STRAIGHTAND LEVEL

If you have read the August issue of SPORT A VIA-

TION, you probably have seen David Scott's "Washington
Report," in which he places into perspective the EAA
proposal for allowing restorers of antique and classic air-
craft to conduct maintenance and inspections on these
specific aircraft. As President of our EAA Antique/Classic
Division I think it appropriate to also cover this ground
in The VINTAGE AIRPLANE.
We have, for years, talked to folks who have restored
their antique and classic aircraft and who continue to
maintain them, but are required by the Federal Air Reg-
ulations to use the services of an A&P mechanic and/or
an IA to supervise or perform this work. The end product
is always airworthy, but the question always arises, "Why
can't I be authorized to sign for my own work?" EAA tried
to develop a proposal whereby this would be possible in
the instance where the person demonstrated the ability to
properly maintain his aircraft. The EAA proposal was to
provide narrow authority rather than the broad authority
associated with an A&P certificate. Additionally, to
further reduce the impact on the general public, the pro-
posal incorporated a restriction against using the aircraft
for carrying passengers or cargo for compensation or hire,
but permitted the use of the aircraft as a personal or
recreational vehicle. It did not destroy the Standard Air-
worthiness Certificate, but rather modified its terms. This
all appeared rather simple and did not require either a
change in the F ARs or an exemption from existing rules.
The EAA proposal was opposed by some antique air-
craft owners and organizations who either misinterpreted
our aim or who actually considered it a poor idea. Although
there were far more comments in favor of the proposal
than those in opposition, there was sufficient opposition
to cause the FAA to deny the petition. Their denial was
based in part on our failure to show sufficiently that the
owners were qualified to maintain their aircraft after the
restoration. The FAA said that if a person is qualified,
why not get an A&P certificate? This statement missed
our original intent in that the original restorer/owner does
not want to be associated with a fixed base operator or
make himself available to the public as an "available"
A&P for maintenance and inspection ofall types ofaircraft.
He only wished for the narrow authority to maintain his
own aircraft; and the FAA has no way for him to accomplish
this.
The FAA further stated that the EAA proposal would
not significantly relieve the economic and regulatory bur-
den on owners. Surely the FAA has heard the lament of
aircraft owners concerning the cost of owning an aircraft.
The fact that it sits on the ground 95% of the time and is
in the air only 5% of the time makes it difficult to justify
owning an aircraft by a private individual. Anysaving is
significant when it is spread over such a brief period of
By Brad Thornas
President
Antique/Classic Division
time. If any of the FAA drafters of the reply to EAA own
an aircraft or are associated with anyone who has restored
an antique or classic aircraft, they can verify this fact.
Any help received by the restorer to cut costs without
reducing safety is justified, unless we are not interested
in persons owning aircraft for sport and recreation.
The FAA takes exception to the statement that aircraft
owners must educate certified mechanics on the idiosyn-
crasies of their aircraft in the later process of supervising
and signing off work done on the older aircraft. They are
entitled to this position, but the fact remains that many
EAA antique and classic owners have presented evidence
of the failure of the A&P to properly conduct and maintain
an aircraft inspection, and some items had to be corrected
by the owners. Again, a finger is not being pointed at
anyone, as we agree that the scope of the A&P certificate
is very broad and it is inconceivable for such a person to
know everything about every model and type of aircraft.
All we are looking for is a practical solution to our problem
that is a real one, and it can be helped.
The EAA proposal did not demand that all antique and
classic owners be required to participate in the program
as proposed. It was entirely optional. The system would
still permit the owner to continue with the A&P and IA
inspections on an annual basis. Therefore, we have trouble
accepting the opposition to the EAA proposal and also the
FAA's denial. If it had been a change affecting all owners
we could understand the opposition, but when one group
tells another how they have to live without presenting
options, then we do have serious reservations on accepting
it.
Much of the foregoing was taken from David Scott's
"Washington Report," for frankly, he said it all . We are
going to continue our efforts, tailoring them along the lines
of FAR 65, Subpart E - Repairmen, but limited in scope
and authority appropriate to our needs. We will work
closely with anyone wishing to present their ideas, as we
firmly believe it is practical to extend authority where it
has been found wanted without jeopardizing safety.
The October issue of The VINTAGE AIRPLANE will
carry both the original EAA proposal and the FAA denial.
Your comments, as always, are solicited and will be con-
sidered in the continued effort to achieve our aims.
2 SEPTEMBER 1983
PUBLICATION STAFF
EDITOR
GeneR. Chase
MANAGING EDITOR
PatEtter
EDITORIALASSISTANT
Norman Petersen
FEATURE WRITER
GeorgeA. Hardie,Jr.
EAAANTIQUE/CLASSIC
DIVISION, INC.
OFFICERS
President Vice President
W. BradThomas, Jr. JackC. Winthrop
301 Dodson Mill Road Route 1,Box 111
Pilot Mountain,NC 27041 Allen,TX 75002
919/368-2875 Home 2141727-5649
919-368-2291 Office
Secretary Treasurer
M.C. " Kelly" Viets E.E. "Buck" Hilbert
Route2,Box 128 P.O.Box 145
Lyndon, KS 66451 Union,IL 60180
913/828-3518 815/923-4591
DIRECTORS
RonaldFritz ClaudeL. Gray, Jr.
15401 SpartaAvenue 9635Sylvia Avenue
Kent City,MI 49330 Northridge, CA 91324
616/678-5012 213/349-1338
Dale A. Gustafson AI Kelch
7724 Shady Hill Drive 66 W. 622 N. Madison Ave.
Indianapolis,IN 46274 Cedarburg, WI 53012
317/293-4430 414/377-5886
Robert E. Kesel MortonW. Lester
455 Oakridge Drive
P.O. Box3747
Rochester,NY 14617 Martinsville,VA 24112
716/342-3170 703/632-4839
ArthurR. Morgan JohnR. Turgyan
3744 North 51stBlvd. 1530Kuser Road
Milwaukee, WI 53216 Trenton,NJ 08619
414/442-3631 609/585-2747
S.J.Wittman GeorgeS. York
Box 2672 181 Sloboda Ave.
Oshkosh,WI 54901 Mansfield, OH 44906
414/235-1265 419/529-4378
ADVISORS
JohnS. Copeland StanGomoll
9Joanne Drive 104290th Lane,NE
Westborough,MA 01581 Minneapolis,MN 55434
617/366-7245 6121784-1172
RobertG. Herman EspieM. Joyce,Jr.
W 164N9530Water Street Box 468
Menomonee Falls,Wi 53051 Madison,NC 27025
414/251-9253 919/427-0216
Gene Morris DanielNeuman
27 Chandelle Drive 1521 BerneCircle W.
Hampshire,IL 60140 Minneapolis,MN 55421
312/683-3199 612/571-0893
RoyRedman S. H. " Wes"Schmid
Rt. 1,Box 39 2359 Lefeber Road
Kilkenny, MN 56052 Wauwatosa,WI 53213
507/334-5922 4141771-1545
SEPTEMBER 1983 Vol. 11, No.9
COPYRIGHT1983EAAANTIOUE/CLASSICDIVISION,INC.,ALLRIGHTSRESERVED
Contents
2 Straight&Level
byBradThomas
4 AlCNews
Page 5
byGeneChase
5 PangsofNostalgia
byMortKelman
6 24thAnnualNationalWacoReunion
byRayBrandly
8 TypeClubsandOtherAviation
Organizations
10 TheAustralianisingofNovember
82627
byTonyStinson Page6
1 5 MysteryPlane
byGeorgeHardie
15 CalendarOf Events
16 BordenlThompsonAeroplane
Postersfromthe1930s
byGeneChase
18 LetterstotheEditor
Page 10
FRONT COVER ... Frank Fox's 1931 Waco aCF-2, NC11482,SIN
3562 from Rockville,MD. Sunset at the 24th Annual Waco Reunion.
