the pattern, he landed
and said, "Left wing is heavy." I pulled the cuffs off the
rear struts and washed in the left wing three turns and
washed out the right wing three turns and replaced the
cuffs. Cal then said, "Give me a prop and climb in the
right seat!" On the first pull through that engine was
smoothly chugging away at 550 rpm's. We took off and
climbed to 3000 feet MSL and trimmed-up for "hands-
off-flight". The guess we made at the amount of wash-
in and wash-out was just perfect. I can't describe the
thrill this was for both of us. At 3000 feet MSL with
both of us aboard and full fuel our T -Craft indicates a
steady 104 mph at 2150 rpm's.-This is cruise power set-
ting for the 65 Continental and we're using a 74" diameter,
43" pitch metal prop.
Cal said, "Now that I know howaT-craft is put to-
gether, it's time I started learning how to fly." I'll al-
ways remember what one of Cal's fellow Q.B.'s once told
me. He said, "To be a good T-craft driver you will have
to develop the touch for milking a mouse." Cal has al-
ways had a soft spot in his heart for Taylorcrafts. My
association with the airplane shows how contagious that
feeling can be. I love that airplane!
There was a time in my life when I thought working
in a model airplane hobby shop and belonging to a model
airplane flying club was the apex of my aviation career.
It is almost a fantasy come to life that I am now find-
ing myself in the company of those who have mounted
alone into the realms beyond the reach of the Keewee
and Modok.
16 MAY 1981
~ _ , ... _-, v _ _ , ..... _ ._ , __ _._ __ _ ~ _ '
. .
Driggs, Aeronca and many others use the familiar triangular fuselage aft of the win.g.
Long has adapted it again tn this latest version of what he believes a good lightplane
should be, and the beautiful result is apparent in this photo. Note the sweet lines, the ap-
parently rugged undercarriage, and balanced rudder.
THE HENDERSON LONGSTER
PART 1
The designer of the famous Anzani Longster, one of Modern
Mechanix and Inventions' most popular designs, comes
through with his promised version of the Longster lightened
for Henderson use. The ship is remarkable for stability
and jlyability. By LES LONG
EDITOR'S NOTE: This month we return to the EAA reprint of the 1933 FLYING MANUAL for
the plans for the Henderson Longster. This is a lighter weight, parasol version of the Longster which
was presented in the April and May, 1980 issues of The VINTAGE AIRPLANE. This article will be
concluded in the June issue of the magazine. . Gene Chase
After the rather surprising success we had
with the Anzani Longster, it was probably only nat-
ural that we should turn to the popular little Hen-
derson as the power plant for a still lighter and
cheaper Longster. This little engine undoubtedly
holds first place in the affections of the lightplane
clan, an,d well may it do so.
The Henderson is undoubtedly a little low in
power for the average amateur ship, said ship
generally having a tendency to run into pounds.
However, we decided to make a try at it and the
results were far more than we had hoped for.
This new ship has about everything that could
be asked for in a real lightplane. It is reasonably
fast, 75 mph at 2,850. It has a good steep climb-
ing angle and keeps right on climbing, seeming to
do as well at 4,000 ft. as near the ground. It lands
at exactly 25 mph in still air, measured by cars
running along beside it.
Its gliding angle is fully 12 to 1. You should
hear the pilot talking to his friends on the ground.
It rolls, banks, zooms and does wing-overs with
such apparent ease it is a joy to watch. As to sta-
bility we can only say that it has been flying for
two months, most of the flying being done by be-
ginners, and has never made a bad landing nor
damaged so much as a bolt or flying wire. Parasol
type planes are notoriously easy to land. It will fly
for miles with the controls entirely free, and will
right itself jrom any position.
As to power we can say that we fly the ship
regularly with the motor turning 2,100 to 2,200. It
will actually climb with the engine running 1,900,
believe it or not. This is with a propeller of 4 ft.
10 in. diameter and 30 in. pitch. This prop turns
2,950 at full throttle, which certainly leaves plen-
ty of reserve.
