PUBLICATION STAFF

PUBLISHER
Paul H. Poberezny
EDITOR
GeneR. Chase
MANAGING EDITOR
Pat Etter
EDITORIALASSISTANT
NormanPetersen
FEATURE WRI
GeorgeA.Hardie,Jr.
EAAANTIQUE/CLASSIC
DIVISION, INC.
OFFICERS
President Vice President
W.BradThomas,Jr. JackC.Winthrop
301 Dodson Mill Road Route I,Box 111
PilotMountain, NC 27041 Allen, TX75002
919/3682875 Home 214n27-5649
9193682291 Office
Secretary Treasurer
M.C. "Kelly" Viets E.E. "Buck" Hilbert
Route 2, Box 128 P.O. Box 145
Lyndon,KS 66451
Union,IL 60180
913/8283518 815/923-4591
DIRECTORS
Ronald Fritz ClaudeL. Gray, Jr.
15401 Sparta Avenue 9635 Sylvia Avenue
I<ent 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.
Indianapoli s, IN 46274 Cedarburg,WI 53012
317/293-4430 414/377-5886
RobertE. Kesel MortonW. Lester
455Oakridge Drive P.O. Box 3747
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 SlobodaAve.
Oshkosh,WI 54901 Mansfield, OH 44906
414/235-1265 419/529-4378
ADVISORS
JohnS.Copeland StanGomoll
9JoanneDrive 104290th Lane,NE
Westborough,MA 01581 Minneapolis, MN 55434
6171366-7245 612n84-1172
RobertG. Herman EspieM. Joyce,Jr.
.W164 N9530WaterStreet Box 468
Menomonee Falls,WI 53051 Madison,NC27025
414/251 -9253 919/427-0216
GeneMorris DanielNeuman
27 Chandelle Drive 1521 BerneCircle W.
Hampshire, IL60140 Minneapolis, MN 55421
3121683-3199 6121571-0893
RoyRedman S. H. "Wes"Schmid
Rt. I,Box39 2359Lefeber Road
Kilkenny, MN 56052 Wauwatosa,WI 53213
507/334-5922 414n71-1545
OCTOBER 1983 Vol. 11, No.10
COPYRIGHT 1983EAAANTIQUE/CLASSICDIVISION,INC. ,ALLRIGHTSRESERVED
Contents
3 Straight&Level
byBradThomas
4 Oshkosh'83
byGeneChase
7 ProfilesfromtheAntique/Classic
Paddock
byLoisKelch
12 Antique/ClassicRepairmanCertificate
18 JimmyDoolittle'sShellOrionCrash
byTrumanC.Weaver
21 CalendarofEvents
22 BordenlThompsonAeroplanePosters
fromthe1930s
byGeneChase
24 MysteryPlane
byGeorgeHardie
24 LetterstotheEditor
25 Fickle
by Charles Lee Morris
Page 7
FRONT COVER ...Oshkosh '83 Grand Champion Classic is this
1946 Aeronca 7AC Champ, NC84998, SIN 7AC-3722 owned and
restored by Bob Armstrong of Rawlings, MD.
(Photo by Ted Koston)
BACKCOVER...JimmyDoolittleinthecockpitofShellOilCompany's
Lockheed Orion "Shellightning". Photo by Gabriel Moulin, San Fran-
cisco, CA dated 4/7/33. See storyon page 18.
(Photo from the collection ofT. C. "Pappy"Weaver)
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 exclusively by EMAntique/Classic Division,
Inc.ofthe Experimental Aircraft Association, Inc. and is published monthlyat 11311 W.Forest HomeAve., Franklin,
Wisconsin 53132, P.O. Box 229, Hales Corners, Wisconsin 53130. SeGond Class Postage paid at Hales Corners
PostOffice,HalesCorners,Wi sconsin53130anda.dditionalmailingoffices.MembershipratesforEAAAntique/Classic
Division, Inc. are $18.00for current EAAmembersfor 12 month period ofwhich $12.00 isforthe publication ofThe
VINTAGE AIRPLANE.Membership is open to all who are interested in aviation.
ADVERTISING- Antiquel ClassicDivisiondoesnotguaranteeorendorseanyproductofferedthroughouradvertising.
We inviteconstructive criticism and welcome anyreport of inferiormerchandiseobtained through ouradvertising so
that corrective measurescan be taken.
Postmaster:Send address changes to EMAntiquel Classic Division,Inc., P.O. Box 229, Hales Corners, WI 53130.
STRAIGHTAND LEVEL
We have been writing "Straight & Level" for several
years and have been quite fortunate in that our proof
readers have been able to correct the misspelled words and
improper punctuation. When you add a word in the wrong
place in a sentence, the entire meaning can sometimes
become obviously incorrect, and our proof readers are not
at fault . Well, it finally happened!
In the September 1983 issue of The VINTAGE
AIRPLANE we updated information regarding EAA's
proposal for a Repairman's Certificate for Antique and
Classic Aircraft. The last sentence in the second paragraph
was written as follows: "This all appeared rather simple
and DID NOT require either a change in the FARs or an
exemption from existing rules." It should have been writ-
ten as: "This all appeared rather simple and DID require
either a change in the F ARs or an exemption from existing
rules." What a difference one added word can make in the
true meaning! Our apologies for any confusion resulting
from this typing error.
As mentioned in the September 1983 issue of The
VINTAGEAIRPLANE,we have inserted in this issue both
the EAA proposal and the FAA denial regarding a Repair-
man's Certificate for Antique and Classic aircraft. We ask
only that you carefully read both and form your own
opinions. Further, we have not terminated our plans for
the future regarding our intentions to follow up with the
basic proposal , and rest assured, more information will
follow later.
Oshkosh 1983 is now history and what an event it was!
The 1983 statistics are almost unbelievable, but they do
represent the interest of sport aviation enthusiasts. If you
did not read the statistics elsewhere, consider the following
items of interest. About 800,000 persons attended the 1983
EAA International Convention; approximately 14,000 air-
craft flew in during the eight-day period of the Convention,
and and among these were a total of 1521 registered show
planes. Over 40,000 persons used the campground
facilities, and over 1400 overseas visitors came from 71
countries. More than 300 forums, seminars and workshops
were presented, and over 400 commercial exhibitors dis-
played their wares. Yes, it is hard to believe that so many
can see and enjoy so much in just eight short days.
To many members the highlight ofthe 1983 Convention
was the dedication of the EAA Aviation Center. It's amaz-
ing when you remember that only two years earlier, during
the 1981 Convention, Paul Poberezny turned the first
shovelful of ground at the site of the future EAA Aviation
Center. At this point it was difficult to imagine the dream
becoming a reality. As a symbol of this dream, the EAA's
Spirit of St. Louis lumbered through the grass adjacent to
the ground-breaking ceremony, lifted off sluggishly and
flew by in salute to the efforts of our EAA members.
Attendees at the 1982 Convention saw a huge hole in
the ground from which the new Aviation Center would
ri se into a majestic structure unequalled by any.
In the spring (If 1983 our Board meetings were held at
Oshkosh and we were given a guided tour of the facility.
The weather had been conducive for outside construction
By Brad Thomas
President
Antique/ClassicDivision
work and the Center's construction was nearly on schedule.
The basic shell was complete, but internally the plumbing,
electrical and finishing personnel were at work, and in the
minds of many of us present, it appeared almost impossible
that the structure would be completed and occupied in
time for the 1983 Convention. In July when we arrived
early for the Convention, there, majestically stood the
completed structure!
Seeing the proposed drawings and final plans for the
Center stirred up much excitement in anticipation of the
opening, but when we actually entered the completed
structure with the spectacular display of aircraft, special
exhibits and multitude of people, we stood in awe, unable
to speak. If you did not have the time to visit your EAA
Aviation Center during the 1983 Oshkosh Convention,
don't deny yourself a visit to the facility during your next
trip to that area.
As always your Antique/Classic Division played an
important part in the overall 1983 EAA Convention. For
the two preceding years we were overtaxed with the great
mass of aircraft arrivals, but this year things began to
turn around. The sequence of arrivals was coordinated
beautifully with many volunteers working the entire area
of Wittman Field. The Friday, Saturday and Sunday arri-
vals this year were handled smoothly and the many park-
ing volunteers were pleased with the new procedures.
Although the attendance on the field each of those days
was down slightly from past years, the reduced congestion
resulted in less effort in getting around the field. Interest-
ingly, the attendance was up on Monday through Wednes-
day, compared with previous years, and this "spreading
out" of the mass of humanity created a more relaxed
atmosphere for the entire fly-in.
The new venture this year in making space available
in our hospitality tent for use by recognized Type Clubs
was an outstanding success. Advisor Butch Joyce, through
input from the Type Club members is planning a larger
and more effective program for the groups during the 1984
Convention.
Congratulations are in order for the two Grand Champ-
ions of 1983, to Robert Armstrong for his classic Aeronca
7 AC, NC84998, and Charles Bell , for his antique Fairchild
24W, NC77655. Without a doubt the overall upgrading
and quality ofthe antique and classic restorations continue
to increase each year. Keep up the good work!
VINTAGE AIRPLANE 3
By Gene Chase
Two of the highlights of this year's Convention were
the official opening of the EAA Aviation Center and an
abundance of sun. Some 55,000 people toured EAA's new
facility during Oshkosh '83 and most were in awe of the
spectacular displays in the museum.
Although the aircraft on display had only temporary,
minimal descriptions, this did not detract from the impres-
sive manner in which they were lighted and presented to
the viewer.
Barron Hilton was keynote speaker at the dedication
ceremonies on July 30, which also featured Paul and Tom
Poberezny, actor ClifT Robertson, FAA Administrator J.
Lynn Helms, Deputy Secretary of Defense Paul Thayer,
and Father John MacGillivray.
The new Aviation Center is already drawing worldwide
acclaim and is a facility of which all EAA members can
be justifiably proud. It will continue to be one of the "must
see" activities not only at future Oshkosh Conventions,
but throughout the year.
4 OCTOBER 1983
(Photo by Ted Koston)
Dale Crites, Waukesha, WI just before flying his 1911 Curtiss
Pusher at Oshkosh 'S3.
The summer of '83 brought prolonged and unusually
hot weather to most of the country and Wisconsin was not
spared. Many convention-goers sported sunburns and the
shade trees made Ollie's Park one of the most popular
areas on the grounds.
The EAA forums were as popular as ever. NASA was
there in force with their display pavilion covering twice
the area as last year.
In addition to those mentioned earlier, other celebrities
at the Convention included John Denver, Scott Crossfield,
Janet Guthrie, Bobby Unser, John Rutherford, Pappy
Boyington, Ens. George Gay, Bob Collins, ex-Wisconsin
Governor Lee Dreyfus, Jules Bergman, Chairman of the
Civil Aeronautics Board Dan McKinnon and two members
of the Space Shuttle crew, Frederick "Rick" Hauck and
John Fabian.
Nearly 1,400 overseas visitors registered representing
71 countries, including representatives of the People Re-
public of China. The leader of this group, Guan Mingshen
joined EAA at Oshkosh and he plans to start a chapter in
Peking. Interestingly the group was most curious about
ultralights.
There was extensive television coverage of Oshkosh '83
with several U.S. stations documenting the event. TV
crews from Canada, Great Britain, Germany and France
were also observed throughout the week.
Hundreds ofjournalists representing other news media
from throughout the world covered the Convention for
their readers and viewers ... to drop a few names: Time
Magazine, USA Today and ABC's 20120 TV program.
The final tally of registered show planes at Oshkosh
'83 looks like this:
Antique 118
Classic 514
Custom Built 479
Warbird 174
Ultralight 154
Replica 5
Rotorcraft 22
Special 17
Registered at Seaplane Base

1521
The Antique/Classic Division's hour of glory was their
annual and ever-popular Parade of Flight on Wednesday
afternoon, August 3. With incredible organization and
hard work by 60 flight line volunteers, 96 aircraft were
flagged off for exhibition flights before the huge throng of
spectators, and parked after landing in only 60 minutes!
This entire operation was conducted without a hitch.
First to take off was Dale Crites, Waukesha, Wisconsin
in his OX-5 powered 1911 Curtiss Pusher followed by a
steady flow of vintage aircraft representing the years
from 1911 through 1955. The Parade of Flight continues
to be one ofthe highlights ofthe Annual EAA Convention.
. Thanks to the additional space made possible by the
remodeled Red Barn, the work was made easier for the
ladies who handle the multitude of jobs in this Antique/
Classic Division headquarters site. As previously an-
nounced, the plans are firm for the construction of a porch
on the north side of the Red Barn. It will be financed with
cash contributions collected in a donation jar during the
Convention, and also with proceeds collected by Irene and
Stan Gomoll, Minneapolis, Minnesota. Each 'year, Irene
stitches a beautiful quilt with an aviation motif which is
offered as a sweepstakes prize at Oshkosh; this year she
earmarked the money raised for the porch fund. The lucky
winner of the quilt was Gus Limbach from White Bear
Lake, Minnesota.
(Photo by Marian Cavadias)
EAA's replica of the 1903 Wright "Flyer" enjoys a place of honor
in the new museum.
(Photo by Marian Cavadias)
The racing section of the new Museum contains a Travel Air
"Mystery Ship," Wittman "Bonzo," Church Midwing, Keith Rider
R-5 "Jackrabbit," Parker American Special and Laird "Super
Solution."