See story on page 6.
(Photoby Ken Borisch)
BACK COVER . . . The only Aeronca Champ in Australia flies over
SydneyHarbouronJuly25,1982(mid-winter) .Seestoryonpage10.
(Photoby Doug Plant)
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 AIRPLANE,P.O. Box 229,Hales Corners, WI 53130.
THE VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusivelyby EAA Antique/Classic Division,
Inc.of the Experimental Aircraft Association,Inc.and is published monthlyat 11311 W.Forest HomeAve., Franklin,
Wisconsin 53132, P.O. Box 229,Hales Corners, Wisconsin 53130. Second Class Postage paid at Hales Corners
PostOffice,HalesCorners,Wisconsin53130andadditionalmailingoffices.MembershipratesforEAAAntique/Classic
Division, Inc.are $18.00 for current EAA membersfor 12 month period of which $12.00 is forthe publicationofThe
VINTAGE AIRPLANE.Membership is open to all who are interested in aviation.
ADVERTISING- Antique/ClassicDivisiondoesnotguaranteeorendorseanyproductofferedthroughouradvertising.
We inviteconstructive criticism and welcome anyreport of inferior merchandiseobtained throughouradvertising so
that corrective measurescan be taken.
Postmaster:SendaddresschangestoEAAAntique/ClassicDivision,Inc. ,P.O.box229,HalesCorners,WI53130.
VINTAGE AIRPLANE 3-
,-
~ w
U Compiled by Gene Chase
TOP ANTIQUE/CLASSIC AWARD
WINNERS AT OSHKOSH '83
GrandChampionAntique- 1947 Fairchild 24W, NC77655,
SIN W46355. Charles Bell, Sheboygan, WI.
Reserve Grand Champion Antique - 1934 Beechcraft
BI7L, NC270Y, SIN 3. Richard L. Perry, Hampshire,
IL and Richard W. Hansen, Batavia, IL.
Grand ChampionClassic- 1946 Aeronca 7 AC, NC84998,
SIN 7AC-3722. Robert K. Armstrong, Rawlings, MD.
Reserve Grand Champion Classic - 1948 Luscombe, 8F,
N1373B, SIN 6000. George Chaffey, Pittsburg, CA.
Other award winners and details of the 1983 Conven-
tion will appear in the October issue of The VINTAGE
AIRPLANE.
MOSTSMALLCONTINENTALS
NOW APPROVED FOR AUTO GAS
The FAA has amended the EAA Aviation Foundation's
Supplemental Type Certificate (STC) SE634GL, which
permits the use of unleaded automotive gasoline in the
Teledyne Continental 0-200 engine, to also include the
following Continental engines:
A-40-5 A-75 series
A-40-2, 3, 4 C-75 and C-85 series
A-50 series C-90 series
A-65 series
Approval for these engines was granted on the basis of
their similarity with the 0-200.
This amendment opens the door for use of auto fuel in
almost all the popula:r lightplanes of the late 30s and 40s
- the Cubs, Aeronca Chiefs and Champs, Ercoupes, Lus-
combes, Cessna 120s and 140s, Taylorcrafts, etc. However,
an example of each of these aircraft will have to undergo
flight testing by the Foundation. Technical Director Harry
Zeisloft is currently negotiating with the FAA to come up
with a more expeditious test procedure, so that approvals
for the thousands of aircraft involved can be obtained in
a reasonable time frame.
The Foundation anticipated the approval of all the
small Continentals when it obtained the STC for the 0-200
and knew, therefore, that it would ultimately be faced with
the obligation to approve all the applicable airframes. This
was a primary factor in the determination of the price of
the 0-200 STC ... because it would have to help finance
these many additional approvals, plus, of course, the on-
going Cessna 182 testing.
"WORSTCASE" TESTING
SUCCESSFUL
Harry Zeisloft has also announced the Foundation's
successful completion of a test contract for the University
of Michigan involving the use of auto fuel in aircraft
engines. The U ofM formulated two batches of"worst case"
fuel to explore the outer limits of ASTM D-439 gasoline.
"Really garbage" and "swamp gas" are a couple of the
kinder descriptions given the fuel by Foundation and U of
M personnel - nevertheless, our little 01' Auto Gas 150 has
been slurping it up as if it were the best of AMOCO ...
or whatever. No problems of any sort were encountered
during the testing.
NEW LlAISONITRAINER
TYPE CLUB
Bob Byers (EAA 96158, AlC 1869) is forming a new
type club for ownerslenthusiasts ofliaison and trainer type
aircraft. He is receiving encouraging support from
everyone he has discussed the project with and hopes to
have the group organized and a newsletter in the offing
by the time this is being read.
For additional information contact Bob at 3378 St.
Augustine Rd., Saukville, WI 53080. Tel. 414/377-7500.
WILLOW GROVE HISTORICAL
AIRCRAFT ASSOCIATION
ATTEMPTSTO PRESERVE
OLD PLANES
The Willow Grove Historical Aircraft Association is
facing an uphill climb to get their proposed museum project
off the ground. Seven rare aircraft are currently displayed
out- of-doors at the Willow Grove Naval Air Station, about
20 miles north of Philadelphia, PA.
The planes include a Convair YF2F "Sea Dart," a U.S.
Navy jet fighter designed for water takeoffs and landings.
Another is the German Messerschmitt Me 262-Bl
"Sturmvogel" World War II jet night fighter. An example
of a WWII Japanese plane is the Kawanishi NIKI "Mighty
Wind," a floatplane fighter.
The German and Japanese aircraft have been at the
Air Station since the end of WWII, having been captured
as war prizes. Only in the last 10 years has there been a
concerted effort to restore and protect all aircraft. Much
of the work has been done by Naval personnel.
Enlisted persons and officers from the various outfits
based at the Air Station, including some family members
have "adopted" individual aircraft. Using available
surplus and donated materials, the volunteers have re-
stored and painted the exteriors as closely as possible to
their exact original markings. None of the aircraft is oper-
ational. Hundreds of hours oflabor and research, including
correspondence with labor experts abroad, have gone into
each restoration.
The current effort has the enthusiastic support of the
Secretary of the Navy, John F. Lehman and the Air Sta-
tion's Commanding Officer, Captain Russell K. Schulz,
who has worked extremely hard on the project.
The aircraft are owned by the U. S. Navy and are
technically on loan for display by the Air Station.
For more information on the association write: Mr.
James V. Healy, Willow Grove Historical Aircraft Associ-
ation, clo John Healy and Sons, Inc. , 707 Tatnall St.,
Wilmington, DE 19899.
For more information on the aircraft write: Public
Affairs Office, Naval Air Station, Willow Grove, PA 19090,
or call 215/443-1776.
(Continued on Page 14)
4 SEPTEMBER 1983
PANGS
OF
/7,1:
, .
... ."'. ..
\
':\.
I . '
. ,
,/......
I . ,
ByMort Kelman
222HarborRoad
Cold SpringHarbor
LongIsland, NY11724
There I was, driving to Roosevelt Field on Long Island,
New York one day in November of 1940 when, 10 and
behold, a sign looms up announcing, "6 gals for $1.00,
including tax."
Today, be it fuel or flesh, it certainly would be sheer
fantasy . .. BUT WAIT! that wasn't all. Adjoining this
now long-defunct sign was a large placard proclaiming,
"FREE, this Beautiful All-Metal Luscombe Airplane, ask
for free coupons."
Needless to say, the occasion was a publicity stunt.