As is customary, we shall start out with the
wings. The ribs are the usual strut and gusset
type, the rib stock being %, square spruce, and the
gussets 1/16 plywood, birch preferred. Make up
the usual rib jig on a smooth board, being care-
ful about accuracy. The curve is the standard
Clark Y. Instead of nailing one side at a time it is
VINTAGE AIRPLANE 17
best to place gussets with glue applied on both
sides of the joint and nail clear through, clinching
the nails after removing from the jig. Use casein
glue and t ~ by 20 gao nails. Note that the aileron
ribs are slightly different, the little strut to the
rear of the rear beam opening being set back is
shown by the dotted line. Count your ribs care-
fully to avoid duplication of effort.
Spars
The spars are of the I beam type and are of
selected spruce. It is best to have them cut and
routed at a planing mill, although they may be
built up with 1 in. by 20 gao nails and glue if de-
sired. In any case be sure the wood is free from all
defects, including crooked grain.
When the spars and ribs are ready assemble
them, taking care that the aileron ribs are in their
proper location. The butt rib is a special one,
made up with 1,4 by V::l caps and one side covered
with 1/16 plywood. The reinforcing blocks must
now be placed. They are a:ll of 1,4 plywood, except
at the wing butt. The long ones at the flying wire
position are notched as shown and the others are
plain blocks, 4 in. long and of the proper height
to fit in between the spar flanges . Blocks are
placed on both sides of the spar, glue being applied
first.
Butt Blocks
The blocks at the butt are special and require
a little explanation. It will be seen that the wing
hinges of one wing straddle the hinges on the
other, and must therefore be farther apart. We
will choose that the hinges on the left wing have
the wider separation, therefore the plywood on
the four spars will be as follows :
On the right front spar the plywood is 3/16
thick, one on each side. This separates the straps
Yt in. On the right rear spar the plywood is ti ll ,
making a spacing of Yt also. On the left front spar
the plywood is 14 thick, and on the left rear spar
it is 3/16, which separates the straps on these
beams ~ I l in. Therefore, the straps on the left wing
will just straddle the straps on the right wing. This
sounds worse than it really is, as the drawings will
show.
Bracing
The drag bracing comes next. The wire is No.
12 hard aircraft wire and the turnbuckles are No.
325. The compression ribs are the regular ribs, but
with a % in. by % in. spruce strip nailed and
glued on each side. The ends of these strips butt
up squarely against the wire pulls. The pulls are
slipped in between the rib strut and the reinforc-
ing block on the spar, and are bolted firmly with
3/16 in. aircraft bolts. The main compression ribs
at the flying wire location are like the others, but
have % in. by 1 t ~ in. strips on the sides and also
have an extra cap strip nailed and glued on each
The Driggs, the Aeronca, the Heath and
others which have a lot of flying time be
hind them are aII of practically the same
proportions. The Henderson Lon.gster bears
close resemblance in appearance and good
flying quamies.
Here's the Henderson Longster snapped on
a cross country hop i'n Oregon. This pictu're
was snapped from a Waco OX5, which has
about the same flying speed as the Long
ster. Oregon is good flying country, to judge
from the looks of the terrain.
18 MAY 1981
W,NG PLA..
180r-------------------
3"PULLEYS WITH GUARDS
1'"'i-'''"'--,,-3f-----=!1 ' ,
16 GA. I TURNBUCKLE
FILLER BLOCK
16GA.
,,/'
, d \' -
-++&-'f$l........tr I> .r,. - ;.
c----.------------- - ._-
FLYING AND LANDING W,RE CLIP DETAIL
WINDOWS ARE PROVIDED IN WINGS AT MAIN COMP RIBS
TO GIVE ACCE 5S TO FLYING AND LANDING WIR! CL IPS
Spruce spars with cheek girders form the Long idea of built-up spar construction. Light, very strong and good.

Ie GA.
WIRE
PULL
5T"" .1 51... 2 STA. 3
FORWARD
STATIONS
16 G..&. BRACKETS
TO HOLD
13 CoA WIRE
PULLS

Here we see the method in
which Long trusses the fuselage.
BRACE TO LOWER LONG.