(Photo by Marian Cavadlas)
Looking like models are some of the antique aircraft on display:
Cessna AW, Curtiss Robin, DeHaviliand Tiger Moth, Monocoupe
110 Special, Aeronca C-2 and Fokker DR1 Triplane.
VINTAGE AIRPLANE 5
The antique and classic aircraft award winners were:
ANTIQUE
Grand Champion -1947 Fairchild 24W, NC77655, Charles
Bell, Sheboygan, WI
Reserve Grand Champion - 1934 Beechcraft Staggerwing
B17L, NC270Y, Dick Perry, Hampshire, IL and Dick
Hansen, Batavia IL
Silver Age (1928 - 1932)
Champion Open Biplane - 1929 Pitcairn PA-7, Super
Sport Mailwing, NC13158, Stephen Pitcairn, Bryn
Athyn, PA
Contemporary Age (1933 - 1945)
Champion - 1943 Stearman PT-17, N49684, John Betz,
Perryopolis, PA
Runner-up - 1940 Rearwin 175 Skyranger, N32308,
Alfred Nagel, Montello, WI
Outstanding Cabin Biplane - 1936 Beechcraft Stagger-
wing C17L, NC16444, Dick Fritz & Jerry Wettering,
Willmar, MN
Outstanding Open Monoplane - 1941 Ryan STA Special,
NC17343, Bill Rose, Barrington, IL
Outstanding Closed Monoplane - 1939 Aeronca 50C Chief,
NC23927, Joseph Flood, Jr., Clementon, NJ
Customized
Champion - 1937 Thruxton Jackaroo, C-FPHZ, Frank
Evans & Tom Dietrich, Kichener, Ontario, Canada
Runner-up - 1940 Waco UPF-7, N29328, Thomas Flock
& Chuck Wilson, Rockville, IN
Outstanding - 1944 Howard DGA-15P, NC52986, Paul
Donoghne & J. F. Ross, Boxford, MA
Replica
Champion - 1916 Halberstadt D.IV, N138&J, Carl
Swanson, Allens Grove, WI
Transport Aircraft
Champion - 1931 Stinson SM-6000B Trimotor,
NC11170, Stinson Enterprises, Neenah, WI
WWII Military Aircraft
Outstanding - 1943 Taylorcraft L-2, N3126J, Ron
Jantzen, Porter, OK
CLASSIC
Grand Champion - Aeronca 7 AC Champ, NC84998, Robert
K. Armstrong, Rawlings, MD
Reserve Grand Champion - Luscombe 8-F, N1373B,
George Chaffey, Pittsburg, CA
Class I (0-80 hp) - Piper J-3C Cub, NC6462H, Leland
McGlothlen, Eastman, GA
Class II (81-150 hp) - Cessna 140, N89400, Ron Cox &
Mike Shade, Spencerville, OH
Class'" (151 hp & up) - Cessna 195, N4477C, Raybourne
Thompson, Jr., Houston, TX
Custom Class A (0-80 hp) - Luscombe 8A, N45849, Gary
A. Rudolph, Vincennes, IN
Custom Class B (81-150 hp) - Temco Swift, N245IB,
William H. Copp, Jr., Lexington, MA
Custom Class C (151 hp & up) - Cessna 195, N2196C,
Jim Ewing, Fresno, CA
Outstanding in Type
Aeronca Champ - Aeronca 7 AC Champ, N84124, John
D. Southworth, Sun Prairie, WI
Aeronca Chief - Aeronca llAC Chief, NC85829, Elymos
L. "AI" Nase, Rehoboth Beach, DE
Beechcraft - Bonanza E-35, N3514B, Richard Hofweber,
Detroit, MI
Bellanca - Bellanca 14-13-2, N74212, ThomasJ. Shrane,
Hinkley, MN
(Continued on Page 26)
6 OCTOBER 1983
Oshkosh '83 Grand Champion Antique - Fairchild 24, NCn655,
SIN W46355 owned by Charles Bell, Sheboygan, WI. A feature
article on this beautiful plane will appear in the November issue
of SPORT AVIATION.
(Photo by Ted Koston)
(L-R) : Harold Armstrong and son Bob, Rawlings, MD pose by
Bob's Grand Champion Classic at Oshkosh '83, an ultra-authen-
tic Aeronca Champ, NC84998, SIN 7 AC-3722. See the 8/83 issue
of VINTAGE for a detailed article on this plane starting on page
10.
(Photo by Marian Cavadlas)
Included in the aerobatic section are the prototype Pitts S-2,
prototype Acro Sport, Pappy Spinks' Acromaster, Mike Murphy's
Bucker Jungmeister and Starduster Too.
DaleCritesand Lois Kelch justmoments
before Dale took off in his 1911 Curtiss
PushertoleadtheAntique/ClassicParade
of Flight.

PROFI LES
FROM
THE
PADDOCK
Articleandphotos byLoisKelch
(EAA 3567A, Ale 700A)
7018 W.BonniwellRoad
Mequon, WI 53092
Every year, Oshkosh is special to everyone attending,
or they wouldn't be there. However, this year was
special" because of the opening and dedication of the unbe-
lievably beautiful new EAA Aviation Center. To the
Poberezny family it was the realization of a lifetime dream
which they shared with everyone at Oshkosh '83.
To walk into the Center for the first time and see its
beauty is an experience no one will ever forget, I am sure.
To look up and see the three. beautiful and famous Red
Devils Pitts Specials in their sunburst formation in the
tower of the Center, brings a soft exclamation from the
hearts of everyone who sees it. As you enter the museum
area itself and see the artistic display of airplanes from
all EAA Divisions, you are still awed and proud of EAA
to be preserving aviation history for generations to come.
Every division is well represented; the displays are truly
a work of art which show the planes to their best advan-
tage, whether in flight attitude up above, or in a realistic
static display. The viewing is two-fold - you can first see
everything from the Wittman Concourse above and then
on the ground floor in the midst of these beautiful
airplanes.
Another wing will house the Headquarters offices
which will truly be a pleasant and inspiring place to work.
These offices will all be completed in the near future and
EAA will be in its new home.
The arrangement for bus tours from the Convention
site to the Center was well organized and afforded easy
transportation for the many thousands of people who
couldn't wait to view this spectacular addition to the EAA
Convention.
Meanwhile .. . back at the Antique/Classic Headquar-
ters Red Barn and display area, there was the usual activ-
ity of beautifully restored airplanes, their pilots, friends,
volunteer workers, etc. that combine to make this the
largest fly-in/convention in the world.
There are plans to add a porch to the north side of the
Red Barn, which will offer a bit of rest and shade during
the busy convention days, and one of the first donations
to the project was made by Stan and Irene Gomoll. Irene
again made two beautiful queen-size quilted blankets with
an airplane motif, sold chances on them throughout the
week and raised over $400. Members of the Antique/Clas-
sic Division thank you, Stan and Irene, for this wonderful
contribution.
I had the pleasure of meeting and interviewing some
staunch airplane enthusiasts who are part of the wonderful
camaraderie that bonds together the Antique/Classic
members and will share them with you now.
VINTAGE AIRPLANE 7
Bill Rose and his 1940Ryan STA Special.
Bill Rose
(EAA 159635, AlC 6612)
15W. MundhankRd.
Barrington, IL 60010
As I was walking the aisles of the AntiquelClassic area,
I noticed three beautiful Ryans side by side, all owned by
Bill Rose. It doesn't take a Sherlock Holmes to tell you
that Bill loves Ryans. Proudly on display were a 1937
Ryan, N17368, SIN 173; a 1940 Ryan STA Special, N17343,
SIN 458; and a 1940 Ryan PT22, N54403, SIN 1387. He is
also currently restoring two more Ryans, NC17346, SIN
149, and NC17364, SIN 177 because he "wanted to get into
something that would preserve a bit of aviation history
and leave footprints for future generations."
Ryans were used during WWII as primary trainers,
being shipped to various places such as the Netherlands,
East Indies, Java and Australia. Many eventually found
their way back to the United States after the war. Ryan
SIN 458 was shipped from Melbourne, Australia on the SS
African Neptune to New Orleans, then trucked to Houston,
Texas to R. K. Egger and was in storage until 1978. In
1978 it was sold to Don Sharp in Oklahoma, who re-assem-
bled it; Bill bought it in January 1982 and completely
restored it. Bill has no favorite Ryan, he loves them all.
He also owns a 1940 Stearman, a Bell Helicopter 206B
and a twin engine Beech Excalibur. He flies his airplanes
from his own 2500-foot grass strip near Barrington. He
stays close to home and enjoys his flying, his friends and
he hosts his own fly-ins during the summer months.
This was Bill's fifth trip to Oshkosh and he's looking
forward to many, many more.
8 OCTOBER 1983
Lois Moore.
Lois Moore
(EAA497ooA, AlC 234A)
Contrail Acres
Box 370
Orangeville, Ontario
Canada L9W 2Z7
Lois Moore proudly poses with her 1946 Aeronca
Champ which she flew to Oshkosh from Canada. Flying
is a big part of her life, starting when she became a Flight
Attendant for Air Canada in 1965 and met her husband-to-
be Doug Moore who was a Pilot for Air Canada. They love
the old planes, and at first Lois flew along with Doug, but
then decided she would like to learn to fly too. She did,
and loved it. They married in 1970 and shortly thereafter
purchased the 1946 Aeronca Champ, which was flyable,
but badly needed restoration. They decided to restore it
completely and with the help of Max Say, spent their spare
time for the next two years on the project. Their hard work
was rewarded when they flew the Aeronca to Oshkosh in
1973 and won the Grand Champion Classic Award. Now,
10 years later in 1983, it is in perfect condition and still
looks like new.
Lois has taken over 600 people for rides in the Champ,
and for many of them it's their first flight ever. She enjoys
sharing her love of flying with them. She now has 1800
total hours and also flies a J-3 Cub, Cessna 150, Cessna
172 and an Aeronca Chief. A good friend, Willy Ropp, gave
her Seaplane instruction complete with a rating and she
now flies her Chief on floats.
Doug and Lois fly their Cessna 150 to Key West, Florida
where they spend the winter on their Cutter boat. They
are on an airfield - Summerland Strip, so they do a lot of
fun flying and also cruise the Keys in their boat so they
can fish and snorkle. In the midst of this fun time, they
commute for their Air Canada trips.
At home in Orangeville, Canada, they own their own
grass strip, complete with a small house and large hangar.
They spent five years building the airstrip and Lois helped
by driving a D4 Cat with a bulldozer and a dump truck;
Doug drove a D8 with an earthmover. The property had
an early 1900s farmhouse on it to which they added a large
family room called "The Lindbergh Room," plus an at-
tached 40 x 40 hangar. They call their property "Contrail
Acres". There is a little stream on the property that they've
named "A Little Bit of Heaven". What more could you ask
for?
George and Ruby Pappas, Anchorage, Alaska.
George & Ruby Pappas
(EAA 4071, AlC 7893)
2914 Dartmouth Drive
Anchorage, AK 99504
George's beautiful 1942 Grumman Widgeon, N68102,
serves him in both business and pleasure. The pleasure
part is flying in Alaska, camping and fishing, and ofcourse,
flying to Oshkosh. The business part is his repair station
called "Aircraft Rebuilders" in Anchorage, and his restora-
tion of the Widgeon shows customers what he can do.
He bought this plane in 1963, disassembled. He in-
tended to restore it and then sell it; however, he and his
wife, Ruby liked it so much after restoration, they decided
to keep it. It first flew in March 1969 and they used it
until September 1980 when George decided it needed new
paint and a new bottom. It was only going to be a six-month
job and George intended to fly it to Oshkosh '82. However,
it took 18 months with him doing all the work, except the
upholstery. He had an advantage in that work was slow
at his business so he ran it through his own shop like any
other customer's plane. Every part is handled twice - you
put it on for fit , then remove it and corrosion proof it and
then put it back again, which adds to the time it takes.
George says "It's the biggest little airplane in the world."
It first flew again April 25, 1983. George uses the
Widgeon to fly to remote areas for emergency on-site re-
pairs for downed planes. He recently had a repair call to
Shiskmareff, which is very close to the Russian border. He
is able to gas up on land or water bases with his amphibian,
which is very useful in some ofthe remote areas ofAlaska.
George's next project is to restore his 1948 Swift, now
that the "big" plane is finished.
George was born in Bridgeport, Nebraska, but in 1953
he drove to Anchorage on a vacation and liked what he
saw. He was offered a job at the airport the first day he
arrived, so he decided to stay. Later, on a trip back to
Nebraska to visit relatives, he had a blind date with Ruby.
After his return to Anchorage, they corresponded via mail
for a few months, and when he proposed, she accepted and
went to Anchorage where they were married. She liked
the area as much as he did. Ruby learned to fly and has
her own 1975 Cessna 172.
Their trip from Anchorage to Oshkosh took three days,
with absolutely clear skies and beautiful flying. It took
20
1
12 hours flying time, with a 15-30 knot tailwind all the
way. His average speed was 135 knots. This is his third
trip to Oshkosh. Goerge has been a member of EAA since
1959 and is a charter member of the EAA Chapter in
Anchorage.
Norma Baldwin.
Norma Baldwin
San Carlos Airport
San Carlos, CA 94070
Norma can be seen at Oshkosh working hard as the
only female judge of the Antique/Classic Division. She has
been a Classic judge for four years and takes her job very
seriously. She owns and restores classic airplanes, and flew
to Oshkosh from California in her 1950 Cessna 195 with
one of her students. It took them two days, approximately
13 hours flying tme, cruising at 135 knots. They had
beautiful weather all the way.