Engineered by the Garden City Garage (Garden City, NY),
sellers of Flash gasoline, a popular fuel of the day, the
Luscombe 8A was offered as a coupon draw, or to quote a
dog-eared, still readable circular, "Can you use a brand-
new airplane or $1,000 in Cash? We are giving away,
absolutely free, the plane or the Cash (Winner's Choice)
in one of the most sensational contests ever held."
For a few moments, let us reflect upon such a stupend-
ous event, even way back then ... only the Good Lord
knows who won the Cash or Luscombe, which was truly
a beautiful craft and a mainstay of student pilot training,
just as the popular Cessna and Piper ships are today. But
could one envision a similar happenstance being adver-
tised in like manner in the 1980s?
Evidently those MU3T have been the days. No wonder
so many gloryseekers were so eager to span the Atlantic
- fuel was so cheap that it was less expensive to fly than
go by ocean liner.
Editor'sNote:TheFAAAircraftRegistrationrecordsdated
10/30/82 show the owner of this 1940 Luscombe 8A,
NC28754, SIN 1515 to be: Duane U. Norgren, 5 Lomas
Cantadas, Orinda, CA 94563.
Author/photographerMort Kelman isa longtimecon-
tributor to aviation periodicals, a former publicist/photo-
grapherin the USAF, nowa retiredLt.Colonel, residing
in Cold SpringHarbor, LongIsland, New York.
VINTAGE AIRPLANE 5
24th Annual
ITHTIOITHL
WHeo fitUITIOIT
By Ray Brandly
(EAA 38963, AIC 480)
700 Hill A venue
Hamilton, OH 45015
(Photos by Ken Borisch)
As each annual fly-in approaches, the anticipation and
excitement continues to mount as we wonder what this
year's reunion will bring. We have the unique opportunity
as organizers of this reunion, to be at the airport as each
Waco arrives. The thrill of seeing the thirtieth or the
fortieth Waco arrive is just as great as when the first
arrival appears.
Wacos flew in from fifteen states for the 24th annual
Waco Reunion at Hamilton, Ohio. Those hot, dry days of
June 20 through June 26 provided the proper setting and
inspiration for those who own and fly, and those who would
just love to own a Waco.
There were thirty-seven of the finest Wacos assembled
at the annual Waco Reunion, creating a most colorful and
memorable collection. People and planes were attracted
from coast to coast. Some came early and many from far
away places like Junction City, Oregon or Sargentville,
Maine and Ft. Worth, Texas.
There were numerous comments about the continued
improvement in the quality of Waco restorations. This is
merely a reflection of the pride of owning and flying a
Wacu. Some people have been known to bring two Wacos
to Hamilton from as far away as Trenton, New Jersey.
Among the enjoyable features ofthe 24th Annual Reun-
ion were the Friday noon to midnight barbecue provided
by one of our members, George "Sky King" Vaughn, the
unforgettable and much needed shuttle bus/hospitality
6 SEPTEMBER 1983
TypicaloutstandingWacoUPF-7from
SouthStrafford,Vermont flown and owned
by Richard Bushway.
Sixofthethirty-sevenoutstandingWacos
thatattendedthe24th annual Waco Reunion.
wagon that was provided by the Heins brothers, who are
also Waco Club members. The Awards Banquet was held
at the Holiday Inn on Saturday night where each pilot
who brought a Waco was recognized.
Sunday afternoon, as we looked out over an almost
empty field where just the day before, thirty-seven beauti-
ful Wacos sat wing tip to wing tip, we wonder if all this
really did happen, or were we dreaming?
But it really does happen every June at Hamilton
Airport.
Editor's Note: Ray Brandly reports that plans are already
underway for the 25th Annual National Waco Reunion in
1984 and this silver anniversary event will feature the
greatest collection of Wacos and Waco lovers ever. Ray is
president of the National Waco Club and Bonnie Borisch
(EAA 115075, AIC 3253) is secretary . .. G.R.G.
Three excellent examples of the sixteen
fifty-year-old Wacos, werethe 1932 IBA,
the 1928 ATO andthe1931 QCF-2.
Awards presentation at the Saturday
evening banquet at the HolidayInn.
West Coast members Henry & Alice
Strauch flew this 1933 UBF-2, N13075
from Junction City, Oregon. Back home
thisWaco isusuallyoperated onfloats.
The Friday barbecue prepared by club
member George " Sky King"Vaughn
will be repeated nextyearbypopulardemand.
VI NTAGE AIRPLANE7
Aeronca Aviators Club
- aDivision ofPea Patch Airlines
Joseph E.Dickey,Chief Pilot
511 Terrace Lake Road
Columbus,IN 47201
812/342-6678
Newsletter: Quarterly AAC
Quarterly PPA
Dues: $12 annually AAC
$12 annually PPA
$18 annually AAC and PPA
Aeronca Club
Augie and Pat Wegner
143228th CI.
Kenosha,WI 53140
414/522-9014
Newsletter: 3-4 per year
Dues: $3.00 per year
Aeronca Lover'sClub
Buzz Wagner
Box 3,401 1st Street East
Clark,SD 57225
605/532-3862
Newsletter: Quarterly
Dues: $15 per year
Aeronca Sedan Club
Richard Welsh
2311 East Lake Sammamish Place,S.E.
Issaquah,WA 98027
Newsletter: 3per year
Dues: $2.50 per year
AirForceHistorical Foundation
Col. Louis H. Cummings, USAF (Ret)
- Exec.Dir.
Bldg. 1413, Room 120
Andrews Air Force Base,MD 20331
301 /981-4728
Newsletter: Aerospace Historian
Dues: Individual membership - $25
American Bonanza Society
AirSafetyFoundation(Society)
John M.Frank,Executive Director
Mid-Continent Airport ,1922 Midfield Rd.
P.O.Box 12888
Wichita,KS 67277
316/945-6913
Newsletter: Monthly
Dues: $20 per year (U.S.and Canada)
$40 per year (Foreign)
American Navion Society
A.R. Cardono,Chairman of the Board
Betty Ladehoff, Executive Secretary
Municipal Airport,Box 1175
Banning, CA 92220
714/849-2213
Newsletter: Navioneers (Monthly)
Dues: $25 per year
Bird AirplaneClub
Jeannie Hill
P.O.Box 89
Harvard, IL 60033
815/943-7205
Newsletter: Occasional
Dues: Postage donation
BuckerClub
John Bergeson,SecretarylTreasurer
615 West May Street
MI. Pleasant ,MI 48858
Newsletter: Every other month
Dues: U.S.- $7.50 per year
Foreign - $10 per year
Cessna Airmaster Club
Gar Williams
9 So. 135Aero Drive
Naperville,IL 60565
Newsletter: None
Dues: None
InternationalCessna120/140 Association
Dorchen Forman
Box 92
Richardson,TX 75080
817/497-4757
Newsletter: Monthly
Dues: $10 Domestic
$15 Foreign
Cessna 150/152 Club
Skip Carden, Executive Director
P.O.Box 15388
Durham, NC 27704
919/471-9492
Newsletter: Monthly
Dues: $15 per year
International Cessna 170 Association,
Inc.
Velvet Fackeldey, Executive Secretary
Route 2,Box 274
Hartville, MO 65667
Newsletter: Flypaper (11 peryear)
The 170 News (Quarterly)
Dues: $15 per year
International180/185 Club, Inc.