Note placing of fittings and way
BRACE TO
SKID PLATE
}.
in which % in. by % in. spruce
fairing is placed about the tur-
tle back. Fittings for tail skid
and stabilizer are shown in the
detail at lower right hand cor
nero
TAIL-

1'AIL CLAMP REAR STATIONS
VINTAGE AIRPLANE 19
t""1
ELEVATOR RIB SECTION
C
6
.. - .....-+'......f--6"-....-+'...... l---a"

+ ifi';j
STABILI ZER RIB SECTION
==- " - "\11
-. t oo FR'N AND
__ UDDER
__ .......1
__
There's nothing radical in
the construction of the sta-
bilizer and the rudder. The
rudder is of steel, and the
sTabilizer of wood, flat
plate type. Drag struts of
Sfs in. by % in. spruce stif-
fen the stabilizer. Leading
edges are of steel tubing.
.. ----------------t-'
PLAN OF STABILIZER "NO ELEVATOR SECTIONS
Any man who makes a bad landing with this
ship should not fly at all. Visibility is par
excellence, and the wide spread gear will
tend to prevent shock and ground loops.
No long waits for the ship to gather headway
and roll a mile before she's off! The Longster
jumps into the air on short notice and fl ies
strongly. She has been rolled, winged over
without difficulty and is thoroughly air
worthy.
side of the regular caps, top and bottom. The wire
pulls here and at the butt rib are small ones as
shown by dotted lines.
True the wing up perfectly square and straight
and safety the turnbuckles. The ribs may now be
nailed and glued to the spars, using 1 in. by 20 gao
nails. Shape the nose piece of light cedar or balsa
and fasten with No. 3 by 1 in. screws and glue.
Shape the two aileron spars and slip into place,
after which they are glued and nailed. Apply the
wing tip and trailing edge, using 22 gaocopper for
the straps. After the straps are firmly nailed sol
der them to the tubing and also run solder over the
nails. The aileron may now be cut out. It should
20 MAY 1981
be fitted with 3/16 in. eyebolt hinges and the horn
should be made up and bolted on as shown.
The 14 in. square filling strips between ribs
on the aileron and also on the rear beam at the
aileron location are glued and nailed in. The two
main pulleys are about 3 in. diameter and are
mounted as shown, the brackets being made up of
16 gao sheet. Be sure the pulleys line up and run
free. They must also be fitted with light aluminum
guards so that the cables cannot jump off. The
small pulley is mounted about 10 in. in from the
butt rib and is about 1II ;! in. diameter. It runs on a
plain stud bearing which goes through the spar.
The corner braces are next fitted in and the
S1ANOARD "CLARK Y" CURVE OIWENSIONEO 'TO !>OM CHORD
50
..
..
--_"-----. ------O-+----. ---_---. ~ ~ I I ......t__--
Here's your rib pa,Hern, in decimals of an inch if you are
little windows at the flying wire location are made
up of % in. square stock. These window outlines
are on the bottom of the wing only. The wing is
now to be given two coats of clear spar varnish, cov-
ering wood and metal thoroughly. After it is dry it
is covered with light airplane fabric, stitched and
taped in the usual way. Give the fabric four coats
of clear dope and two coats of colored dope or lac-
quer to suit your fancy. The Longster is finished
throughout in silver with scarlet border striping.
The completed wing should weigh between 33 and
35lbs.
The next thing in order is the tail group. The
drawings show the dimensions and sizes clearly
so that little trouble should be had in building.
The stabilizer is the usual wood construction with
steel tube outline and the fin is of the same type.
The elevators and rudder are of Chrome molyb-
denum tubing. You may either use the "braze and
gusset" method as we do, or have them welded up.
Ifyou use gussets they should be of 20 gao sheet.
While the photographs show the rudder horn above
the fuselage this was altered after the photos
were taken, the horn being placed lower as shown
in the drawings, making a much neater job. All
hinges are of the 3/16 eyebolt type, bolted to the
wood members and brazed to the tubing. Cover
and finish as usual.