Norma has two careers - one as a business executive
which helps pay for her other career of flying. She is an
Instrument Flight Instructor at San Carlos Airport, and
currently has six students, some pursuing their private
ratings and others, their commercial. She holds a Commer-
cial Certificate, Multi-Engine land and sea, and in October
plans to get a jet rating in a Citation II and an Airline
Transport Rating.
In addition to her Cessna 195, she owns a 1938
Staggerwing Beech, 1978 Super Cub, 1974 Pitts S2A, 1974
Beech Duke, and she flies them all. She loves doing aeroba-
tics in her Pitts, and hopes to eventually instruct in aeroba-
tics also. She also flies to such fun places as Mexico and
Guatamala on charters and vacations.
Norma's ultimate goal is to become a corporate pilot,
flying jets.
VINTAGE AIRPLANE 9
Barbara Kitchens.
Barbara Kitchens
(EAA 43852A, AlC 4946A)
Rt. 1, Box 181A
Griffin, GA30223
Airplanes and flying have been Barbara's whole life
and career. As a little girl of 11, she lived near an airport
and would wander over and quietly watch the planes for
hours. At 14 and 15 she got a summer job washing planes
in exchange for flight instruction. On her 16th birthday
she soloed and has been in aviation ever since. She owns
the J-3 Cub she soloed in and also owns a 1931 Waco
RNF, a 1931 Curtiss Junior, a 1956 G Model Beech
Bonanza which she uses for air charter and cargo flying.
She is co-owner with Dr. Roy Wicker ofa 1933 DavisDIW.
Barbara has her own banner-towing business, towing
banners for all the Atlanta Braves baseball games, and
also for weddings, anniversaries and businesses. It is a fun
job which also helps support her airplanes. She has over
10,000 hours of flying time.
Her great love is flying the old planes and she was
thrilled to be able to ferry such planes as a Bird, Comman-
daire, PI'-19. Stinson SM-8A, Travel Air 6000, etc. from
the Wings & Wheels Museum, then of Santee, South
Carolina, to their next home in Orlando, Florida. It was
indeed a once-in-a-lifetime opportunity to experience fly-
ing so many famous old planes.
In her flying career, she has fond memories of making
good friends through the years, such as Bevo Howard,
Johnny Crowell, Louise Thaden and many, many more.
Barbara's husband is Bob Kitchens who is a Captain
for Eastern Airlines, and he shares in her enthusiasm of
old planes. Barbara and Bob have high praise for the new
Aviation Center and she became emotional when she saw
it for the first time. She was very proud to see what had
been accomplished in just one year. Barbara has been to
every Oshkosh Convention and she attended Rockford
before that.
Jim Ewing
(EAA 146125, AlC 7925)
152 "M" Street
Fresno, CA 93721
Jim was into hot rod cars until he met a female pilot
who took him to a Chino, California fly-in breakfast. He
got "hooked" on flying immediately, sold his cars and
bought a Cessna 150 even before he had learned to fly.
The girl's father, Marty Wagner, flew it from Torrence to
LaVerne, California, and Marty's friend, Dale Conway
taught Jim to fly. ..
Jim started searching for another aIrplane and m 1977
found this 1955 one-owner Cessna 195, N2196C, in good
condition. He received 10 hours of dual before he soloed
10 OCTOBER 1983
Jim Ewing and Rod Nash.
it and then on his first solo flight, the 195 threw a rod
power-reduction after takeoff. He dialed the
emergency frequency but received no response, so he called
Approach Control at the Bracket Airport, who
cleared him to land on any runway. There was a twm
Beech on final at the time who heard the emergency clear-
ance and shot practically straight up to get out of the way.
During the emergency Jim forgot to put the flaps down so
he floated almost halfway down the runway before he
finally touched down. He remained calm throughout the
entire emergency, but fell apart once he was safely on the
ground. It didn't dampen his enthusiasm for flying in the
least.
From that day on he's been restoring the plane, using
all new engine parts from the Jacobs engine people. The
plane had cross-wind gear with poor brakes so he put a
Cleveland Conversion kit on it. He rebuilt the tail wheel
strut and springs, put in new radio equipment, new instru-
ment panel, etc. The restoration was finished in July 1983
just in time to leave for Oshkosh. Jim and his. frie.nd Rod
Nash experienced all kinds of weather on their tnp from
California, including severe thunderstonns.
One highlight of the trip was a stop at the Cessna
Airport at Wichita, Kansas to "bring the old girl back to
where she was born. " She seemed to shine a little brighter
when she was there. They were very fortunate to get a
tour of the Cessna factory, and a fellow named Jim Kimper
was very helpful on how to buy and where to buy parts
for the 195. The Cessna Historian also gave them informa-
tion on this very plane.
They also stopped to see the Air Force Museum at
Dayton, Ohio, then on to Oshkosh, arriving mid-day on
Friday. They were anticipating frantic air traffic, but it
was exceptionally orderly and easy. Air Traffic told them
to fall in line near Ripon, and they came right on in. They
immediately got out their polishing rags to take care of
all the bugs and rain spots and soon brought the 195 back
to its shiny glory.
For Jim, it is a dream come true to attend Oshkosh for
the first time and he is awestruck by the whole thing. He
can't praise it highly enough, and was very impressed by
the friendly and helpful people in attendance. He has been
an EAA member for some time and is now a member of
the Antique/Classic Division too.
Jim also owns three Luscombes in various stages of
restoration, a 1959 8F with flaps, a 1946 8A and a 1949
8F. He is active in the Continental Luscombe Association.
Jim and his friend Rod just recently formed a partnership
and opened a maintenance and sales facility in Fresno
called "Flashback Aviation".
Jim's beautiful Cessna 195 won the Custom Class C
(151 hp and up) Award, an excellent reward for a job well
done.
Tim Tyler and sons Mickle and ROCky.
Tim Tyler
(EAA 188167, AlC 7778)
13607 N. 97th East Avenue
Collinsville, OK 74021
IfI labeled my interviews, I'd call this one "Yesterday,
Today and Tomorrow". The "Yesterday" would be for the
1943 Interstate L-6 Army Observation Liaison plane,
N432712; the "Today" would be for pilot Tim Tyler and
the "Tomorrow" would be for his two young sons, Mickie,
8, and Rocky, 9, who are obviously airplane-oriented as is
evidenced by their many model airplane kits and their
familiarity with their dad's airplane ... pilots of tomorrow!
The Tylers were in the Antique/Classic Camping area,
with a big comfortable 9 x 11 tent under the wing. It's
amazing what they brought with them in the plane. Be-
sides the tent, they had a Coleman stove, large lantern,
two sleeping bags, one queen-size air mattress, one regular
size air mattress, two pillows, ice chest, camera bag, field
glasses, clothes for three to last seven days, and last but
not least, 25 model airplane kits.
The 1943 plane was bought by Tim and Aubrey Pollack
three years ago as a basket case, and they restored it using
every single moment of their spare time. There were 250
L-6s built and only about four are still flying today. The
planes were in use during World War II . Tim researched
the paint scheme and duplicated the white and black
stripes on his planes, which followed the Military Order
given 6/15/44 (just prior to the Normandy invasion) that
all allied planes be painted with stripes on fuselages and
wings, so they would be recognized as "our planes".
Its first flight after the restoration was May 30, 1983,
and it flew extremely well. Tim's interest in flying goes
back to his youth when he swept floors for $1 per hour to
pay for his flight instruction at $15 per hour - a 15 to 1
ratio. That's a lot of floor sweeping, but he soloed at 17 in
a 1960 Piper Colt, and has been flying antiques and
homebuilts ever since.
Tim spent the last year working as an off-shore driller
in Brazil, and is on his 30-day vacation. He brought his
sons for their first experience at seeing Oshkosh and they
literally lived airplanes for seven days. They especially
enjoyed watching the air show every day and can't wait
to do it all over again next year.
Don & Roseann Perry.
Don & Roseann Perry
(EAA 8642, AlC 552)
4623 W. Capitol Drive
Appleton, WI 54915
Don purchased the Culver V, N44652, SIN 43 (Cont.
85 hp engine), in 1964 in Beaver Dam, Wisconsin in "parts
and pieces". These pieces were found in a chicken coop, a
garage, a hayloft - the landing gear was in an old outhouse.
He made the offer to purchase it to save it from oblivion,
then started on a long 14-year restoration job. Everything
on the plane had to be redone. There was a lot of dry rot
and he replaced the bulkheads in the fuselage, and both
ends of the rear and main wing spars, etc. Don devoted all
of his spare time to this plane during its long restoration.
Once he finally got it completed, it took another nine
months to get it certified, because there was no paperwork.
However, the FAA finally gave the OK and Don first flew
it in July 1982.
He found the Culver V a little "different" to fly. It is
a unique design with a "Simpli-Fly" control which consists
of a big trim wheel and center console that is intercon-
nected to the flaps and stabilizer, and you fly the plane
entirely with this system. It is not easy to get used to, but
once mastered, is not difficult. It has an instrument on the
panel that has printed "Take-Off," "Climb," "Cruise," "Ap-
proach," "Landing". You place a pointer at the chosen
operation and the airplane will automatically set its own
attitude. It has 20 square feet of flap area and lands as
short as a Cub.
The prototype was built in 1944 by Al Mooney (later
of Mooney Aircraft), with the thought of getting ahead in
the light airplane market with a plane intended to simplify
flying for the novice. Some of the features are twin landing
lights, automatic circuit breakers, a 60-pound baggage
compartment with a cover which is part of the forward
hinged cockpit canopy. The Culver V has an electrically-op-
erated retractable tricycle landing gear, fuel injected en-
gine, and a drilled crank shaft for a hydraulically operated
prop. It also has two 16-gall on Goodyear rubber fuel cells
in the leading edge of the wing, with a range of 750 miles
at economy cruise, designed for professional men doing
cross country flying. This restoration has been a labor of
love, but worth all the years it took to bring this rare
airplane back into existence .
VINTAGE AIRPLANE 11
REPAIRMAN
CERTIFICATE
To document the matter, printed below are EAA's peti-
tion for an exemption from Federal Air Regulations, Part
43, the Federal Aviation Administration's letter ofdenial,
and a sampling ofletters, both pro and con, from respon-
dents.
October 20, 1982
Mr. Melvin C. Beard
Director, Office of
Airworthiness
Federal Aviation Administration
800 Independence Ave., S.W.
Washington, DC 20591
Dear Mr. Beard:
The Experimental Aircraft Association, an organiza-
tion of over 90,000 members, of which the Antique/Classic
Division is an active part, has received over 300 letters
from members, some letters representing a group, asking
us to petition the FAA for a ruling that would permit them
to maintain, inspect, alter and repair their individual
aircraft. Our members allege that obtaining the services
of qualified FAA certificated mechanics to work on their
aircraft, many of which are obsolete in design and construc-
tion, has become very difficult and almost impossible in
some cases. It is further stated that the process of having
an FAA certificated mechanic supervise their work and
sign the necessary paperwork has no real safety meaning
as the owners are the more knowledgeable ones on their
specific aircraft.
This has resulted in an unnecessary expense for them
to hire an FAA certificated mechanic and then spend their
time showing him the idiosyncrasies of the aircraft and
educating him so he can sign off the work. Many certifi-
cated mechanics are not interested in working on the older
aircraft as they may not be proficient in the techniques
required, and in a majority of cases do not have the neces-
sary tools and technical data that is usually supplied by
the owner, to be productive.
Many of our members have worked under the supervi-
sion of a FAA certificated mechanic doing all sorts of
maintenance, repair, alteration and inspection to their
aircraft, and the supervising individual is willing to recom-
mend them for an authorization to legalize their working
on the aircraft. It is, therefore, beneficial to develop a
procedure whereby this can be done.
We can envision no degredation in aviation safety by
developing a procedure to allow those qualified owners to
work on their own aircraft and return them to service.
Builders of amateur built aircraft have been doing this
successfully for years. Details for such a procedure are
outlined below. Further, it is clearly in the public interest
to develop such a process, as the provisions of the F ARs
require the services of a FAA certificated person to ac-
complish work on certificated aircraft and the supply of
these qualified people is dwindling, thereby causing an
12 OCTOBER 1983
undue burden on the owner of the aircraft to comply with
the FARs.
The Experimental Aircraft Association is willing to
undertake an administrative program to get the concept
started and to keep records for whatever time is required
to support extension of the exemption or regulatory
changes which could be the natural outcome of such an
exemption.
EAA, through its Antique/Classic Division, will also
assist owners in obtaining necessary F ARs, Advisory Cir-
culars, ADs and other technical information to enable
owners to follow good maintenance and inspection proce-
dures in conducting work on their aircraft.
The Experimental Aircraft Association is herewith
petitioning the Administrator of FAA, under the Provision
of FAR 11.25, for an exemption to the maintenance rules
of FAR 43 to the extent necessary to permi t certain owners
of antique and classic aircraft, who have restored the
aircraft to an airworthy condition, under the supervision
of a FAA Airframe and Powerplant mechanic, to thereafter
conduct inspections (including annual inspections), repairs
and alterations to his specific aircraft.
All work will be done in accordance with approved data,
acceptable FAA procedures and policies, and major repairs
and alterations will be inspected for return to service by
an A&P mechanic with an Inspection Authorization or an
approved repair station or a FAA Inspector.