(Cessna)
180-185Owners Only
Charles Bombardier,President
4539 N. 49th Avenue
Phoenix,AAZ 85031
Newsletter: 9or 10 per year
Dues: $10 per year
Eastern Cessna 190/195 Association
Cliff Crabs
25575 Butternut Ridge Road
North Olmsted,OH 44070
216/777-4025
Newsletter: One annually
Dues: $10 per year
CulverClub
Larry Low,Chairman
60 Skywood Way
Woodside,CA 94062
41 5/851 -0204
Newsletter: None; inquiries addressed
on individual basis
Dues: None
DartClub
Lloyd Washburn
3958 Washburn Drive
PI. Clinton,OH 43452
Newsletter: Now and then
Dues: None
De Havilland Moth Club
GerrySchwam
1021 Serpentine Lane
Wyncote,PA 19095
215/635-7000 or 215/886-8283
Newsletter: Quarterly
Dues: U.S.and Canada - $7 per year
Overseas - $8.50 per year
De Havilland Moth ClubofCanada
R. de Havilland Ted Leonard,Founder
and Director
305 Old Homestead Road,Keswick
Ontario L4P 1E6 Canada
416/476-4225
Newsletter: Periodically
Dues: $10 annually
ErcoupeOwnersClub
Skip Carden, Executive Director
Box 15058
Durham,NC 27704
919/471-9492
Newsletter: Monthly,with special editions
Dues: $15 peryear
Funk AircraftOwners Association
G. Dale Beach
1621 Dreher St.
Sacramento,CA 95814
916/443-7604
Newsletter: The Funk Flyer (10 per year)
Dues: $10 per year
HowardClub
Jack Hogan
P.O.Box 291
Santa Paula, CA 93060
Contact Club for further information
LittleRound EngineFlyers
Ken Williams,Chairman
331 East Franklin Street
Portage,WI 53901
ContactWilliams for further information
8SEPTEMBER 1983
AND OTHER AVIATION ORGANIZATIONS
Continental Luscombe Association Silver Wings Fraternity Southwest Stinson Club
Loren Bump, President "Aviation Pathfinders" Gary Murdock, President
5736 Esmar Road Russ Brinkley, President 12150 E. Harney Lane
Ceres, CA 95307 Box 1228 Lodi, CA 95240
209/537-9934 Harrisburg, PA 17108 209/368-6091
Newsletter: 6 per year 717/232-9525 Newsletter: Monthly, yearly roster
Dues: $10 per year Newsletter: Slipstream Tabloid monthly events
Luscombe Association
John B. Bergeson
615 W. May Street
Mt. Pleasant , MI 48858
Newsletter: 6 per year
Dues: $7.50 per year
Newspaper
Dues: $5 per year
Staggerwing Club
Jim Gorman, President
1885 Millsboro Road
Mansfield, OH 44906
Dues: $10.00
International Swift Association
Charles E. Nelson
P.O. Box 644
McMinn County Airport
Athens, TN 37303
Tri-Pacer Owners' Club
419/529-3822
615/745-9547
Edwin F. Wach, Editor
1412 10th St.
Newsletter : Quarterly
Dues: $10.00 per year
Newsletter: Monthly
Dues: $25; $35 - Family
Aurora, NE 68818
402/694-2218
Newsletters: 6 per year
Dues: $20 per year - U.S. and Canada
$30 - Foreign
Porterfield Airplane Club
Chuck Lebrecht
Stampe Club
Carl Carlsen, President
1173 Los Robles Drive
Santa Paula, CA 93060
Newsletter: Occasionally
Dues: $10.00
International Taylorcraft Owner's Club
Bruce Bixler, President
12809 Greenbower Road
Alliance, OH 44601
216/823-9748
Newsletter: Quarterly
Dues: $10 per year
3121 E. Lake Shore Drive
Wonder Lake, IL 60097 Stearman's Restorers Association
The Vintage Ultralight
Newsletter: Included in dues Tom Lowe
(Incorporating "The Uncommon Cub")
Dues: $5 per year (owners)
823 Kingston Lane Garth Elliot
Rearwin and Commonwealth Flyers
Gary Van Farowe
1460 Ottawa Beach Road
Holland, MI 49423
616/399-4623
Newsletter: Technical info only
Dues: None
Crystal Lake, IL 60014
Newsletter: 4-6 per year
Dues: $10 per year
National Stinson Club
(All models except 108s)
Jonsey Paul, Chairman
14418 Skinner Road
20 Brimwood Blvd ., Unit #78
Agincourt, Ontario
Canada M1V 1B7
Newsletter: Occasional
Dues: None
Note: For owners of vintage aircraft of not
more than 60 hp, and manufactured
not later than 1941
Replica Fighters Association
Frank G. Weatherly
2789 Mohawk Lane
Rochester, MI 48063
Cypress, TX 77429
Newsletter: Quarterly
Dues: $7.50
Vultee Owners and Pilots Association
Richard Sandow
2001 Bryan Tower
313/651-7008
Suite 1350
Newsletter: Bimonthly
National Stinson Club, 108 Section
Dallas, TX 75201
Dues: $10
George and Linda Leamy
117 Lanford Road
214/741-1152
Newsletter: Info on parts, maintenance,
National Ryan Club Spartanburg, SC 29301
information exchange
Bill J. Hodges, Chairman 803/576-9698
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VINTAGE AIRPLANE 9
It might appear strange to many American EAA mem-
bers that few of the aircraft types found in the Antique!
Classic area at Oshkosh are to be found outside of the
American continent, but it is true. Up until the 1950s,
British and European aircraft manufacturers dominated
light aircraft markets in most parts of the world. And the
world missed out on many of the finest airplane designs
every produced.
Oh, we "foreigners" were not unfamiliar with what we
were missing out on. Since the U.S. has always produced
and exported a large percentage of the world's aviation
literature, interested people in most countries have had
the opportunity to read aboutJ-3 Cubs, Travel Airs, Stear-
mans, etc. but for most of us there was never the opportun-
ity to delight in the flying qualities or the outright romance
of owning any of these magnificent machines.
The development of the Experimental Aircraft Associ-
ation and its ramifications on a worldwide basis has
changed all that, at least for some of the overseas members
who come to Oshkosh.
My first visit to the "World's Largest Aviation Event"
was in 1978 and I have been fortunate to attend each year
since.
I became interested in a classic restoration as my first
venture into aircraft ownership rather than a custom-built
type and I wanted something we did not have in Australia
- something "unique" to us. Those who have never gone
through the "First-of-Type" process in Australia can never
know how difficult that word "unique" is to achieve in
the aviation sense.
During Oshkosh 1979, I became involved with the
Cessna 120-140 Association. I thought a good 140 might
be just the right classic type airplane for Australia.
Their president at the time, Tom Norton took me flying
in his 140 and I became convinced to look around for such
a classic Cessna over the following year.
On arrival back in Australia after Oshkosh '79, I made
enquiries about any existing 120s and 140s which might
have been on the local register. Members at our Sport
Aircraft Association of Australia meetings told me that
there had once been a 140 in New Guinea, but that was
the closest one of them had ever come to these shores.
Undeterred, I checked our Department of Transport
regulations concerning importation of First-of-Type air-
craft into Australia. They are based on the same type of
regulations existing in the U.S. for aircraft types which
have never been on the American register - that is, original
type data must be submitted for approval. The difference
in Australia's case is that our aviation authorities like to
have the subject aircraft match up to modern-day manufac-
turing and specification data.
We found the Australian Cessna distributors most
cooperative in our attempts to obtain the required data
from Cessna, but the manufacturer had long since lost the
ability to retrieve the original design and testing data for
the 120 and 140 models. So it was "too hard".
A longtime friend of the Sydney sport aviation com-
munity is a Pan Am pilot, Jim Carter. Jim wanted a share
in a classic aircraft based in Australia, so that he could
enjoy flying with us during his frequent visits.
Jim knew I had come to the end of the road with the
Cessna 140 idea, so the two of us began looking around at
Aeroncas during the 1980 convention.