To Be Continued Next Month
that fussy. This is accu'rate, as it was drawn full size.
Ale NEWS...
(Continued from Page 7)
AGathering Of Moths
A commemorative Moth aircraft rally to celebrate
the 50th anniversary of the Tiger Moth is set for July
4-6, 1981 at the Georgina Township Administration
Civic Centre, Keswick, Ont., Canada, 50 miles north
of Toronto. The specific purpose of the Gathering of
Moths is to bring together for the first time all avail-
able Moth-type airplanes in Canada and the U.S. -
Cirrus and Gipsy Moths, Tiger Moths, the Puss, Fox,
Leopard and Hornet Moths. For further information,
contact either R. deHavilland "Ted" Leonard, Chair-
man and Program Director, c/o 305 Old Homestead Rd.,
Keswick, Ontario L4P 1E6, Canada or Walter Henry,
Canadian Aviation Historical Society, 12 Silverview Dr.,
Willowdale, Ontario M2M 2B3, Canada.
Kermit Weeks Flight Research
Center
will be dedicated on Wednesday, June 17 at 10:30 a.m.
at Wittman Field, Oshkosh, Wisconsin. This huge new
EAA Aviation Foundation hangar will house various
flyable museum aircraft, maintenance facilities arid
offices for the Foundation's research and development
wing. The auto fuel tests now in progress will be directed
from the new Center.
Kermit Weeks (EAA 52310-Lifetime), best known
to EAAers for his aerobatic exploits, was the major con-
tributor to the fund from which the Research Center
was built.
Three Day Minimum Camping
Charge Instituted For Oshkosh '81
Due to escalating costs for sanitation, campsite and
road maintenance, etc. , incurred each year during our
annual Convention, the EAA Board of Directors has
voted to increase the two-day minimum camping charge
to a three-day minimum charge.
VINTAGE AIRPLANE 21
STRAIGHTAND LEVEL ...
(Continued from Page 2)
"special", as only twelve were manufactured. Sporting
larger tail surfaces and being the deluxe model of a
tandem J-3, it included among other things, toe brakes.
Unique among the Antique Awards was the Grand
Champ,ion, a 1934 Fairchild C8A, the forerunner of the
well-known model 24 series. Owned by Harv Rand, this
antique was viewed and admired by the many visitors
at Sun 'N Fun.
A one-of-a-kind aircraft was awarded the Best An-
tique Biplane trophy. This 1930 Butler Blackhawk made
its initial visit to Sun 'N Fun this year. Leroy Brown
of Zellwood, Florida is the proud owner of this rare and
beautiful machine.
The Custom Antique Award was presented to the
Howard DGA-15 of Dan Kumler, owned, flown and
restored by him. Dan exhibited his skill and persever-
ance in customizing this practical aircraft.
Many other aircraft at Sun 'N Fun '81 were worthy
of comment and again our observations show that our
members are continuing to bring out their projects in
the original factory condition and with excellent quality
of workmanship. Sun 'N Fun '81 was outstanding. With-
out the participation of those of you who attended the
efforts of the many volunteers 'and hours of work could
not have been as fruitful. We hope to see you again
next year.
CALENDAR OF EVENTS
MAY 15-17 - CAMBRIDGE. MARYLAND - The Potomac Antique
Aero Squadron and the Dorchester Heritage Museum will host the
13th Annual Antique Fly-In at Horn Point Aerodrome on the former
FranCis duPont Estate. May 14. Early Bird Day. For further infor-
mation. please contact. Barry P. Flashman. P.O. Box 478. Severna
Paril. MD 21146.
MAY 22-24 - TULSA. OKLAHOMA - Harvey Young Airport 40th An-
niversary Fly-In. Special welcome to ultralights. homebuilts. an-
tiques and classics. For further information. please contact : Hur-
ley Boehler. Rt. 8. Box 617. Claremore. OK 74017. 9181341 -3n2 or
9181835-1900.
MAY 21-31 - COLUMBIA. CALIFORNIA - Fifth Annual Luscombe
Fly-In sponsored by the Continental Luscombe Association. Goal
is 100 Luscombes in attendance. For further information. please
contact. C.L.A. 5736 Esmar Road. Ceres. CA 95307.