For purposes of this exemption, antique aircraft are
defined as those aircraft constructed on or before December
31, 1945, and classic aircraft, those aircraft constructed
after January 1, 1946 and up to December 31, 1955. Any
aircraft that is a model that is still in production by the
original type certificate holder, is not eligible. Aircraft
over 12,500 lbs. gross weight are not eligible. Only those
multi-engine aircraft specifically found by EAA to fit these
definitions, and it is practical for them to qualify for this
exemption, will be eligible. EAA will be the clearing house
for any application by an owner, including those owners
of a multi-engine aircraft.
EAA will set up a committee of qualified people to
accept applications from those persons who feel they can
qualify for inclusion in this exemption and screen these
applications against specific standards before submitting
them to the FAA for their action, ifthis is required. Having
restored an aircraft from a deteriorated condition to an
airworthy condition under the supervision of an A&P
mechanic would constitute the basis for satisfying that
person's ability to do the work satisfactorily. In some
instances a person could be restricted to airframe or power-
plant work only.
The exemption should contain provisions for a person
who meets the basic qualifications to be issued specific
authority to act under the terms ofthe exemption. A person
receiving such authority would be authorized to conduct
maintenance, repair, alterations and inspections, includ-
ing annual inspections on his specific aircraft. Major re-
pairs and major alterations as outlined in FAR 43 would
require approval for return to service by a person holding
an inspection authorization or an appropriately rated ap-
proved repair station.
The authorized person would be responsible to conduct
all of his work in accordance with the provisions of FAR
43 using approved data and/or acceptable techniques and
practices as applicable. He would further be required to
maintain records of all work accomplished as required by
FAR 43.
The aircraft would be restricted in its use so as not to
be used for the carriage of persons or property for hire;
unless the aircraft is subjected to a periodic inspection by
a FAA certificated mechanic holding an Inspection Author-
ization or an appropriately rated FAA Approved Repair
Station, and returned to service by such a person or entity.
The term for the exemption should be for three (3) years to
allow time to see how the concept is working. A provision
for cancellation could be incorporated ifthe program proves
ill conceived.
The EAA will work with the FAA in any way possible
to further this request. Please contact:
Charles Schuck
708 MacArthur Ave., N.E.
Vienna, Virginia 22180
Telephone: 703/281-2169
Sincerely,
EXPERIMENTAL AIRCRAFT
ASSOCIATION
Paul H. Poberezny
President
* * * * * * * *
Exemption No. 3777
UNITED STATES OF AMERICA
DEPARTMENT OF TRANSPORTATION
FEDERAL AVIATION ADMINISTRATION
WASHINGTON, DC 20591
In the matter of the petition of EXPERIMENTAL AIR-
CRAIT ASSOCIATION for an exemption from Part 43 of
the Federal Aviation Regulations.
Regulatory Docket No. 23407
DENIAL OF EXEMPTION
By letter dated October 20, 1982, Mr. Paul H.
Poberezny, President, Experimental Aircraft Association
(EAA), P.O. Box 229, Hales Corners, Wisconsin 53130,
petitioned on behalf of its members and other qualifying
owners of antique and classic aircraft for an exemption
from Part 43 of the Federal Aviation Regulations (FAR).
The exemption would allow owners of antique and classic
aircraft who have restored those aircraft to an airworthy
condition under the supervision of a Federal Aviation
Administration (FAA) certificated airframe and pow-
erplant mechanic to, thereafter, maintain, conduct inspec-
tions (including annual inspections), repairs, and altera-
tions to those specific aircraft.
Sections of the FAR affected:
Section 43.1 provides, in pertinent part, rules gov-
erning the maintenance, preventive maintenance,
rebuilding, and alteration of any aircraft having a
U.S. airworthiness certificate.
Section 43.3(a) states, in pertinent part, that only
persons or organizations authorized by the Admin-
istrator may maintain, rebuild, alter, or perform pre-
ventive maintenance on an aircraft, airframe, aircraft
engine, propeller, appliance, or component part to
which Part 43 applies.
Section 43.3(b) states, in pertinent part, that the
holder of a mechanic certificate may perform mainte-
nance, preventive maintenance, and alterations as
provided in Part 65.
Section 43.3(d) states, in pertinent part, that a per-
son working under the supervision of a holder of a
mechanic or repairman certificate may peform mainte-
nance, preventive maintenance, and alterations that
his suprvisor is authorized to perform, if the supervisor
VINTAGE AIRPLANE 13
personally observes the work being done, to the extent
necessary to ensure that it is being done properly and,
if the supervisor is readily available for consultation.
However, this paragraph does not authorize the per-
formance of any inspection required by Parts 91 and
125 of this chapter or any inspection performed after
major repair or alteration.
Section 43.5 states, in pertinent part, that no person
may approve for return to service any aircraft, air-
frame , aircraft engine, propeller, or appliance that
has undergone maintenance, preventive maintenance,
rebuilding, or alteration unless the maintenance record
entry required by S 43.9 or S 43.11, as appropriate,
has been made.
Section 43.7(a) states, in pertinent part, that except
as provided in this section, no person other than the
Administrator, may approve an aircraft, airframe, air-
craft engine, propeller, appliance, or component part
for return to service after it has undergone mainte-
nance, preventive maintenance, rebuilding, or altera-
tion.
The petitioner's supportive information is as follows :
The petitioner states that its members find it very
difficult, almost impossible in some cases, to obtain the
services of qualified mechanics to work on their aircraft
which are obsolete in design and construction.
The petitioner contends that the process of owners
working under the supervision of an FAA certificated
mechanic and then having the aircraft approved for
return to service by that mechanic has no real safety
meaning because the owners are more knowledgeable
about their specific aircraft than the mechanic. This
results in unnecessary expense to the owners for hiring
mechanics and then expending time in educating them
on the idiosyncrasies of these aircraft so that the me-
chanic can approve the aircraft for return to service.
The petitioner states that many certificated me-
chanics are not interested in working on older aircraft
because they may not be proficient in the maintenance
techniques required and may not have the necessary
tools or technical data available to perform mainte-
nance.
The petitioner states that a committee will be set
up consisting of qualified people to accept applications
from persons who feel qualified for inclusion in this
exemption. These persons will be screened against
specific standards and their names will be submitted
to the FAA for approval. Owners would qualify by
restoring their aircraft from a deteriorated condition
to an airworthy condition while under the supervision
of an FAA certificated airframe and powerplant rated
mechanic. This action would show that the applicant
has the ability to perform the work satisfactorily.
Applicants could be restricted to airframe or power-
plant work based on their demonstration.
The petitioner contends that this procedure would
not degrade aviation safety and is clearly in the public
interest because of the dwindling supply of qualified
mechanics. It would also reduce the regulatory burden
on the owners.
The petitioner states that all work accomplished
during restoration will be done in accordance with
approved data and acceptable FAA procedures and
policies. Major repairs and alterations will be inspected
prior to return to service by an airframe and powerplant
rated mechanic with an inspection authorization
(lA), an FAA certificated repair station, or an FAA
inspector.
The petitioner states that this exemption would
authorize a person who meets the proposed qualifi-
cations to conduct maintenance, repairs, alterations,
and inspections, including annual inspections, on
hislher specific aircraft, but would exclude the privi-
lege of approving an aircraft for return to service after
major repairs and or major alterations. Exempted
persons would be responsible for conducting all work
in accordance with the provisions of Part 43, using
approved data and or acceptable techniques and prac-
tices, and making and maintaining maintenance record
entries for all work accomplished.
The petitioner states that EAA's antique/classic
division will assist owners in obtaining necessary
F ARs, advisory circulars, airworthiness directives,
and other technical information to enable owners to
follow good maintenance practices and inspection
procedures in conducting work on their aircraft.
For the purpose of this exemption, the petitioner
defines antique aircraft as those aircraft constructed on
or before December 31, 1945, and classic aircraft are
those aircraft constructed between January 1, 1946,
and December 31,1955. Aircraft models still in produc-
tion by the origional type certificate holder would not be
eligible. Aircraft over 12,500 pounds gross weight
would not be eligible. Neither would multi engine air-
craft not specifically found by the EAA to fit these
definitions. The EAA proposes to be the clearinghouse
for any applications including those by owners of a
multi engine aircraft.
The petitioner states that any aircraft maintained
or repaired under the requested exemption would be
restricted from the carriage of persons or property for
compensation of hire, unless it receives an annual
inspection by an FAA certificated mechanic holding
an IA or by a certificated repair station.
The petitioner suggests that the petition be granted
for a 3-year period with a cancellation provision, if the
program proves ill conceived.
A summary of this petition was published in the Fed-
eral Register on November 18, 1982 (47 FR 51982), and FI'
443 comments were received. Two hundred and eight com-
ments agree with the EAA's petition (pro) and 82 disagree.
One hundred and fifty-three comments are not relevant
since they referred only to the certification of repairmen.
Six congressional inquires were received on behalf of con-
cerned constituents, and one congressman expressed op-
position to the petition. A majority of the commenters were
members of the EAA, the Antique Airplane Association,
Inc. (AAA), or both. Fifty pro commenters state that they
have experienced difficulty in finding qualified mechanics
with the technical knowledge, skill, and experience re-
quired to supervise them in the performance of mainte-
nance, and to approve the aircraft for return to service.
One pro commenter, a manufacturer of aircraft fabric
materials and paint coatings, states that a majority of
certificated mechanics are not familiar with the unique
construction methods and maintenance procedures of air-
craft manufactured and certificated under Civil Aeronau-
tics Bulletin No.7. The commenter further states that
owners have, by necessity, pooled maintenance informa-
tion because the manufacturers of these aircraft are no
longer in business. They have individually gained more
knowledge about the maintenance of these aircraft than
14 OCTOBER 1983
the average flight line mechanic maintaining a fleet of
current production or airline aircraft. Twenty-two com-
menters state that, if the exemption is granted, airworthi-
ness safety would be degraded, while 18 commenters state
that safety would not be affected. Forty pro commenters
generally agree that owners have more technical know-
ledge on their specific aircraft while 10 disagree with this
position. Fifteen say that granting the exemption would
relieve the economic burden of maintenance and restora-
tion on the owners. Ten dissenting commenters say that
owners wanting the privileges of a mechanic with inspec-
tion authorization should make application and take the
appropriate FAA tests if they believe they are qualified.
The Antique Airplane Association, Inc. (AAA), states
that its organization is 35 percent larger than the
petitioner's Antique Classic Division and that its members
oppose the EAA's petition, or any other change which
would in any way, or to any degree, affect the airworthiness
certificates of its antique and classic airplanes. AAA con-
tends that present Part 43 permits owners to perform most
maintenance under the supervision of a mechanic and
incorporates safey checks and balances which have worked
satisfactorily for AAA members for 30 years. AAA also
contends that owners supporting this exemption, who feel
they are qualified to restore and maintain these airplanes,
should acquire FAA mechanic certificates. AAA objects to
EAA's proposed administration of the program, stating
that transfer of regulatory or administrative power to the
EAA would be discriminatory and provide EAA with polit-
ical favoritism. AAA states that this exemption will create
added paperwork and confusion for FAA field personnel.
AAA questions how non EAA applicants will fare if this
petition is granted, if there would be a service fee involved,
and the grievance procedures to be used by EAA in ad-
ministration of the program. AAA states that granting the
exemption would reduce economic opportunities for certifi-
cated mechanics and, thereby, create a shortage of
mechanics. Finally, AAA states that the petitioner has not
established that there is a need for such procedures.
Twelve dissenting commenters are concerned that their
aircraft may no longer be eligible for a standard airworthi-
ness certificate if the exemption is granted.
Two commenters, in the insurance business, state that
present FAA regulations provide the public with reasona-
ble safeguards which will not be provided under the exemp-
tion and that grant ofthe exemption could result in owners
of these aircraft experiencing difficulties in securing
adequate insurance.
One commenter, representing a large aviation organi-
zation, supports the petitioner's concept but offered no
information to support the position.
Two commenters, representing FAA certificated avia-
tion maintenance technician schools, support the AAA's
position and state that granting regulatory function to the
EAA would set a dangerous precedent and destroy the
present system. One of these commenters states that
mechanics holding an IA should perform annual inspec-
tions because they provide a second set of trained eyes and
are familiar with airworthiness directives, service bulle-
tins, and other publications.
One commenter, representing a large maintenance
association, states that the short apprenticeship program
proposed by the petitioner will not qualify an owner to
maintain, repair, and inspect an aircraft whether it's a
Piper J-3 or a Douglas DC-3. He states that if an owner
restores an aircraft and wishes to repair and maintain it,
he should be required to obtain an FAA mechanic certifi-
cate.
The FAA's analysis/summary is as follows:
The FAA has given full consideration to all facts
presented by the petitioner and commenters and has
determined that a grant of exemption is not warranted.
The petitioner submitted data indicating the less than
one percent ofEAA members experience inconvenience
in securing the services of an FAA certificated me-
chanic. The FAA finds that continued aircraft air-
worthiness requires that only those persons authorized
by Part 43 should perform maintenance, preventive
maintenance, and alterations and approve aircraft
for return to service.
Section 610(a) (2) of the Federal Aviation Act of
1958 (FA Act) prohibits anyone from serving as an
airman without an airman certificate. Certificated
mechanics and lA's have demonstrated their skills,
knowledge, and experience to the FAA and met estab-
lished minimum standards for certification as pre-
scribed by Part 65. The petitioner's proposal does not
set forth procedures which provide a level of safety
equivalent to that of the present rule. Instead, it pre-
sents a generalized procedure whereby applicants/
owners may be privileged to perform the same functions
as certificated mechanics and lA's without demon-
strating equivalent skills, knowledge, or experience.