Being familiar with the prices being asked for fully
restored classic airplanes, plus the prospect of having a
freight bill of around $4000 to ship the aircraft to Aus-
tralia, we thought the whole idea was hopeless.
I had never counted on the unstoppable spirit of Jim.
One morning in March 1981, I was awakened by a 5
a .m. phone call, "Hey Tony, you wanna buy an airplane?"
'Theltustra
By Ton.
(EAA 9501
P.O. 1
Brook vale,
AUS'l
At Oshkosh 1981as N82627.
It was Jim, calling from his home in Watsonville, Califor-
mao
"Ah, Jim, what are you talking about?"
"There's a guy right here in Watsonville who has this
real good Areonca Champ and the price is low, so I thought
it might be a good ship for us to fly in Australia."
Enter Bill Taylor, longtime Australian EAA member,
Wichhawk builder and senior Qantas Captain. Bill offered
to check out the Champ at Watsonville during an upcoming
trip to the U.S. and report back on the machine, shipping
costs and parts availability.
On Bill's return home he reported that the 1946 7 AC
Champ was in need of much T.L.C. but was good value for
the money and had been hangared at Watsonville while
owned by a Mr. Frank Roger. Along with two other Sydney-
based members of the Sport Aircraft Association of Au-
stralia, I became interested. We wanted low-cost flying
and we knew of no other airplane in Australia which
operates on three gallons an hour at a time when aviation
gas costs $2 a gallon. Believe me, the autogas testing being
done by EAA, together with similar testing being done in
Australia will make the difference between the little guy
lianising 01
:r B2621
Stinson
, Ale 7274)
)X 531
r.s.w. 2100
1ALIA
(Photos by Tony Stinson)
continuing to fly, or being forced out of the sky altogether
in this country.
I was not familiar with the genealogy of the Champ,
although the design had been a favorite subject for me as
a model design. I did not know that "Champs ain't
Champs". In other words, there are differences between
the Aeronca 7 AC and other Champion-produced airplanes,
which Australian aviation authorities might consider im-
portant. We have quite a few Champion 7EC, 7FC, 7GCBC
types in Australia. Thinking I had avoided the First-of-
Type syndrome, I applied for an import permit for N82627,
SIN 7AC-1269 which our group had decided to buy. We
were told there should be no problem with the certification
in Australia.
Meantime our energies were being taken up with the
planning for a crazy scheme to rent a Boeing 747 Combi
airplane from Qantas and using volunteer EAA members
as crew, fly it to Oshkosh '81. This was the Oshkosh
Express.
When we had talked about the means of getting the
Champ to Australia, Jim thought he might actually fly it
around the world "the other way". That is, across the U.S.,
then across the Atlantic (like Lindbergh), then from
Europe down through the Middle East, through India,
across the Timor Straits to Northern Australia. Don't
laugh, it has been done before.
However, by May we had resigned ourselves to shipping
the Champ across the Pacific towards the end of the year.
The week before I left for Oshkosh '83, I received a call
from our friendly Department of Transport Regional office
in Sydney. "You know that Aeronca we have the import
application for? Well, it appears to be a first-of-model;
you'd better come in and talk abouf it." With all the
Oshkosh Express planning, mountains of correspondence
with EAA and on the eve of departure on that adventure,
this was all we needed.
Our friends at the Department had checked their files
and found there had been no Aeronca 7 AC Champ regis-
tered in Australia before. Later we were to find this to be
untrue. However, there had been plenty of Champion-built
airplanes registered, so they were calling ours a "First-of-
Model" not "First-of-Type". I argued that our 7AC only
had 75 hp and all the subsequent Champion-built airplanes
had much more powerful engines; besides our bird had
been flying for 35 years, so what was the problem?
It appeared that the non-standard 75 hp was the prob-
lem. The 7AC had a Continental 65 hp engine and ours
had been altered to 75 hp.
However, our DOT people were most cooperative. They
asked me to obtain the STC relating to the horsepower
change and a statement or proof that ureaformaldehyde
glue had not been used in the wing. It seems U-F glue
deteriorates with age and there was no way we were going
to import an airplane glued with it.
It was at this point we found what a fantastic group of
people EAA has in the Antique/Classic Division. We
needed to call on their help since there was no turning
back now.
A call to Brad Thomas in North Carolina started a
veritable torrent of Antique/Classic Division help in
quickly solving our "downunder" regulatory problems.
The Oshkosh Express carried ten airplanes from Syd-
ney to the 1981 EAA Convention. With the possibility that
one or two might remain in the U.S. after the Convention,
we thought there just might be space to squeeze a little
old Airnocker into the vast rear cargo hold of the B747
Combi . So it was decided that Jim Carter would fly N82627
from Watsonville to Oshkosh in the hope that it might
"fly" to Australia on the Express return flight.
Jim's flight across the U.S. was something of an epic,
although I know that many EAAers make that trip in
small airplanes each year. Jim made 18 stops and included
a takeoff at a density altitude of 9,000 feet fully loaded.
He arrived at Wittman Field on the Sunday, just before
the historic flypast of the Qantas Oshkosh Express 747.
Jim had parked our ship a "fer piece" down by the ul-
tralight section and I almost ran to see it.
I was followed by a crowd of Qantas pilots. They stood
there a long time in silence, until finally Bob Rosewarne
said, "Ah, Tony, I think Bill was right. It certainly needs
some T.L.C." I was not too disappointed. After all, there
are not too many people who live as far away from Oshkosh
as I do and can claim to have flown their own aircraft at
the EAA Convention.
Ever heard of an Export C of A (Certificate of Airwor-
thiness)? For the uninitiated, an Export C of A is when
one country (in this case the U.S. FAA) examines a particu-
lar airplane design against the standards applied by
another country (in this case Australia), and issues or does
not issue a C of A.
The Export C of A is carried out by a local FBO who,
on completion of it, calls his (friendly) FAA inspector to
Looking more like a Champ every day. Wings have just been
installed with tail surfaces being prepared for rigging.
check and sign the aircraft out as meeting the export
requirements. In the case of a 1946 Aeronca Champ going
to Australia, the U.S. FAA would need a waiver from the
Australian authorities for acceptance of the aircraft before
they would be willing to certify for export .
Where were we to find a local FBO close to Oshkosh
who would get our machine through this process, delivered
to Milwaukee, checked by the FAA there, stripped of wings
and engine and ready to be loaded into a 747 freight hold
in little more than a week? I was worried.
On the Wednesday of the 1981 EAA Convention, Jim
Carter and I flew our little Champ down to Lyons, Wiscon-
sin to Wag-Aero to buy some spares. No problem with that.
The U.S.A. has to be the best place in the world to buy
aviation parts . . . you just fly in to your friendly parts
supplier who has everything you need, pack it in the
airplane and flyaway. Anyway, that is how it seemed to
me.
On the way back from Lyons, we stopped at Dodge
County Airport at Juneau, Wisconsin and met Chuck
Swain. Now Chuck is a true lover of Airnockers and when
he heard that we wanted to take the Champ home on the
Oshkosh Express, he said he would be delighted to handle
the Export C of A and do all those things necessary to "get
it through".
Chuck solved the 75 hp STC problem by converting the
engine back to 65 hp when he overhauled it. Our friends
at the head office of Australian D.O.T. duly sent a telegram
of approval to the FAA in Milwaukee and on August 17,
1981 November 82627 was loaded aboard the Oshkosh
Express, along with thirteen other aircraft. More EAA
friends were on hand to make it all possible at Milwaukee.
These included Carl Koehling, who had made his facilities
there freely available for the Express operation from the
beginning.
The Express 747 was flown out of Milwaukee by none
other than Capt. Bill Taylor who had been involved in
checking our Champ back in California.