MAY 31 - MARTINSBURG. PENNSYLVANIA - 4th Annual KEYSTONE
COUNTRY FLY-IN. Sponsored by EAA Chapter 400. All day. refresh-
ments and fun. Trophies for homebuilts. antiques. classics and
wartlirds. Altoona-Blair Co. Airport. For further information. please
contact: Richard Sell. RD #1. Woodbury. PA 16695. 814/793-4442.
JUNE1- SEPTEMBER 1- MOMENCE. ILLINOIS- Second AIRPLANE
NOSTALGIA PHOTO SHOW:Over 400 gallery-mounted 8x 10 photo-
graphs of homebuilt. private. commercial. and military aircraft from
the 1920's to the 195Os. Admission is free. The Hoosegow Art Gal-
lery. 106 North Dixie Highway. Momence. Illinois 60954. For further
information. please contact : Hugh Butterfield (EM 121478) at the
Hoosegow. 8151472-4990.
JUNE 5-7 - MERCED. CALIFORNIA - 24th Annual West Coast An-
tique Fly-In sponsored by the Merced Pilot's ASSOCiation. Early
Bird reception. dinner and dance Friday night ; Award Banquet
Saturday night; AirShow Saturday and Sunday. For further informa-
tion. contact Don orDee Human. 2091358-3487 orwrite. Fly-In Com-
mittee. P.O.Box3212,Merced, CA 95340.
JUNE 8-7 - LINDEN, NEW JERSEY - Northeast Aviation Fair at the
Linden Airport. Military, wartlirds. antiques, homebuilts. fly-market,
awards.U-1230.Sponsored by EMChapter230.Forfurther informa-
tion. please contact :EMChapter 230, Box 357-WOB.West Orange,
NJ 07052.201/736-9092.
JUNE 7-13 - FORT WAYNE. INDIANA - 70 KNOTIERS TOUR. an-
nounced by EAA Chapter 2. This seven-day tour for aircraft flying
at approximately 70 knots will visit Blakesburg. Iowa; Wichita.
Kansas; Little Rock, Arkansas; Tullahoma, Tennessee; and Sey-
mour. Indiana. For further information about the tour send a self-
addressed, stamped envelope to, Joe Dickey, 70 KNOTTERS
TOUR. 511 Terrace Lake Road. Columbus. OH 47201.
JUNE 13-14 - ANDERSON. INDIANA - 2nd Annual Summer Festival
sponsored by EMChapter 226. Free breakfast tosport plane pilots
(antiques. classiCS. experimental , ultralights, warbirds). balloon
races, camping. fly market. For further information. please contact,
Steve Darlington317/644-1238 orDale Faux 317/378-5028.
JUNE 20-21 - FREDERICKSBURG. VIRGINIA - 14th Annual Antique
Aircraft Fly-In and Air Show at the Shannon Airport. Air Show at-
tractions: Eagle's Aerobatic Flight Team. Bob and Pat Wagner -
wing rider. ChuckCarothers- Pitts Special .Charlie Kulp.Forfurther
information, please contact. Shannon Airport, P.O. Box 509. Fred-
ericksburg.VA 22401.
JUNE21 - ANSONIA,CONNECTICUT- 3rd Annual PIPER VAGABOND
Fly-in. Ansonia Ai rport. 80 octane fuel. For further information.
please contact : Ji m Jenkins. 569 Moose Hi ll Road. Monroe. CT
06468.2031261-5586.
JUNE 21-28 - HAMILTON. OHIO - 22nd Annual Waco Reunion.
This year Wacos 50 years or older will be honored. For further
information.please contact: Ray Brandly.700 Hill Avenue. Hamilton.
OH 45015. 5131868-0084.