The petitioner suggests that owner/applicant quali-
fications be based on having restored an aircraft to an
airworthy condition from one of deterioration while
under the supervision of a certificated mechanic. The
petitioner fails to define the word "restored". This could
result in variable interpretations since the petitioner
does not address the extent of restoration or the type of
work that must be accomplished to qualify. The peti-
tioner also fails to address the documentation necessary
to substantiate the extent of work actually accom-
plished by the owner.
The FAA does not agree that this exemption will
significantly relieve the economic and regulatory
burden on owners since they will still be required to
hire FAA certificated mechanics to supervise their
aircraft restoration for qualification purposes and
are still required to hire a certificate mechanic to
perform major repairs, alterations, and annual inspec-
tions if used for hire.
The FAA takes exception to the petitioner's state-
ment that aircraft owners must educate certificated
mechanics on the idiosyncrasies of their aircraft so that
these mechanics can then approve the aircraft to return
to service. FAA certificated mechanics are limited by
Part 65, SS 65.81(a) and (b), which prohibits them from
supervision of maintenance, alterations, or approval
for return to service of any aircraft or appliance, or
part thereof (for which they are rated), unless they have
satisfactorily performed the work concerned at an
earlier date. Further, certificated mechanics may not
exercise the privileges of their certificate unless they
understand the current instructions ofthe manufactur-
er and the maintenance manuals for the specific p e r ~
tion concerned.
The petitioner states that it will establish a com-
mittee of qualified people to accept applications and
screen the applicants against specific standards for
qualification. However, the petitioner neither identi-
fies the qualifications of the committee nor the specific
qualification standards to be met by applicants.
The FAA does not agree that classic/antique aircraft
are obsolete in design and construction and, therefore,
the services of qualified certificated mechanics are
difficult to find. Many modern aircraft incorporate
construction methods and features identical , or very
similar, to classic/antique aircraft. Many current pro-
duction aircraft manufacturers incorporate welded
steel tubing in the structure, fabric skin covering,
and wood in their design and construction. Several air-
craft that are classified as classic aircraft, by the pro-
posed definition, incorporate aluminum monocoque and
semimonocoque design, are multiengine, and have
retractable landing gear. These include certain Cessna
310, Beech 50, and Piper PA-23 aircraft. FAA certifi-
cated mechanics are tested and given practical tests
on the construction and maintenance methods, tech-
niques, and practices used in these types of aircraft.
FAA-approved aviation maintenance technician school
curricula are required to include these construction
methods.
Many of the aircraft affected by this petition are
certificated in the standard category, as provided under
Section 603(c) of the FA Act. The duration of these
certificates is based on certain terms, conditions, and
limitations. Section 21.181 of Part 21 states, in perti-
nent part, that these certificates continue to be effec-
tive, provided the maintenance, preventive mainte-
nance, and alterations are performed in accordance
with Parts 43 and 91. The concept proposed in the peti-
tion is, due to its scope, a profound departure from the
requirements of existing regulations and, if granted,
would affect the validity of the Standard Airworthi-
ness Certificate issued to these aircraft.
The EAA has not provided sufficient information
to evaluate the procedures to be used l.>y the owners
in maintaining their aircraft to a level of safety equiva-
lent to the present regulations; how the aircraft would
be identified if they are sold to new owners; or how
the aircraft would be restricted from the carriage of
persons or property for hire.
This petition seeks relief which is beyond the per-
missible scope of the exemption process, and if granted,
would have a profound effect on the certification and
continued airworthiness of as many as 45,000 aircraft,
the qualification and certification of several thousand
airmen. It would also have a substantial impact on FAA
resources, and numerous small business entities.
Therefore, a petition for a rule change would be more
appropriate. The FAA would be receptive to discussing
and undertaking a feasibility study of such a rulemak-
ing project.
The FAA will consider any documentary substantiation
of practical airframe and powerplant experience gained in
restoring an aircraft towards any owner meeting the cer-
tification requirements of Part 65.
In consideration of the foregoing, I find that a grant of
exemption would not be in the public interest. Therefore,
pursuant to the authority contained in Sections 313(a) and
601(c) of the FA Act of 1958, delegated by the Adminis-
trator (14 CFR 11.53), the Experimental Aircraft Associa-
tion petition for exemption from Part 43 is hereby denied.
Joseph A. Pontecorvo
Acting Director of Airworthiness
Issued in Washington D.C. , on June 6, 1983
* * * * * * * *
Federal Aviation Administration
Office of the Chief Counsel
Attention Rules Docket (AGC-204)
Petition Docket Number 23407
800 Independence Ave., S.W.
Washington, DC 20591
To all Concerned Persons:
Regarding F.A.A. petition docket 23407 amending Part
43 F.A.R, as a pilot and having owned a number of aircraft
of classic description I feel any change in F.A.R 43 that
would affect the A.T.C.s of antique and classic aircraft
would be detrimental , have a negative effect, cause prob-
lems for owners and others involved with antique and
classic aircraft.
The existing requirements set by the F.A.A. have
proven sound, have been fairly administered, and have
protected the pilot, the general public, and buyers of the
aircraft.
The attempt by the Experimental Aircraft Assn. at
amending F.A.R 43 seems a self-centered attempt to turn
over aircraft licensing to their own select group. It appears
monopolistic and an effort to benefit a select few!
It appears that keeping F.A.R 43 in its present state
will be most beneficial and fair to all people.
Sincerely,
Dave Munger
EAA
P.O. Box 229
Hales Corners, WI 53130
Attn: Mr. Paul Poberezny
Re: Antique Repairman Certificate
Dear Paul:
As you know, I am active in both construction of experi-
mental aircraft and restoration of antique and classic
aircraft. I am both an EAA and AAA member, and regu-
larly attend functions for both groups. I was surprised and
somewhat dismayed when I received the AAA mailing
opposing the making ofthe Antique Repairman Certificate
available for antique restorers. I support the proposal, and
you may use this letter as evidence of that support.
Best regards to you and Audrey.
Very truly yours,
John L. Hintermeister
RR #3, Box 34-A
Muscatine, IA 52761
Mr. M. C. Beard, Director
Office of Airworthiness
Federal Aviation Administration
800 Independence Ave. S.W.
Washington, DC 20591
Dear Mr. Beard:
The New York State Chapter of the Antique Airplane
Association has at the present time 74 members in good
paid-up standing and has discussed the changes suggested
by the EAA and Mr. Paul Poberezny to the FAR 43 many
times during the past year. We have wholeheartedly disap-
proved of their ideas and informed them so.
We are now shocked to learn that they have in fact
applied for a petition to alter FAR 43 to make some aircraft
exempt. This is an insult and outrage! No airplane that
has been issued an A.T.C. should be stripped of that right
and relegated to the class of a homebuilt.
The New York State Chapter of the A.A.A. wants you
to know that we are opposed to any change in FAR 43 at
this time.
Sincerely,
William Steeneck, President
New York State Chapter
Antique Airplane Association
16 OCTOBER 1983
Mr. Paul Poberezny
President, EAA
Dear Paul :
I am writing in regards to the EAA FAR Part 43
exemption petition - Repainnan certification for antique/
classic rebuilders. Writing this letter is unusual for me in
that I have never been in the habit of writing to anyone
to express my opinion, although I've often planned to do
so. This is a first for me - which indicates how strongly I
feel about this subject.
I am wholeheartedly in support of such a program. I
feel that the Repainnan Certificate for the antique/classic
rebuilder is an idea which has come of age - and the FAA
should be made aware of it. The aircraft have reached a
point where their age has two effects: 1) rebuilding becomes
a necessity for the airworthiness of the aircraft, and 2)
mechanics familiar with these aircraft and their construc-
tion become few and hard to find.
As a result, more and more people are rebuilding these
planes, and fewer mechanics remain qualified to service
them. I myself have a good, capable mechanic who is
familiar with the older planes and who supervises my work
(I am rebuilding a 1947 Aeronca Chief). I would be very
reluctant, however, to have your average mechanic who
normally works on (modern aircraft) work on a plane
which I rebuilt and put so much time into (most EAAers,
I suspect, can identify with that).
A thorough rebuild is a sizeable undertaking which
requires the rebuilder to use aircraft construction
techniques as approved by the FAA (CAM 18 or FAR
43.13). The range of skills developed covers the entire
content of these specifications, due in part to the extensive
amount of repairs encountered. During the course of a
thorough rebuild the rebuilder will replace all nuts, bolts,
cables, woodwork, damaged sheetmetal, and overhaul the
engine. Parts are not always available and must be made
from scratch. Usually drawings are not available for these
parts and they are remade until they fit. The parts and
assemblies which are useable, or, of necessity, must be
made to be, must be required. And, of course, all must be
meticulously stripped and cleaned. The entire process may
easily require upwards of 1500 + hours of work. At the
time of completion the rebuilder has proven that he/she is
capable of performing any maintenance required on that
particular aircraft in accordance with FAR 43.13.
In short, I find it hard to imagine there would be any
objections to such an exemption, other than from those
interested in protecting their own business interests. There
is certainly no complex or high-technology hardware in
these aircraft or engines. Some control of workmanship is
in order, as for homebuilts, as well as to verify that the
specifications of the production aircraft are met - but once
the aircraft has been satisfactorily rebuilt, it certainly
makes sense, in the interest of grass-roots aviation, to
provide the antique/classic rebuilder with the legal author-
ity to maintain hislher own aircraft.
This is a concept I believe the EAA should strongly
support. Please forward my comments to the FAA; I hope
this letter arrives in time to help the cause of the petition.
There are many deserving EAAers (and others) who would
benefit from such a program and I hope it receives the
support it deserves.
Sincerely,
Becky Hart (EAA 160782)
7820 49th Ave. , N
New Hope, MN
Mr. Melvin C. Beard, Director
Office of Airworthiness
Federal Aviation Administration
800 Independence A venue, SW
Washington, DC 20591
Dear Mr. Beard:
I am violently opposed to the request by Paul Poberezny
of the Experimental Aircraft Association, to change F .A.R.
Part 43 to allow maintenance of "antique and classic"
aircraft by individuals who do not hold current A&P cer-
tificates.
I have some 35 years experience in nearly all phases
of airline and general aviation operations and mainte-
nance, and I also happen to own a "classic" aircraft.
I see no need to change the present law; while I may
have had differences wi th your people and their application
of the present system, I have enjoyed working with CAA
and FAA personnel, and have respect for them.
I find Mr. Poberezny's proposal at best, a misguided
and confusing concept to add another layer of bureaucracy
in some sort of pseudo-government private agency, and at
worse, an appalling and frightening effort for authority
by a group of misguided zealots.
In response to Mr. Poberezny's lament as to costs and
scarcity of A&P mechanics, I would suggest that anyone
who can afford to own an airplane, can afford to hire
competent help, presently certificated under the law, and
with no further need for the EAA to designate such people.
I would suggest also, that the older airplanes are not
so complex and mysterious as he would have you believe,
and that there is no need for this proposed wholesale
decimation of the present provisions of Part 43.
Very truly yours,
Mr. Lesley N. Forden
1448 Page St.
Alameda, CA 94501
(Aircraft Dispatcher Cert. No. 1144953, Aviation Ground
Instructor No. 1244958, Airplane Pilot No. 789779, A&P
Mechanic No. 1279259)
Dear Paul :
Regarding your article in the March "Homebuilders
Corner" regarding the Repainnan Certificate for people
who restore an antique or classic aircraft. As president of
EAA Chapter 321, all of our members are in favor of it.
We sent a telegram to FAA about this, as requested by
Headquarters.
Somehow, I must confess I missed your earlier articles
in the "Homebuilders Corner". Two weeks ago, after seven
months of negotiation, I purchased a 1946 J-3 Piper Cub
which had been stored in a barn for 17 years. The Cub is
now stripped down to "bare bones" and I am restoring it.
I had hoped that the Repainnan Certificate would be
available to me on completion of the project.
I find it hard to understand Mr. Taylor's "dog in the
manger" attitude, but perhaps some people consider it a
status symbol to have their annual performed by an A&P.
The last annual perfonned on the Cub I bought, was done
by an area F.B.O. and after what I found, he will never
annual this aircraft again!
I will send a letter to Mr. Taylor signed by everyone
who attends our next meeting.
I can understand your frustrations, but I can't under-
stand why anyone would be against the FAA giving us a
little more leeway. Our chapter will continue to support
you whenever it is necessary.
Sincerely,
Joseph Shultz (EAA 23461)
1752 Pleasantview Road
Pottstown, PA 19464 .
VINTAGE AIRPlANE 17
(Photo from the collection of T. C. Weaver)
Shell's Lockheed Orion before the name "Shellightning" was painted on the forward fuselage.
ByTruman C. Weaver
(EAA 151476, AlC7699)
Wedell- Williams Memorial Foundation
P.G. Box655
Patterson, LA 70392
Editor's Note: Truman C. "Pappy" Weaver is curator of
the Wedell-Williams Memorial Aviation Museum of
Louisiana located on Highway 182 West, Patterson,
Louisiana. Pappy, a retired U.S. AirForce major, helda
commandpilotrating, andFAA commerciallicense with
multienginelandandsea, instrumentandCFIIratings.