On the night of August 19, the Express landed at
Kingsford-Smith International Airport, Sydney, where it
was met by a group of EAA members and unloaded im-
mediately. It is a tribute to Qantas Airways that through
the entire Oshkosh Express operation, not one aircraft was
damaged in transit in any way.
With the Champ safely settled in a workshop and its
wings gracing my garage, it was time to take stock.
We did not really know what condition our bird was in
- not under the covering anyway. The engine had been
freshly overhauled by Chuck Swain and the wing covering
job was a relatively recent one.
Kelvin Gore is a man of tremendous aeronautical en-
gineering talent. He is the regional engineer in my home
state, New South Wales, for the Sport Aircraft Association
of Australia and was our chief engineer for the Oshkosh
Express operation. Kel would handle most of the fuselage
work on the Champ and the rigging.
On removing the fuselage covering, we found all of the
wood parts to be full of dry rot. The tubing in the rear of
the fuselage needed attention to corrosion and a new panel
had to be made. A new set of wood fuselage parts was made
as was a complete new set of cowlings.
We thought it would be ready to fly by Christmas, but
Christmas came and went. More parts were being brought
from the U.S. and I have been delighted to find that there
are still companies like Wag-Aero and Univair making
parts for these old airplanes.
At this point, it might be worth passing on something
about buying modern-day parts for old airplanes like the
7AC Aeronca. We needed a door lock and looking in a
catalog I found such a door lock specifically noted as being
for "Aeronca 7 AC Champion". On receiving the lock, I
found it a quarter-inch thicker than the door on our 7 AC,
so we had to build up the door to accept the new lock.
Later I found that the Champion 7EC with its door
lining accepts the "7 AC lock" with no alteration at all.
We were not looking for an absolutely authentic resto-
ration, although I had carefully read about the rebuild
done by Ron Wojnar on his 7AC to win the '78 Grand
Champion Classic Award. We cut the original fuel gauge,
which had long since become unserviceable, from the fuel
tank and replaced it with a compass in the same location.
Ours was not the basic need to own a showplane, rather
one which looked as close as possible to original but with
a more comprehensive set of instruments and a modern
radio.
We lined the inside with vinyl and installed a new
headlining along with all new control cables and a new
firewall. With the fuselage sporting a new cover, it was
time to turn our attention to painting.
We wanted to paint our 7AC in authentic factory colors.
In looking around at Champs on the line at Oshkosh I had
seen many shades of orange and yellow, with all of their
owners declaring theirs were "authentic factory colors".
Obviously most of them had to be wrong.
Earlier, Brad Thomas had put me in contact with John
Houser, a dedicated Aeronca enthusiast who still works
for the company in Middletown, Ohio. John's patient sup-
port for us over many months proved the difference bet-
ween us registering our bird in Australia and having to
sell it again overseas. My first enquiry to John concerned
paint colors.
John indicated that no authentic chips of the original
7AC factory colors remained. However, if we took the
Randolph color chart and used cruiser orange plus a shade
between Baja Yellow and Dallas Yellow, we should have
the colors about right. Our great consolation in this is that
we will never have an argument in Australia as to whether
we have matched factory colors or not . . . remember we
have Australia's only Aeronca 7 AC Champion.
Our Department of Transport became involved once
the restoration had been completed. It seems they had the
original factory type certificate information, but not the
original manufacturer's handling notes on the 7 AC, and
these they demanded, all 70 pages of them, before they
would give our old girl an Australian Certificate of Airwor-
thiness.
John had already provided the proof that casein glue
had been used in the wings and now he provided the
original handling data.
Until this time, we had believed ours was the first 7 AC
to enter Australia. On seeing our airplane at Sydney's
Bankstown Airport, a number of aviation old timers began
remembering they had seen another one "back in 1948".
Further research showed that in 1948, Aeronca had
apparently been represented in Australia by a firm called
Stack & Co. in Sydney. They had imported both a 7AC
Champ and an HAC Chief. We have found no trace of the
Chief but I'm reliably told the Champ crashed into the sea
about 50 miles south of Sydney in 1949. So we might not
have been the first, but we still have the only Aeronca
7AC in Australia
It was now early in March and we had been working
towards having our airplane ready to take to the National
Convention of the Sport Aircraft Association of Australia
at Mangalore, Victoria during Easter.
We had been allocated the Australian registration "X-
Ray-Charlie-Alpha," VH-XCA and early in February,
November 82627 lost its United States registration.
In the event, we missed the S.A.A.A. Convention by
one week, although XCA first felt Australian air under
"Roadable Airnocker," towed from restoration shop to
Bankstown Airport for completion of restoration.
First engine runup after restoration at Bankstown. All involved
had to have a "drive around".
During early test flying of restored Champ. Jack Zaplatel wheels
into Sydney's Hoxton Park airport.
VINTAGE AIRPLANE 13
her wings on March 13, 1982.
Our Champ now shares a hangar with three T-18s, a
couple of BD-4s, a Victa Airtourer and a Beech D17.
The little Aeronca is proving an excellent aircraft for
Australian conditions and I don't know why many hun-
dreds of them were not sold here.
Our flying is mostly from grass fields which are some-
times quite short, areas that the Aeronca 7 AC can handle
with ease.
We also have plenty of entertainment through the
uniqueness of the 7AC in Australia. It will raise a few
eyebrows among the U.S. Airnocker fraternity to learn
that more than one tower controller in Australia, on seeing
us taxi out has asked whether we are an "ultralight". And
a lot of people here have trouble pronouncing the word
Aeronca.
Of course, among those of our members who have been
to Oshkosh (400 in 1981), there are many who want to fly
our 7AC.
From reading this story, it will be clear that one way
and another we would never have owned our Aeronca
without the active support of so many EAA friends both
in the U.S. and Australia. To Brad Thomas, John Houser
and the whole army of Antique/Classic Division mem-
bers who helped us, I just want to say thank you.
For those who say the EAA is becoming too large and
impersonal, I believe it is time to think again. None of us
would have the involvement and enjoyment we receive
from grass roots aviation today without such an interested
and incredibly well run organization. May its influence
continue to grow worldwide .
AlC NEWS ...
(Continued from Page 4)
RED BARN HAS NEW LOOK
(Photo by Bob Herman)
The south end of the storage area which now sports new win-
dows and doors.
The Red Barn with the newly enclosed storage area on the left.
Photo taken by Bob Herman on 7/17/83 before the Antique/Clas-
sic logo was in place for Oshkosh '83.
Volunteers worked feverishly to complete a major reno-
vation of the Antique/Classic Red Barn in time for Oshkosh
'83. The former open storage area on the south side was
enclosed and paneled, creating an area for a combination
administrative office, storage, and meeting room.
14 SEPTEMBER 1983
This allows virtually all of the original barn to be used
for membership and merchandise sales, thus reducing the
over-crowded situation that existed before.
Volunteers from the Milwaukee and Oshkosh areas
who donated many hours of their time and construction
skills were Bob and Linda Lumley, Al Kelch, Bob Herman,
Dave Broadfoot, Don Morrissette, Bob and Mary Ann
Kuhlow, Greg Beyer, Norman Staples and Tom Brost.
When the new construction was finished, Dee Doyle,
Art and Kate Morgan cleaned up the area and had it ready
for the onslaught of Convention-goers who were obviously
pleased with the facility's new look.
The next project will be the addition of a covered porch
on the north side of the barn, similar to the one at the
Antique/Classic headquarters building at the Sun 'n Fun
site, Lakeland, Florida. Contributions were solicited at
Oshkosh '83 for the purchase of materials for the porch
and volunteers are needed to do the construction work
under the guidance of Bob Lumley. Bob plans to undertake
the porch job in the spring of 1984.
This new addition, complete with porch swings and
chairs, promises to be one of the most popular spots at
future conventions.