JUNE 28-28 - AIRDRIE. ALBERTA. CANADA - Wild Rose Antiquel
Classic Fly-In. sponsored by the Airdrie Country Club of the Air. at
22 MAY 1981
Airdrie Airport. 8 miles north-northeast of Calgary International
Airport. All aviators. enthusiasts. and aircraft are welcome. For
further information. please contact. Airdrie Field. Attn. Mr. George
B. Pendlebury.RR 2.Airdrie.Alberta. Canada.
JULY3-5- PORT LAVACA. TEXAS- GulfCoast Sport Aviation Fly-in.
Calhoun County Airport. Sponsored by the Port Lavaca Chamber of
Commerce. EM Chapter 340 and EM Antique/Classic Chapter 2.
For further information. please contact : Port Lavaca Chamber
ofCommerce. P. O.Box528. Port Lavaca. TX n979. 5121552-2959.
JULY 4-5 - AEROFLEX-ANDOVER. NEW JERSEY - Flanders Valley
EM Antique/Classic Chapter 7 and EM Chapter 238 Annual Fly-
In. RAIN or SHINE! Antiques. classics. warbirds. homebuilts and
factory machines welcome. Movies. food. hangar SQuare dance.
and much more. Camping and lodging upon request. For further
information. please contact : AI Douglas. President. 29 Kenneth
Court. Florham Park.NJ 07932.201/3n-8925.
JULY 11-12 - ALLIANCE. OHIO - Annual Taylorcraft Fly-In/Reunion
sponsored by the TaylorcraftOwner's Club and the Taylorcraft " Old
Timer's" (former and present factory employees). Three miles north
of Alliance at Barber Airport. For further information. please con-
tact: Bruce Bixler.2161823-9748.
JULY 12 - EASTON. PENNSYLVANIA - Fifth Annual Aeronca Fly-in.
Largest Aeronca Fly-in in the East. Fun events SCheduled. Easton
Airport. For further information. please contact : Jim Polies. 299
Nazareth Drive. Nazareth.PA 18064.2151759-3713. Rain dateJuly 19.
JULY 17-1' - MINDEN. NEBRASKA - 5th Annual National Stinson
Club Fly-In at Pioneer Airfield. Camping on the field available. call
3081832-2750 for motel reservations. For further information. please
contact :George Leamy.8031576-9698 orBob Near.4021463-9309.
AUGUST 1-8 - OSHKOSH. WISCONSIN - 29th Annual EM Fly-In
Convention. It is never too early to start making plans for the
world'sGREATEST AVIATION EVENT.
AUGUST 7-' - LEWISTOWN. MONTANA - 4th Annual Montana
Chapter AM Fly-In at Beacon Star Antique Airfield. For further
information. please contact. Frank Bass. Beacon Star Antique
Airfield. Star Route. Moore.MT 59464.4061538-7616.
AUGUST1-15- FOND DU LAC.WISCONSIN - 12thAnnual lAC Inter-
national Championships.
AUGUST 1-15- PORTLAND. OREGON - 13th Annual Convention of
The International Cessna 170 AssoCiation. For further information.
please contact : Robert C. Anderson. 3307 N.E. Academy Avenue.
Portland. OR 97200.5031253-3449.
AUGUST 18-23- BLAKESBURG.IOWA- Annual AAAJAPM Fly-In.
AUGUST 23 - WEEDSPORT. NEW YORK - Fly-In. Antiques. classics
and homebuilts welcome. Sponsored by EM Chapter 486. Whits-
ford Airport. Pancake breakfast. air show. Field closed 1:00 p.m.
to 5:00 p.m. Intermission for early departures. For further informa-
tion. please contact : Hertl Livingston. 1257 Gallagher Road. Bald-
winsville. NY 13027.
AUGUST 21-30 - COFFEYVILLE. KS - Funk Fly-In. Sponsored by
Coffeyville Jaycees. For further information. please contact : George
E.Lipe.P.O. Box372. So. Coffeyville.OK 74072.
OCTOBER 1-11 - ANDERSON. INDIANA- Annual Convention and Fly-
In sponsored by the International Cessna 1201140 Association. Inc.
For further information. please contact : Frank Hancock. 3941 West
Cross Street. Anderson. IN 46011 . 317/643-1593.