He isa notedauthorityon airracehistoryandeditsa
newsletter, "Home Pylon News"which ispublishedquar-
terlybythe Wedell-Williams Memorial Foundation. The
following account appeared in the April and July, 1983
issues of "Home Pylon News" and is reprinted here by
permission. Itstartswith quotesfrom an articlefrom the
CHICAGO TRIBUNE, aletterfrom GeneralJ. H. Doolit-
tle, andnotesfrom Lockheedconcerningthisspecificair-
craft.
18 OCTOBER 1983
DATELINE DECEMBER 6, 1932 - CHICAGO TRIBUNE:
The flyer who holds the speed record for land planes over
a closed course, left Chicago at 9:45 this morning for
Kansas City to deliver Chicago Worlds Fair invitations to
twenty-five cities. Accompanying Doolittle is the famous
radio band leader Art Kassel of "Castles in the Air," and
Art Hybred, a Chicago businessman, who have been sent
along as goodwill ambassadors to represent the 1933
Chicago Worlds Fair. They had visited Kansas City, Tulsa
and Dallas before landing at Houston at 2:35 p.m. Flying
in the fastest commercial plane of the date, Shell Oil
Company's Lockheed Orion "Shellightning," Doolittle
hopes to establish a number of city to city speed records.
Doolittle gained fame as a speed and blind flying pilot
while in the United States Army and flying the GB (Gee
Bee . . . ed) racing plane to a world's land speed record in
September of this year.
An unprecedented air search will begin at first light
in the morning. Mr. Harry P. Williams, President of the
Wedell-Williams Air Service of Patterson, Louisiana, has
organized his flyers, and the military pilots from Fort
Crockett and Galveston have been alerted and will takeoff
at dawn. Jimmy Doolittle is an executive with the Aviation
Division of Shell Oil Company and has his offices in St.
Louis. James Haizlip, who is also with the Shell Aviation
Division and also a speed pilot, often in competition with
Doolittle, expresses great concern for the safety of the trio.
He stated, "It has been over seven hours and no word of
the airplane or crew."
LEITER DATED 3 MARCH 1983 FROM GENERAL J. H.
DOOLIITLE: I bought the Orion for Shell Oil Company
from the Lockheed Aircraft Company (mid 1932). It had
a 400 + Wasp engine when I bought it, but soon had it
replaced (7-11-32) with a 650 hp + Cyclone engine. It then
became the fastest commercial airplane in the world. There
was no propeller available that was designed for the engine
and speed. We obtained a Cyclone propeller that had been
used on a much slower airliner and cut, if I remember
correctly, three to six inches off each tip, smoothed up the
tips and balanced the propeller. (End quote)
LOCKHEED NOTE: This particular aircraft was built as
an experimental Altair-type for the Lockheed Company.
Leased for a short period on a trial basis to Transcontinen-
tal and Western Airlines, Inc. , Kansas City (1931). Flown
as a mail carrier on TWA routes. Returned to Factory.
Highly modified for Shell Oil Company. Pilot cockpit
changed, baggage compartment became cabin and with
engine change (7-11-32) became a Lockheed Orion 9C
Special. Only metal Orion - had metal fuselage and wooden
wings. Only Orion in existence today. It is on display in
the Swiss Museum of Transport. (End quote)
From this point on I must do some speculating. Sorry
if I take too many liberties, but I feel this may be the way
it happened . . .
Jim was streaking along at altitude. A comfortable tail
wind was pushing his ground speed well above 200 miles
an hour and he was on his way to setting a new city to
city record for commercial aircraft, between Houston and
New Orleans. He was coming up on the lower end of Grand
Lake, right on course, then perhaps he sensed a strange
vibration. He reached for the throttle to change the power
setting and hopefully eliminate the vibration, with
thoughts of maybe, inhave troubles, I can get into Patter-
son Airport for repairs. Then without further warning, a
severe vibration started that threatened to tear t he
airplane apart or at least rip the engine from its mounts
and let it fall to the ground, thus making the airplane
uncontrollable.
The Cyclone engine had thrown part or all of one prop
blade. His reactions were quick but the off-balance prop
had taken its toll and had snapped three of the four motor
mount bolts leaving the engine sagging or drooping below
the fuselage line and hangirig by just one motor mount.
Jimmy Doolittle surveyed a very tense situation. Noth-
ing looks good, but he does spot the Marsh Island which
may have been a combination of Shaw Island and Buffalo
Cove. Everything is very quiet now - still altitude to burn
off - just the strange whistling of the wind as he glides the
drooped-nose Orion into position for a dead stick, wheel-up
landing in a very small area. He would not get a second
chance.
As he swung wide over Shaw Island and headed on his
down-wind leg, his eyes surveyed the reed-covered strip of
marsh where he would set the ship down. With altitude
getting critical he started a shallow 180 degree turn back
for his approach. Now he is lined up ... looks like it is
going to be close, but that's the way it has to be.
A few twigs brush the wings and he gets the top of one
or maybe two trees .. . then into the ten foot high reeds.
As Jim struggles to hold the nose up the wings snap some
of the reeds off and they fly back over the cockpit . The
others bend over, forming a slide-type runway which may
have prevented the aircraft from rolling up in a ball.
All he can see is a wall of reeds 10 feet high. He hopes
the big nose of the Orion doesn't find a tree or hole to hit.
The landing slide took seconds that no doubt seemed like
long minutes. Jim kicks a little rudder at the end, maybe
to slow the forward motion or to get closer to the lake
shoreline. The noise has stopped and all is very quiet. Jim
hammers at the cockpit canopy, forcing it off the twisted
fuselage and jumps out onto the right wing to check on
his passengers.
DATE: 6 DECEMBER 1932. TIME: APPROXIMATELY 4:10
P.M. PLACE: GRAND LAKE MARSH AREA, LOUISIANA
Russell Ruiz and his young wife Valerie lived in their
houseboat on the edge of Grand Lake, not too far from
Buffalo Cove. His father , Nelson , and mother had their
house boat tied alongside. They were hunters, trappers
and fishermen by trade. However, earlier both were in-
volved with the logging industry and the Williams Saw-
mill, running pull-boats (steam-powered), snaking logs
and timber, and working all phases of the operation in the
swamp and marsh areas. I really tried to write this next
section, then I realized that it was Russell's words I wanted
and the ones the readers needed to hear. He was there and
his vivid memories must come from him as he recalls and
relives those memorable days. I know you will find them
as exciting and as interesting as I did.
"My houseboat was right there, where you can see that
spot," as he points to a map we had marked at his direction.
"I had just returned from working my traps in Grand Lake
and was pulling my pirogue up next to the houseboat.
(Photo from the collection of T.e. Weaver)
Jimmy Doolittle and the Shellightning.
VINTAGE AIRPLANE 19
Grand Lake didn't have all these trees, it was wide open.
We saw a plane but we couldn't hear the motor. My wife
said, 'That's funny, we can't hear the motor.' He passed
about a mile below my houseboat. Then he went out over
the lake and turned left and passed alongside of Shaw
Island which was about two miles from us.
"First , I think he was looking for where someone lived
so he could put that plane kinda close. There were house-
boats down there but the trees were too thick to see
through. So he never saw no houses and never saw no
people. So I guess he was looking for the softest spot and
I don' t know if he was just lucky, but he picked the softest
spot in the area . .. in fact the only soft spot.
"He swung around over the cypress and Tupelo swamp
and saw Buffalo Cove and all the cut grass. Then he came
back south where my daddy was nailing traps. My daddy
said, 'I know that plane will fall somewhere in Buffalo
Cove,' because he was too low and hit the top of a tree. He
said he could hear a horn or something but this was to let
him know to put his wheels down and he didn't want his
wheels down.
"Daddy was about a quarter mile deep in the swamp.
It was very thick and the reed grass in Buffalo Cove was
about 10 feet high so the plane quickly disappeared. My
daddy came right to the houseboat and he said I know the
plane is in Buffalo Cove. We knew someone was going to
get some money for watching or helping with the airplane,
so when people came by and said they thought the airplane
was in trouble, I said, ' Yes, I think he went that way.'
Then we jumped in my cousin's skiff (Dewey SceotaO and
headed for Buffalo Cove.
"It was about three quarter miles over to the spot where
we saw this man jumping up and down and waving his
hands . .. a very muddy man. It was Mr. Doolittle and he
had walked out to the shoreline looking for help. We put
him in the skiff. He said, 'I've got two men in there. I think
they are alright, but when I first looked at them I thought
I had two dead men on my hands; they took a pretty good
shot.'
"Doolittle had two big bumps on hjs own head. My
daddy stayed with Mr. Doolittle, and my cousin and I went
back into the marsh to pick up the other two. We made
our way about a half mile through the marsh and found
the two men standing on the wing of the airplane. The
motor was torn off and lay propeller-side down in the mud.
The men were kinda big but Art Kassel wasn't too heavy;
Art Hybred was.
"You have to know how to walk in soft mud. You kinda
bend your knees or you will sink up to your hips and not
go anywhere. So we would take our feet and mash the
grass sideways and say 'put your foot right there.' Some
spots were thick enough to walk on but other places had
big gaps and we would hold them and have them jump
over these spots. The plane had slid in among ten-foot-high
reeds and it was lucky that Mr. Doolittle chose the right
direction to walk. It took us about thirty minutes to bring
the other two men back to the skiff. Mr. Doolittle was a
little man and he had mud up to his waist. But he had
still done a good job getting through the marsh.
"Art Kassel didn't know that he had his shoulder blade
broken until he got to the hospital. In fact he was singing
on the way to the houseboat. They had some big ribs
(formers . .. ed) in that airplane, covered with leather, and
also a step in front. The step in front caught Art Hybred
and skinned his legs but didn't break them.
"Mama had a big squirrel supper ready. She always
had supper ready when we came back from our traps. Mr.
Doolittle changed socks and put on dry clothes then we
went over to my daddy's boat for supper (Russell leaves
the room at this point and returns with a nicely washed
and ironed pair of brown socks.) These are Jimmy Doolit-
tie's . .. they have hung over our chifforobe for 50 years
. .. he left them here the night of December 6, 1932!
"After they had eaten I had a friend of mine take them
to Charenton as my boat was broken down. Then another
man took them to New Orleans in a car. They did want
to hurry so they could let everyone know they were okay.
I think they called or telegraphed from Franklin.
"The next morning Jimmie Wedell flew over but he
passed to the side of Little Buffalo Cove. Guess he was
checking Buffalo Cove and this was really Little Buffalo
Cove. But he came right back. I was in my pirogue heading
for the cove to take my turn at guarding the airplane. We
had been given orders to watch it 24 hours a day until
they recovered it. I had a pirogue with a pair of oars and
a yoke so I could stand up and row. You pushed it like
this. I saw Wedell coming in and set it down and when he
stopped I could put my hand on the end of the wing. He
sure could handle a plane."
The task of retrieving the 3,500-pound Shell Orion that
lay on its belly in the reed-infested little Buffalo Cove in
the south Louisiana swamp seemed almost inconceivable.
But this was the task assigned to the Wedell-William Air
Service by the Shell Oil Company. Only the hardiest of
mankind could live, trap and fish in the swamps and still
survive. The swamp ground at best will hardly support
the weight of a man and then only if he has the acuity of
knowing where to take each and every step; therefore the
assigned task was going to be far from an easy job.
However, with the help and the abundant knowledge
of the swamps offered by the Ruiz family, the job, tough
as it was, would not be unsurmountable. Most of the men
on the salvage crew had worked the timber for many years
while employed by the Williams Cypress Mill so they were
not strangers to the hardships the swamp presented. The
mosquitos, insects, snakes, 'gators, plus other swamp crea-
tures would not lend any joy to the formidable job that
lay ahead.
On December 7, 1932, the morning following the crash,
Jimmie Wedell made a trip to Buffalo Cove to pinpoint
the crash site, survey the terrain and try to determine
what kind of tools and equipment would be needed to
salvage the Orion. Having made the decision on what he
thought would be needed, plus the information and ideas
the Ruiz family imparted, he flew back to Patterson,
Louisiana. Mr. Harry, Jimmie and the men who would
work on the recovery had a meeting and decided on a plan
of action.
Once these plans were formulated, Jim jumped into a
Lockheed Vega and headed for New Orleans where he
would talk to the insurance people and also to pick up the
Loening Amphibian which would be the work horse of the
recovery. Returning the next morning he made a quick
stop at Patterson to pick up part of the recovery crew plus
an insurance inspector, then he continued on to little
Buffalo Cove.
Upon arriving at the crash site the crew, consisting of
Jimmie Wedell, Eddie Roberton, Dub Felterman, Bo
McKneely and Charlie Ferson were housed on the camp
boats of the Ruiz families with the Ruiz wives putting
hearty, tasty meals of fish and game prepared in true
Cajun style on the table. This congenial group of men knew
their days would be filled with hard work and long hours;
however, it was also a crew of men with positive attitudes
and they had no doubts on recovery of that plane.
The first day's operation consisted of setting up the
recovery equipment, lining up the pirogues which would
be used to shuttle the dismantled engine parts. After the
preliminaries were taken care of began the task of dis-
mantling the engine a piece at a time, loading them into
the pirogues, and on occasion, one part on two pirogues,
then the pi rogues were slid over the reeds and mud to the
20 OCTOBER 1983
water's edge by two or three men, where the parts were
loaded aboard the plane. Jimmie would then fly the parts
back to Patterson, unload at the Williams hangar and
return to Buffalo Cove.