NEW LOW COST EAA FL V-IN
INSURANCE AVAILABLE
EAA Fly-In/Ultralight Competition Insurance is now
available to current Chapters through a revised program.
The basic program provides a one-million dollar liability
policy specifically designed to provide appropriate insur-
ance protection for Chapter-sponsored Fly-Ins, Fly-Outs
and Ultralight Competitions. The chart below outlines the
basic program.
Estimated Approximate
Category Attendance Premium Deductible
1 day orless 0-500 $100 -0-
1 day orless 501-5000 $200 -0-
2 days Up to 5000 $300 -0-
3 days Up to 10,000 $400 $500
All events not falling within the above parameters are
classified as "special events" and are subject to individual
quotations.
Application for EAA Fly-In/Ultralight Competition in-
surance should be made no less than four weeks before the
scheduled date of the event.
For further information about this insurance, please
contact the Chapter Office at EAA Headquarters, P.O. Box
229, Hales Corners, WI 53130, phone 414/425-4860 .
worked for Curtiss in 1927 and com- in theJune 1956EAA Experimenter
pleted when he worked for Bellanca Magazine.
in 1929. Andy Surini and I talked "A second airplaneofthesamede-
MYSTERY PLANE
withCiriglianowhenhelivedinFar- signwasbuiltbyAshleyastheAshley
mingdale, NY. He gave us the story SP-5, ID No. 899W. A photo of the
By George Hardie
ofhow the airplane was designed by airplaneappearedintheAAHSJour-
a Curtiss engineer named David D. nal, Winter 1970. Both of these
AshleyasasortofscaleddownHawk. airplaneswerestillinexistenceafew
I wrote an article about the airplane yearsago. "
................................................
ThephotointheJuly1983issueof
VINTAGE AIRPLANE was takenat
whatwasthentheChicagoMunicipal
Airport (now Midway Airport). The
airplane is a pusherbuiltby Vernon
PayneofKnightTwisterfame. Itwas
poweredwitha ContinentalA-40and
wasatwo-place.MikeRezichwhotook
the photo says it flew quite well but
nothingevercameofit- no ATC.
By press time only Russ Brown
(EAA 126563, AIC 6428), Lyndhurst,
OHhadcorrectlyidentifiedthePayne
MC-7 monoplane. He added the fol-
lowinginformation:wingspan33'-6";
wingarea152sq.ft .;ply-skinnedwing
with fabric aft of rear spar; cruise
speed82mph. Russrecallstheengine
asa 50 hp Franklin.
Intheyearsimmediatelyfollowing tempt ofa series to span the Pacific
The June Mystery Plane (Brown-
Lindbergh's successful transatlantic OceanbetweenJapanandtheUnited
YoungBY-I )wasidentifiedcorrectly
flight in 1927, a general stampede of States. Thephotoisfromthecollection
by Don Dodson ofUncatilla, OR and
record-setting attempts occurred as ofJohn Warren ofYardley, PA who
Herbertde BruynofBellevue, WA.
pilots sought fame and fortune by donatedthecollectiontotheEAAAv-
JackMcRaeofHuntingtonStation,
being first. Many ended in tragedy iation Museum library. Answers will
NY sends a correction on the April
while others did achieve their goals. be published in the December 1983
Mystery Plane:
This photo records the end ofone at- issueofThe VINTAGE AIRPLANE.
"The April Mystery Plane is the
................................................
Cirigliano SC-l , ID No. 775W. built
bySerafinCirigliano,partlywhenhe
CALENDAR OF EVENTS
We would like to list youraviation event in ourcalendar. Please send
informationtotheEditor, The VINTAGE AIRPLANE, P.O. Box229, Hales
Corners,WI 53130. Informationmustbereceivedatleasttwomonthsin
advanceoftheissueinwhich itwillappear.
SEPTEMBER 1-5- TULLAHOMA, TENNESSEE - 3rd Annual Ole South
Fly-InatParishAerodrome,Soesbe-MartinField.SponsoredbyTennessee
Valley Sport Aviation Association, Inc. For information contact Jimmy
Snyder,5315 Ringgold Road,Chattanooga,TN 37412,615/894-7957.
SEPTEMBER16-18- RENO,NEVADA- RenoNationalChampionshipAir
Races at Stead Airfield. Qualifying September 13-15. Airshow. Contact
Greater Reno-SparksChamberof Commerce, P.O. Box3499,Reno,NV
89505. 7021786-3030.
SEPTEMBER 17-18- BALTIMORE,MARYLAND- 14thAnnual EAAEast
Coast Fly-In at Glenn L. Martin State Airport. Sponsored by East Coast
EAAChapters.Showaircraft,staticdisplays,fleamarket,forums,aerobatic
demonstration, pancake breakfast, Saturday chicken barbeque. Contact
Jim Eggleston,2602 Elnora St. ,Wheaton, MD20902,301 /933-0314.
SEPTEMBER 17-18 - GOTHENBURG, NEBRASKA - 3rd Annual Fly-
In sponsored by the Nebraska Chapter of AAA. For information contact
RogerW.German, Rt. 3, Box 12,Cozad, NE 69130,3081784-4139.
SEPTEMBER 23-25 - TAHLEQUAH, OKLAHOMA - 1982Tulsa Fly-In at
Tahlequah Municipal Airport. Sponsored by Tulsa chapters of lAC,AlC,
ULand AAA.Forinformation contactCharlesW. Harris, 119East4th St. ,
Tulsa,OK 74103,918/585-1 591.
OCTOBER 6-9- EFFINGHAM, ILLINOIS - International Cessna 120/140
Association,Inc.AnnualConventionandFly-InatEffinghamCountyMemo-
rial Airport. ForinformationcontactAI Hourigan,839 N.6th St. ,Vandalia,
IL62471 , 618/283-0320.
OCTOBER 14-16- CAMDEN, SOUTH CAROLINA- EAAAntiquel Classic
Chapter 3 Fly-In. Antiques, Classics and Homebuilts welcome. Contact
Geneva McKiernan,5301 Finsbury Place,Charlotte, NC27211.
VINTAGE AIRPLANE 15
X/8Y
SEVERSKY PURSUIT X 18-Y
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BORDEN/THOMPSON
AEROPLANE POSTERS
FROM THE 1930's
Article Number 31
I!J.m"""'ltIu""",,,!,,,,mlU!!I''''''IU''''''''!!1m'!I1''''''!'''II''''''''""""""""""' '''''''''''''''''',,',,'''''11''''''''''''';''''''''''''''11'111'''''''''11''',,'_'''''11'''''''''''''''''''''' ''" .." II,"', I!I.. ,,,''''''''III''''''''''''III. m.......,,,!II11''''''''''''''''',,, ..''''''trJ''''..""""""!!!""""''''!!!'''''''',,,!!!''''''''''''
the aircraft is: "Seversky Aircraft Corporation, Far-
By Gene Chase
mingdale, N.Y., produced three models - the EP-1, 2PA-
200, and the 2PA-230, the last a two-place low-wing
In place ofthe usual three-view drawing on theback
monoplane amphibion."
side ofthis poster, are the words, "Plans ForThis Plane
This poster, donated by Russell G. Karl of Peru, IL
Have Not Yet Been Released by the U.S. Army". The
described theaircraftasfollows:
poster, one ofa very few which were dated, was printed
in February 1938. The model number X 18-Y is a mis-
Seversky Pursuitforthe U.S. Army
nomer asitwasactuallytheCAA registrationnumber ..