SEPTEMBER 17-1'- CHARLOTIE.NORTH CAROLINA- Silver Wings
23rd Annual Convention. Highlights are old time pilots reunion and
air show. Firestone Pitts aerobatic team. skydiving. hot air balloon.
comedy acts. etc.All eligible pilots. active orretired. civil or mi litary
welcome. Make your reservations now! For further information.
please contact: Haskell Deaton. Chairman. Box 1822. Charlotte.
NC 28218 or National Headquarters. Box 1228. Harrisburg. PA
17108.
OCTOBER 18-18 - CAMDEN. SOUTH CAROLINA - Fly-In. Antiques.
Classics. Homebuilts. Ultralights. and Warbi rds invited. Awards
and banquet Saturday night. For further information. contact
Geneva McKiernan.5301 Finsbury Place.Charlotte.NC 28211.
RANGER- 6-440zero-time, fresh overhaul. 6brand new
CLASSIFIED ADS
chrome cylinders, ($460 value). New pistons (standard)
rings, pins, valves, mags, ignition harness, etc. Log book
signed off, $3000 firm. Write: S.F.M. Co., P.O. Box 1524,
WANTED: 120 hp upright Gipsy IIengine or 145 hp in- Torrance, California 90505.
verted Mark 7 engine. Need propeller and hub for same.
ANTIQUE PROPELLER - All metal, 45 plus years old.
Engine must be complete. Al Kelch, 622 North Madison
Send for information. Ron Furden, 3841 West Seagull
Avenue, Cedarburg, WI53012.
Drive, Salt Lake City, UT 84120.
MEMBERSHIP INFORMATION
Membership in the Experimental Aircraft Association, Inc. is $25.00 for one year, $48.00 for 2 ye.ars
and $69.00 for 3 years. Allinclude 12 issues ofSport Aviation per year. Junior Membership (under 19
years ofage) isavailableat$15.00annually.
EAA
EAA Member - $14.00. Includes one year membership in EAA Antique-Classic Division, 12 monthly
ANTIQUE issues of The Vintage Airplane and membership card. Applicant must be a current EAA member and
must give EAA membership number.)
CLASSIC
Non-EAA'Member - $24.00. Includes one year membership in the EAA Antique-Classic Division, 12
monthly issues of The Vintage .Airplane, one year membership in the EAA and separate membership
cards .SportAviationnotincluded.
Membership i n the International Aerobaric Club, Inc. is $16.00 annually which includes 12 issues
ofSportAerobatics. All lACmembersarerequired to bemembers ofEAA. lAC
Membership in the Warbirds of Ameri ca, Inc. is $20.00 per year , which includes a subscription to
Warbirds Newsletter. Warbird members arerequired to bemembers of EAA. WARBIRDS
ULTRALIGHT
Membership in the EAA Ultralight Assn. is $25.00 per year which includes the Ultralight publication
($15.00 additional for Sport Aviation magazine) . For current EAA members only,$15.00, which includes
Ultralightpublication.
MAKE CHECKS PAYABLE TO EAA OR THE DIVISION IN WHICH MEMBERSHIP IS DESIRED.
ADDRESS ALL LETTERS TO EAA OR THE PARTICULAR DIVISION ATTHE FOLLOWING ADDRESS:
P. O. BOX229 HALES CORNERS, WI 53130
Jacket: Unlined Poplin jacket, features knit wai st
and cuffs. The gold and white braid trim on a
Tan body emphasizes the colors proudly dis-
played in the Antique/Classic logo.
Sizes: X-small thru X-large
$28.95 ppd
Cap: Complete the look in this gold mesh hat
with contrasting blue bill , trimmed with a gold
braid. Your logo visibly displayed, makes this
adjustable cap a must.
Sizes: M & L (adjustable rear band)
$6.25 ppd
WEAR the IMAGE
in an Antique/Classic jacketand cap
Send CheckTo:
EAA ANTIQUE/CLASSIC DIVISION, INC.
P.o. Box229 HalesCorners, WI 53130
Allow4-6 Weeks ForDelivery
Wisconsin Residents Include4% SalesTax
VINTAGE AIRPLANE 23