The Orion's fuselage and wings were to be hauled out
of the swamp intact aboard a barge. This is where Roy
Nuttle's boat "The Virginia" piloted by Castelow "Shorty"
Coleman comes into the rescue picture. Not only did Shorty
have to navigate unfamiliar waters, but a dense fog blan-
keted the area, making the navigation job a bit more
difficult.
However, another navigational aid Shorty used in get-
ting to Buffalo Cove was the bamboo poles the fishermen
used to mark the placement of their nets. These poles were
placed just outside the main channel of the bayous, with
a small portion of them protruding above the water. There-
fore a man could navigate the bayous and remain in the
main channel by keeping an eye on the marker poles.
Shorty not only had the Virginia to get to the site, but
also the tow he was pulling behind him ... a sinker boat
with a hand-operated winch and behind the sinker boat,
the barge on which the Orion would ride back to Patterson.
Therefore the net marking poles were a welcome naviga-
tional aid.
Nelson Ruiz and his son Russell were on hand to meet
Shorty and direct him to the pilings that Nelson Ruiz had
installed previously when they were transporting logs out
of the swamp by steamboat. The sinker boat was snugged
against this piling then the barge and the Virginia. The
piling was about 300 feet from the grounded Orion. After
three days' work the smaller parts of the engine had been
removed and were in Patterson and now began the enorm-
ous task of getting the plane itself out of the mud and onto
the sinker boat. The master plan for this was to submerge
the sinker boat, hook cables to the engine mounts of the
Orion, assign a couple of the crew to the hand-operated,
low-geared winch and pull the Orion wings and all onto
the sinker boat, sliding the plane inches at a time over
the reeds and mud. Once they got the plane onto the sinker
boat, the boat was re-floated. The Orion was then moved
onto the barge with its gear still in the up position. Jimmie
was kept busy flying people, parts and whatever else was
needed to complete the job between Buffalo Cove at Patter-
son with the Loening Amphibian.
Then on the 10th of December, as they were pushing
the Loening ashore to dock it for the night a hole was
punched in the Loening's hull. So make-shift repairs were
fabricated on the spot to enable it to take off without filling
the hull with water. On December 12 with that extra
unfortunate repair job completed he flew the Loening with
its temporary repair back to Patterson and returned with
the Savoia Marchetti. On December 13 the job was com-
pleted and with "Shorty" Coleman at the controls of the
Virginia, towing the barge with the crippled Orion riding
on its deck, followed by the sinker boat and trailing in the
tow was the Savoia Marchetti; it was some parade.
Jimmie left the parade in the Savoia Marchetti prior
to its entering the Bayou Teche. He took off from the
Atchafalaya River leaving him about ten minutes air time
to Patterson circling the Virginia and her precious cargo
along the way. The Virginia docked at the sugar mill on
the Bayou Teche across the road from the Patterson Air-
port, but they were still not home safe. They jacked up the
Orion, rolled the gear down, and Tom Lemmon who was
in the plane's cabin tripped over a flare wire which, in
turn, popped a flare out the side and ignited it. For a few
discouraging moments the men thought all of their labor
had gone for naught as it looked as though both the rescued
plane and the barge would go up in flames . Tom bailed
out in a hurry and with quick reaction Bo McKneely saved
the day by kicking the flare overboard before any damage
was done. The flare was carried for night emergency land-
ings, and in fact were required by the U.S. Department of
Commerce at the time for commercial operations. Once
this incident was over, the barge was planked, the damaged
Orion was pushed to shore and then towed to the Wedell-
Williams hangar for the necessary repairs. It would fly
again and remains as the only surviving Lockheed Orion
today.
Now all of the time spent at Buffalo Cove was not spent
in back-breaking labor. The recovery crew did its share of
hunting and fishing. Mr. Harry Williams himself also got
in on some of this relaxing time. Russ Ruiz tells the story
of times being hard and money scarce and he, himself,
having three or four shells at one time, and that when Mr.
Harry left Buffalo Cove for the last time, he gave him
three full boxes of shells. Russ says that he was like a
little kid; he dumped the contents of all three boxes out
onto the bed just to see what seventy-five shells looked like
all at one time.
(Photographed 1217/60 by Gene Chase)
The Lockheed Orion, NC1222 based at Orange County Airport
when owned by Paul Mantz. The plane was being painted and
was all white. It is the only surviving Lockheed Orion and is
currently painted red, the colors of Swiss Air and is on display
in the Swiss Institute of Transport and Communications Museum
in Luzern, Switzerland.
Thanks to Bo McKneely, Palmer Peterson, Russell
Ruiz and many other old timers in the area for this story .
CALENDAR
OF EVENTS
We would like to list your aviation event in our calendar. Please send
information to the Editor, The VINTAGE AIRPLANE, P.O. Box 229, Hales
Corners, WI 53130. Information must be received at least two months in
advance of the issue in which it will appear.
OCTOBER 6-9 - EFFINGHAM, ILLINOIS - International Cessna 120/ 140
Association, Inc. Annual Convention and Fly-In at Effingham County Memo-
rial Airport. For information contact AI Hourigan, 839 N. 6th St. , Vandalia,
IL 62471, 618/283,0320.
OCTOBER 6-9 - PATIERSON, LOUISIANA - Wedell-Williams EAA RII-
gional Fly-In. Happy P. Williams Memorial Airport. Contact Pappy Weaver,
504/395-7067 or Jim Riviere, 504/467-1 505.
OCTOBER 14-16 - CAMDEN, SOUTH CAROLINA - EM Antiquel Classic
Chapter 3 Fly-In. Antiques, Classics and Homebuilts welcome. Contact
Geneva McKiernan, 5301 Finsbury Place, Charlotte, NC 27211 .
MARCH 11-17 - LAKELAND, FLORIDA - Sun 'n Fun '84 with additional
changes and improvements being made for this 10th Annual event. Contact
Billy Henderson, P.O. Box 2246, Lakeland, FL 33803, 813/665-6374.
VINTAGE AIRPLANE 21
CURTISS "HAWK" 8F2C- 1 NAVY SINGLE SEAT FIGHTER
I."hh"''''h.... jl'''jj.. iiih...... j'''''''''hlllhl''''jih...iiiii......hiiiih... lllihhl''"'hiiihhhU"":', ........ ," ... jjj"hhlhhlhhlhiiin'iiiiii .......... iIiliiiiihiLih"... iiih".. iiiiiihjj,jm.. iI"'hihhhh'iiihh.jj"inhihilliiiiiiiim,jjhjjij,,,,,,,,,,.m.. ,,,j,ijh'hhii,jUlhhiiihii.. """mhUh"'h1:imum::",:unii""
BORDEN/THOMPSON
AEROPLANE POSTERS
FROM THE 1930's
Article Number32
"'''''''''''''''"''"''",''=''''... ''''''''''''''''''',,,.1''''''''''.... ''111'''''''' ... , '' '''''',, ... ''' , .. "''''''' .. " ..""''II1''"..tIr ... ,,'''''' ' '''"11..II''' ... ''' .... ,. ,........ , , .,',., .. I!1I1t''"""", .. """"""",,,,,,,,,,,"''''''''''' ...''''''''''''''''''"''... '''''''''''''11'''''''',,'''''',,'''',"111'""""""",,,"""""""""""""","
By Gene Chase
Fast Fighters forthe U.S. Navy Aircraft Carriers
Editor's Note: This is another ofthe Thompson's Choco-
late Malted Milk series of posters donated to the EAA
A viation Library by Russell G. Karl ofPeru, Illinois. Each
of these 19" x lOlA! " posters could be obtained by filling
out a coupon supplied with each 16-ounce can ofthe malted
milk powder and sending it to the company with the desired
poster number and a three cent stamp to cover postage
and packing. This poster of the Curtiss Hawk BF2C-1 was
printed in February 1938. The aircraft was described on
the back of the poster as follows:
A squadron of the Curtiss BF2C-l Navy Fighters have
been delivered to the United States Navy, and are now
attached to the latest aircraft carrier, the U.S.S. RANGER,
and operate under the command of Commander J . D.
Barner. These Curtiss single-seat fighters are the fastest
in the U.S. Navy. They are equipped with a retractable
landing gear, and are powered with 750 horsepower 9
cylinder air-cooled radial Wright-Cyclone engines. This
engine is of the same type as used in the Douglas Trans-
ports flown by Jack Frye, President of TWA, Inc., and
Captain Eddie Rickenbacker, President of Eastern Air
22 OCTOBER 1983
Lines, in their record breaking flights across the United
States.
The Curtiss BF2C-1 Hawk has a wing span of 31 feet ,
6 inches, a length overall of 23 feet , 6 inches, and a height
of 9.95 feet. Due to its military characteristics, perfor-
mance figures on this ship are held confidential, but a
similar type of ship, known as the Curtiss Type III Hawk
has a speed of 244 miles per hour at 10,000 feet. This
Pursuit plane embodies all the engineering skill and ex-
perience which has been gained over ten years operation
of Hawk biplanes by the U.S. Navy and the U.s. Army.
The latest version of the Curtiss Hawk can climb to 10,000
feet in less than five minutes. At 16,500 feet altitude the
Hawk has a speed of 233 miles per hour. This outstanding
performance is due to the retractable landing gear, im-
proved streamlining, the new, powerful Wright-Cy-
lone engine.
The Curtiss Hawk, as indicated by the photograph,
carries a bomb under the fuselage. The purpose of this ship
as a dive bomber is to dive at a target at a tremendously
high speed, then release the bomb and climb rapidly to
high altitudes in order to be out of reach of anti-aircraft
guns.
The fuselage is of welded molybdenum steel tubing,
covered with fabric. The normal fuel load carried in the
two gasoline tanks of the Hawk is 110 gallons, which gives
it a range at cruising speed of 561 miles. This range may
be increased to 812 miles, by carrying a 50 gallon auxiliary
tank. Each of these planes is equipped with flotation gear
and life raft, in case offorced landings on the open ocean.
This latest type of Curtiss Hawk, with such a high
speed, fast "climb, and ability to dive without restriction,
places it among the highest performing airplanes in the
world.
The Curtiss Condor Bomber will be featured next month..
f
38'/2"
i
I
1'/20 r
L_ L ~ C : : : : : : : = = = =
0.-006..__
- . (-.
5"
i 73"
...-----------260',,"-----------......
...- ....------------316"--------------.......
VINTAGE AIRPLANE 23
---
This month's Mystery Plane should
be easily identified by the dedicated
aviation buffs among our readers -
perhaps too easily. The company that
built it bore the name of two distin-
guished pioneers in aviation. The
twin-engined concept was intended to
minimize the problems of control if
one engine failed.
MYSTERYPLANE
By George Hardie
As an additional challenge, answers
should include the date built, the en-
gines used and information on how
many were built, further develop-
ment, etc. The objective of the Mystery
Plane column should be to educate as
well as to entertain. Study of these
relatively unknown designs will bring
an appreciation of the work of the
pioneers and possibly rekindle in-
terest in an earlier idea.
Answers will be published in the
January 1984 issue of The VINTAGE
AIRPLANE. As noted in the August
issue, we have decided to extend the
publication date of answers in order
to allow more time due to printer's
lead time.
LETTERS
Dear Sir:
The current August issue of The VINTAGE
AIRPLANE brought back many memories. I soloed a
Champ many years ago. I was the happy owner of two J-3s
in those days.
Thanks again for a wonderful magazine. Keep up the
good work.
Regards,
Walter Callahan
(EAA 42916, AIC 1990)
872 Warren Road, N.E.
Rome, GA 30161
Dear Mr. Petersen:
Sorry to have been so long in answering your letter. I
had hoped to see you at Oshkosh, but my time did not
permit that.
Yes, I own Waco N16241, a 1936 YKS-6, with a Jacobs
245 hp engine. This airplane is unusual in that two mod-
ifications have been made. One is an extended baggage
compartment, the other is a full-foot rudder pedal with toe
straps and heel brakes.
The airplane was on floats at one time, but a hard
24 OCTOBER 1983
landing in a lake near Ely, MN broke the floats and the
plane sank. It was pulled up on shore and left for several
years, until Buzz Kaplan bought it and stored it. After
completing the former CF-BBQ, Mr. Kaplan sold the
airplane to me.
I have since sold the floats to Gary McGarrigle of Port
Alberni , Vancouver Island, Canada, and they are now on
his Waco.
Since that time the airplane has been involved in a
tornado which destroyed part of my house. The most seri-
ous damage to the plane was a badly bent instrument
panel.
I have started to build some wing ribs, and have the
material for the spars. A few pieces of the fuselage have
been made. Unfortunately, I find myself now involved in
so many other things, that I have not been able to give the
Waco the attention it deserves. I have therefore decided
that I will sell the airplane, and am asking $4500. I would
appreciate your passing the word to anyone you know who
might be interested.
Thank you,
Clarence E. Hitchcock
8595 E. 204th
Prior Lake, MN 55372
He moved through the house - going from room to room,
picking up the things that belonged to her, wanting to
leave nothing behind that would remind him of the years
they had been together.
He stopped by the window, staring out into the gray
sky, remembering back to what they have been through -
the K-0od times, the bad times, some fun times and some
sad times. He caught himselfchuckling at the funny things
she had done to him, and some of the things they had been
through that weren't so funny. But they had done them
all and lived through them. Together. Now, here he was
packing her things; she would soon be gone. Tears rolled
down his cheeks and he sniffed hard, trying to keep his
emotions in control.