the Xdenoting"Experimental". Oneofthese planesofthefamiliarSeverskytype and
The three-view drawing presented here is from "The design, won the competition at Dayton over three com-
Aircraft Year Book For 1939" and the only reference to petitors, and, while no definite performancefigures have
16 SEPTEMBER 1983
been released by the Air Corps, it is considered the fastest It is rumored that the Army has ordered seventy-seven
pursuit plane in the world. It was powered with the latest of these planes powered with 1,000 hp Pratt & Whitney
twin- row Wasp radial engine and a Hamilton Standard "Twin-Wasp" engines with atop speed of about 325 mph.
constant speed propeller. The Seversky X 18-Y is an all metal single seat fighting
This plane was known as "the Mystery Ship" at the Monoplane with fully retractable landing gear completely
1937 Aeroplane Show held in New York. It was covered inclosed. Particulars of this plane have not yet been re-
with a thin cloth so only the outline of the plane could be leased by the army authorities.
observed by t he public. The Curtiss Hawk BF2C-l will be fea turednext mon th.
l'
I I
:::
o
- I
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1'\1
3 6 - - - - - - - - - - - - - - - - - - ~
~ - - - - ~
THE SEVERSKY EP-I
VINTAGE AIRPLANE 17
LETTERSTO THE EDITOR
Dear Gene:
Thank you for the excellent article you printed in your
June issue of VINTAGE AIRPLANE regarding the STC
for auto fuel in round engines.
There was one item, however, which we should have
asked you to include. I am referring to the help we received
from J avelin Aircraft of Wichita, Kansas. Dave Blanton
generously allowed us to use his facility in Wichita for
several of our tests. His advice and total cooperation helped
us immensely in obtaining this STC in a limited amount
of time.
We would al so like to express our gratitude to the EAA
for the information they have shared with us, and t he
cooperation we have received whil e seeking thi s STC.
It would have taken us much longer and been far more
difficult for us to obtain thi s STC without the excellent
cooperation we received from these two organizations. Our
hats are off to them both!
Sincerely,
Todd & Charles Petersen
Petersen Aviation, Inc.
Route 1, Box 18
Minden, NE 68959
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with payment to Advertising Department, The VINTAGE AiR-
PLANE. P.O. Box 229, Hales Comers, WI 53130.
ACRO SPORT - Single place biplane capable of un-
limited aerobatics. 23 sheets of clear, easy to follow plans,
includes nearly 100 isometrical drawings, photos and
exploded views. Complete parts and materials list. Full
size wing drawings. Plans plus 88 page Builder's Manual
- $60.00. Info Pack - $4.00. Super Acro Sport Wing
Drawing - $15.00. Send check or money order to: ACRO
SPORT, INC. , Box 462, Hales Corners, WI 53130. 414/
425-4860.
ACRO II - The new 2-place aerobatic trainer and sport
biplane. 20 pages of easy to follow, detailed plans. Com-
plete with isometric drawings, photos, exploded views.
Plans - $85.00. Info Pac - $4.00. Send check or money
order to: ACRO SPORT, INC. , P.O. Box 462, Hales Cor-
ners, WI 53130. 414/425-4860.
POBER PIXIE - VW powered parasol - unlimited in
low, cost pleasure flying. Big, roomy cockpit for the over
six foot pilot. VW power insures hard to beat 3
1
/2 gph at
cruise setting. 15 large instruction sheets. Plans - $45.00.
Info Pack - $4.00. Send check or money order to: ACRO
SPORT, INC., Box 462, Hales Corners, WI 53130. 414/
425-4860.
WANTED: PARTS, TOOLS, MANUALS, TECH. ORDERS,
SERVICE BULLETINS FOR EARLY WRIGHT 1820 F
SERIES, F-50 SERIES, MILITARY -04, -78, -17, -19, -20,
-25, -30, -33, -37 & -75. ODER, 13102 DAYWOOD DRIVE,
HOUSTON, TEXAS 77038. 713/445-3377.
HOWARD DGA 15P, excellent shape, recent paint and
fabric, good wood, recent top overhaul and backcase
replacement on engine. Call Jack Braden, 316/663-4741
office, or 316/662-8756 home.
BOOKS FOR AIRCRAFT DESIGNERS, RESTORERS.
AND CURRENT. STATE SPECIFIC
NEEDS. 4000 + ITEM CATALOG $2.00. JOHN ROBY,
3703Y NASSAU, SAN DIEGO, CA 92115.
1931 Monocoupe 110, 125 Warner with 65 hours SMOH.
Completely restored. Ceconite. Licensed through August
1983. Phone 213/316-5960 or write Max Green, 5647
Marialinda St. , Torrance, CA 90503.
WRIGHT R760 ENGINES, OSMOH OR RUN OUT, NOW
A V AILABLE. ALSO GOOD SUPPLY OF NEW PARTS.
305/886-3180.
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EAA
ANTIQUE-
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U
LTRALIGHT
Membership i n the Experimental Aircraft Association. Inc. is $25.00 for one year, $48.00 for 2 years
and $69.00 for 3 years. All include 12 issues of Sport Aviation per year. Junior Membership (under 19
years of age) is available at $15.00 annually. Family Membership is available for an additional $10.00
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issues of The Vi ntage Airplane and membership card. Applicant must be a current EAA member and
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monthly issues of The Vintage Airplane, one year membership in the EAA and separate membership
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Membership in the International Aerobatic Club, Inc. is $20.00 annually which includes 12 issues of
Sport Aerobatics. All lAC members are required to be members ofEAA.
Membership in the Warbirds of America, Inc. is $25.00 per year, which includes a subscription to
Warbirds NewsleNer. Warbirdmembersarerequiredto bemembers ofEAA.
Membership in the EAA Ultralight Assn. is $25.00 per year which includes the Ultralight publication
($15.0:> additionalforSport Aviation magazine). For current EAA members only, $15.00. whi ch includes
UltralIght publtcatlOn.
FOREIGN MEMBERSHIPS: Please submit your remittance with a check ordraft drawn on a United States
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MAKE CHECKS PAYABLE TO EAA OR THE DIVISION IN WHICH MEMBERSHIP IS DESIRED.
ADDRESS ALL LETTERS TO EAA OR THE PARTICULAR DIVISIONATTHE FOLLOWING ADDRESS.
P.O. BOX229 - HALES CORNERS, WI 53130- PHONE(414) 425-4860
OFFICEHOURS: 8:30- 5: 00MONDAY-FRIDAY
18 SEPTEMBER 1983
FLYINGAND
GLIDER MANUALS
1929, 1930.1931
1932,1933
2.50 ea.
SEND CHECK OR MONEY ORDER TO:
EAAAviation Foundation, Inc.
Box469 HalesCorners,WI 53130
Allow4-6 Weeks For Delivery
Wisconsin Residents Include4% Sales Tax
THE JOURNAL OF
Classic owners!
Interiorlooking.habby?
GJ
Finish itrightwithan
airtexinterior
Complete interior assemblies for dO-it-yourself installation.
Custom Quality at economical prices.
Cushionupholsterysets
Wall panel sets
Headliners
Carpetsets
Baggage compartment sets
Firewall covers
SeatSlings
Recoverenvelopesand dopes
FreeCatalogofcompl eteproductline.FabricSelectionGuide
showing actualsamplecol orsand stylesof materials:$3.00.
THE EARLYAEROPLANE

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et "",. VISA
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tRe
01

Jacket - unlined tan poplin with gold and
white braid trim. Knit waist and cuffs, zipper
front and slash pockets. Ant i que/ Classi c
logo patch on chest.
Sizes- XS through XL ........... $28.95 ppd
Cap - pale gold mesh with contrasting blue
bill ,trimmed with gold braid.Antique/ Classic
logo patch on crown of cap.
Sizes - M and L
(adjustable rearband) ........... $ 6.25 ppd
AntIque/Classic PIItches
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VINTAGE AIRPLANE 19