He was not sure how long he had been sitting there
daydreaming, but he knew he had to get going. He regret-
ted his every move, knowing that each time he picked up
something that belonged to her, the sooner she would be
gone. But there was nothing he could do now - what had
been done had been done and holding back would only
make the parting more painful. He seemed like a man in
a dream, not sure where to go next or what to look for.
His heart was heavy and he knew the time to leave had
come - he could not make any more excuses to himself - it
had to get done; it was time to say goodbye.
He headed down the hallway toward the front door. He
stopped to straighten a picture of her that hung above the
hall desk. His mind drifted into a dull disbelief as he stood
there staring at the photo - how pretty she is, he thought.
God, if he could just change what had happened, what he
had done. He cried openly now, not caring. His heart
pounded and he found it difficult to swallow. Oh, God, he
thought, what have I done?
He stood there, not sure if he should go outside. Some-
one might see him like this, and his pride wouldn't allow
that. He took a deep breath, wiped his eyes - now red -
and straightened himself to full height. As if nothing was
wrong, he strode briskly to the car. He casually tossed the
small suitcase into the back seat and drove off.
The airport was not far away, and it seemed even closer
ByCharlesLeeMorris
Sonoma ValleyAirport
Sonoma, CA 95476
this morning. She was waiting there, standing in the
bright sun that was now burning through the early morn-
ing overcast, and his heart began to pound again. God,
how long before this pain, this agony, could end? The
sooner she was gone, the better, he thought to himself, to
end this waiting, the final goodbyes. It must be done as
quickly as possible. He couldn't take any more.
He placed the small suitcase by her side and stood
looking at her for a moment, then carefully, gently, with
hands shaking, he reached out and touched her one final
time. It was as ifhe were going to stop breathing. He had
made her what she was and now she was leaving him.
He walked away quickly, not looking back. He walked
all the way to where his car was parked, not turning
around - but then he could no longer resist. One last look.
He turned, she was still there. The man she was going
away with had not come out of the airport office. He opened
the car door and sat down to watch them leave; he just
could not help himself. He just sat there watching.
Why not? He had cut every tube, placed every bolt,
covered her small frame in the best fabric man could buy
- she was his - his sweat, blood and money, years of
dedication, worry and detail. Why shouldn't he feel this
way? Why shouldn't he watch them fly off together? He
knew the final satisfaction was really his. No matter where
she went, as long as he had friends around, she would
always be his airplane; no one else could ever really own
her, as long as he was alive. Maybe this was the final
satisfaction.
He smiled as he watched his plane fly off into the
beautiful early morning sky. The wings glistened as she
climbed steeply away. Suddenly, he saw the sun flash from
the bright wings. A chill ran through his body - it seemed
that she had winked at him! He chuckled as he drove down
the airport driveway. He was lightheartedly thinking
about the plane he had seen at one of the fly-ins last year.
Now, if he was going to build her he would have to ...
His car swung out into the freeway and melted into
the stream of traffic .
MEMBERSHIPINFORMATION
Membership in the Experimental Aircraft Association. Inc. is $25.00 for one year, $48.00 for 2 years
and $69.00 for 3 years. All Include 12 issues of Sport Aviation per year. Junior Membership (under 19
fAA
years of age) IS available at $15.00 annually. Family Membership is available for an additional $10.00
annually.
EAA Member - $18.00. Includes one year membership in EAA Antique-Classic Division, 12 monthly
issues of The Vintage Airplane and membership card. Applicant must be a current EAA member and
mustgive EAA membership number.
ANTIQUf-
CLASSIC
NonEAA Member - $28.00. Includes one year membership in the EAA AntiqueClassic Division, 12
monthly issues of The Vintage Airplane, one year membership in the EAA and separate membership
cards. Sport Aviation notincluded.
lAC Membership in the International Aerobatic Club, Inc. is $20.00 annually which includes 12 issues of
Sport Aerobatics.All lAC membersare required to be members ofEAA.
Membership in the Warbirds of America, Inc. is $25.00 per year, which includes a subscription to
WARBIRDS
Warbirds Newsletter. Warbird membersarerequiredto bemembersofEM.
Membership in the EAA Ultralight Assn. is $25.00 per year which includes the Ultralight publication
ULTRALIGHT ($15.O!J additional/orSport Aviation magazme). For current EAA members only, $15.00, whi ch includes
Ultralight publicatIOn.
FOREIGN MEMBERSHIPS: Please submityour remittance with a check ordraft drawn on a United States
bank payable in United States dollars oran internationalpostalmoneyordersimilarlydrawn.
MAKE CHECKS PAYABLE TO EAA OR THE DIVISION IN WHICH MEMBERSHIP IS DESIRED.
ADDRESSALL LETTERS TO EAA OR THE PARTICULAR DIVISION ATTHE FOLLOWING ADDRESS.
P.O. BOX229 - HALES CORNERS, WI 53130- PHONE(41 4) 425-4860
OFFICE HOURS: 8:30- 5:00MONDAYFRIDAY
VINTAGE AIRPLANE 25
OSHKOSH '83 ...
(Continued from Page 6)
Cessna120/140- Cessna140,N89728, DutchBrafford,
Lima,OH
Cessna 170/180 - Cessna 170B, N2535C, Michael R.
Baas,Irving, TX
Cessna190/195- Cessna 195,N195KB,KentBlanken-
burg, Arroyo Grande, CA
Ercoupe - Ercoupe, N3675H, Vern & Claudia Brown,
St. Paul, MN
Luscombe- Luscombe8A,NC71676,Jim& DaveTyn-
dall ,Richmond,VA
Navion - Navion,N7T,ParkePotter,Las Vegas, NV
Piper J-3 - Piper J-3, N6170H, Thomas J . Palmer,
Carroll ,OH
Piper - Others - Piper PA-20-125, N1580A, David A.
Serene,FordCity,PA
Stinson- Stinson108-3,N861C,StanDoyle,Howell ,MI
Swift - Swift GC-1A, N80905, Charles F. Hoover, Jr.,
St. Paul, MN
Taylorcraft- TaylorcraftBC-12D,N95149,LeeE. Wolfe,
Craigsville,WV
Limited Production - Rawdon T-1, N5160, Chastain
Family,ManchesterMO
In past years feature articles on the Oshkosh Grand
Champion Antique and Classic aircraft have been pub-
lished in both SPROT AVIATION and The VINTAGE
AIRPLANE.Ratherthancontinuingthisduplication,the
Antique awardwinner will be featured in theNovember
issue of SPORT AVIATION thi s year and the Classic
winner in VINTAGE. Because the Oshkosh '83 Grand
Champion Classic winner, Robert Armstrong's Aeronca
Classicowners!
Interiorlookingshabby?
Finish itrightwithan
airtexinterior
Completeinteriorassembliesfordo-it-yourselfinstallation.
Custom Quality at economical prices.
Cushion upholsterysets
Wall panel sets
Headliners
Carpetsets
Baggagecompartmentsets
Firewall covers
SeatSlings
Recoverenvelopesand dopes
Freecatalogofcompl eteproductline. FabricSelectionGuide
showing actual sample colors and stylesofmaterials: $3.00.
rCJ

I I
t - .,?r VISII
Qlr exproducts,inc. I I
259Lower Morrisville Rd., Dept. VA
Fallsington, PA 19054 (215) 295-4115
THE JOURNAL OF
Champ, NC84998 was featured in theAugust 1983 issue
ofVINTAGEastheGrandChampionwinneroftheFirst
National Aeronca Fly-In, that article will not be dupli-
cated.
In1984, thetopClassicawardwinnerwill be featured
in SPORT AVIATION and VINTAGE will feature the
Antique winner. The presentation ofwinners in the two
magazineswill be alternatedeachyear.
Next month's issue of VINTAGE will feature an in
deptharticlewithphotos,describingthegrandopeningof
the new EAA Aviation Center at Oshkosh, Wisconsin
duringthisyear'sConvention.
THE EARLYAEROPLANE
S,o.MPLE ISSUE $4
15CRESCENTRD. POUGHKEEPSIE, N.Y. 12601
g ~ ~
LOG BOOKS
NEW AND REVISED FOR ...
Pilots: EMPilot Log Book $2.95 ppd.
Aircraft Ownersand Builders:
EMAmateur Built Aircraft
Log Book .......,....... $2.95 ppd.
EMPropeller (or Rotor)
Log Book ........,...... $2.95 ppd.
EMEngine and Reduction Drive
Log Book . ... .. .,... . .., $2.95 ppd.
Ultralight Ownersand Operators:
EAA Ultralight Pilot's Log and
Achievement Record ...... $2.95 ppd.
EAA Ultralight Engine and
Aircraft Log ........ ...... $2.95 ppd.
Also Now Available:
CAM-18 (Reprint of early
CMManual) ............ $6.95 ppd.
Amateur-Built Aircraft Service and
Maintenance Manual ...... $5.95 ppd.
Amateur-Built Aircraft Construction
Log .................... $5.95 ppd.
Order From:
EAA
P.O. Box 229 Hales Corners, WI 53130
Phone 414/425-4860
Includepaymentwith order- Wise.residents add5%sales tax
Allow4-6weeks fordelivery
26 OCTOBER 1983
----------CLASSIFIEDADS----------
Regulartype, 45c perword; Bold Face, 50c per word; ALlCAPS,
55cperword.Ratecoversoneinsertion,oneissue;minimumcharge,
$7.00. Classifiedadspayable inadvance, cash withorder.Sendad
with payment to Advertising Department, The VINTAGE AIR-
PLANE, P.O.Box 229, HalesComers, WI 53130.
ACRO SPORT - Single place biplane capable of un-
limitedaerobatics. 23 sheetsofclear,easytofollow plans,
includes nearly 100 isometrical drawings, photos and
exploded views. Complete parts and materials list. Full
size wingdrawings. Plansplus88 page Builder'sManual
- $60.00. Info Pack - $4.00. Super Acro Sport Wing
Drawing- $15.00. Sendcheckormoneyorderto: ACRO
SPORT, INC., Box 462, Hales Corners, WI 53130. 4141
425-4860.
ACRO II - The new 2-place aerobatic trainer and sport
biplane. 20 pages ofeasy to follow, detailed plans. Com-
plete with isometric drawings, photos, exploded views.
Plans - $85.00. Info Pac- $4.00. Send check ormoney
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 beat3
1
h gph at
cruisesetting.15largeinstructionsheets.Plans- $45.00.
Info Pack- $4.00.Sendcheck ormoney orderto: ACRO
SPORT, INC., Box 462, Hales Corners, WI 53130. 4141
425-4860.
PLEASE HELP - Wanted - Wright J-4 Whirlwind parts
or complete engine for Travel Air 4000 I am rebuilding.
Don Noonan, 1620 Catalina Avenue, Seal Beach, CA
90740.Call collect 213/598-6338.
STAINLESS STEEL SCREWS. Finestquality now avail-
able atdiscount prices. Free catalog. Bemco Aero, 1098
SharontonDr.,StoneMountain,GA30083,404/294-7670.
1940 PIPER J4A CUB COUPE - Oshkosh Winner 1976,
1977 plus 16 otherawards. See Vintage Airplane feature
story Aug. 1977, Nov. 1977, Oct. 1979, and Sportsman
Pilot, Fall 1982. C-85-12F power, 350 hours ITsince re-
built airframe and engine. $14,900. 313/676-3119 after
6:00 p.m.
BOOKS FOR AIRCRAFT DESIGNERS, RESTORERS.
OUT-OF-PRINT AND CURRENT. STATE SPECIFIC
NEEDS. 4000+ ITEM CATALOG $2.00. JOHN ROBY,
3703Y NASSAU, SAN DIEGO, CA92115.
WRIGHT R760 ENGINES, OSMOH OR RUNOUT, NOW
AVAILABLE. ALSO GOOD SUPPLY OF NEW PARTS.
305/886-3180.-
FOR SALE- RareLindberghHourAngleWatch.Invented
anddesignedbyLindberghwithLongine-Wittnauerassis-
tance to solve celestial navigation problemofthe Green-
wich HourAngleEquation.Thisuniquewristwatchgold
cased was partofa production run ofabout 500 in 1950
and is in excellent condition; keeps accurate time. Have
refused offers of several hundred dollars. Write Robert
J. Thomas, 3723 Stillwell, Lansing, Michigan 48910 for
more information.
IRe
01

Jackel - unlined tan poplin with gold and
white braid trim. Knit waist and cuHs, zipper
front and slash pockets. Antique/ Classic
logo patch on chest.
Sizes- XS through XL ........... $26.95 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
Antlque/C...alc Patche.
Large- 4W' across....... . ...... $ 1.75 ppd
Small - 3v." across.............. $ 1.75 ppd
AntIque/Cla.alc Decal.-
4" across(shown left) ........... $ .75 ppd
AvellableBack1_. ofThe VINTAGE AIRPLANE
1973- March through December
1974 - All are available
1975 - All are available
1976 - February through April ,August through December
19n - January through June,August through December
1976 - January through March,August, Octoberthrough December
1979 - All are available
Send check to:
1960 - January, March through July,Septemberthrough December
EAAAntlque/Cla.aIeDivision, Inc.
1961 -- All are available
P.O. Box 229, Hale.Comera,WI 53130
Allow 4-6 Weeks for Delivery
1962- February, May through December
Wisconsin Residents Include 5%Sales Tax
1963- Januarythrough September
Per Issue ..................................................... $1.25 ppd
Lindbergh CommemorativeIssue (July 1977) .................. $ 1.50 ppd
VINTAGE AIRPLANE 27