STRAIGHT AND LEVEL

By Bob Lickteig
President
Antique/ClassicDivision
I know you share my love for antique/classic flying as
well as my interest in expanding and attracting young
people into aviation.
I thank you for your support of EAA and the various
programs and projects this organization has accomplished.
Once again we will need your help as we push into new
frontiers.
Perhaps you were like me - a kid at the fence who
would do anything for a ride or a few minutes of so-called
"dual instruction."
When we look back we may say that we had a rough
time - but really it was easy because at that stage in
aviation, we had freedom of access to airports, the people,
the sky, and at a price relative to everything else.
Today, things are a little different. Every airport has
a big fence and an organized FBO with all kinds of do's
and don'ts. These go from auto parking to flight control.
We have come to accept these restrictions as we sup-
posedly know our way around. But to the young 15 year
old who is interested in aviation, it's like finding your way
in and out of the Pentagon, or understanding Einstein's
Theory of Relativity, and at a price that only a few can
afford.
This is one result of an organized and developed nation
with big brother, the government, looking after us and
telling all of us what to do.
If the general aviation industry ever expects to come
back to life, they should be the first ones complaining
about big brother. We all know the cost oflaws, rules and
regulations, and in the end it's the general aviation com-
munity that pays. It's like Hemingway once said - the
fly conquered the flypaper .
In spite of everything, our kind of flying is on the
increase, whether it be antiques, classics, homebuilts, or
ultralights. Ifyou have any doubt, remember Oshkosh '84.
So where is our hope for progress? I have just been
informed that EAA and AOP A have jointly signed a peti-
tion proposing an amendment to FAA regulations permit-
ting the certification, operation and maintenance of a new
category of aircraft within the standard airworthiness
classification termed "primary aircraft". It took a lot to
say it, but that's the way it is. This concept has been
recommended by Paul Poberezny since 1960, and with the
continued effort of all of us in EAA and AOPA, we will
reach our goal. I wonder where the boys from Lockhaven,
Wichita and Vero Beach have been - maybe they plan to
wait until they also go through the Japanese invasion
such as Detroit did.
Maybe we are the mavericks. Freedom of choice is
what separates the living from the dead. We need the risk
takers - the mavericks - the thorn in the side of conform-
ity. We need the Paul Poberezny's, the Lee lacocca's, the
Burt Rutan's, the Wrongway Corrigan's. We need every
last bit of individuality we can get. Without it life loses
the glorious zest offreedom and our dreams for the future.
We live and love the antique/classic era of aviation,
and again, if we think we had it tough, maybe we were
just lucky. But to preserve our type of flying we must
support the mavericks as well as the also rans, as we
cannot stand idly by and let our general aviation industry,
with the tremendous potentional it has, continue to die.
We can all remember when big brother attempted to
lower the floor of positive control to 10,000 feet and how
all of us came out of the woodwork to say no ... and to
no one's surprise we were the victor. That's what makes
America great - when enough of the people affected say
yes or no. That's the way it is. The same holds true for
other changes by big brother, whether it be certification
costs, rules, regulations, or the new recreational pilot's
license. When the time comes, let's all stand and be
counted.
2 OCTOBER 1984
PUBLICATION STAFF
PUBLISHER
Paul H.Poberezny
DIRECTOR,
MARKETING &COMMUNICATIONS
DickMatt
EDITOR
Gene R. Chase
MANAGING EDITOR
MaryJones
EDITORIALASSISTANT
Norman Petersen
FEATURE WRITERS
GeorgeA. Hardie, Jr.
RoyRedman
EAAANTIQUE/CLASSIC
DIVISION, INC.
OFFICERS
President Vice President
R.J.lickteig RoyRedman
1620 Bay Oaks Drive Rt. 3,Box 208
Albert Lea, MN 56007 Faribault, MN 55021
507/373-2351 507/334-5922
Secretary Treasurer
Ronald Fritz E.E." Buck" Hilbert
15401 Sparta Avenue P.O.Box 145
Kent City,MI 49330 Union,IL 60180
6161678-5012 815/923-4591
DIRECTORS
JohnS.Copeland Stan Gomo"
9Joanne Drive 104290th Lane,NE
Westborough,MA 01581 Minneapolis,MN 55434
617/366-7245 612/784-1172
Claude L. Gray,Jr. Dale A.Gustafson
9635 SylviaAvenue 7724 Shady Hill Drive
Northridge,CA 91324 Indianapolis,IN 46274
818/349-1338 317/293-4430
EspieM.Joyce,Jr. ArthurR. Morgan
Box 468 3744 North 51st Blvd.
Madison,NC 27025 Milwaukee,WI 53216
919/427-0216 414/442-3631
Morton W. Lester AI Kelch
P.O.Box 3747 7018 W.Bonniwell Rd.
Martinsville, VA 24112 Mequon, WI 53092
703/632-4839 414/377-5886
GeneMorris JohnR. Turgyan
115CSteve Court, R.R.2 Box 229,R.F.D. 2
Roanoke, TX 76262 Wrightstown,NJ 08562
817/491-9110 6091758-2910
S. J. Wittman GeorgeS.York
Box 2672 181 Sloboda Ave.
Oshkosh.WI 54901 Mansfield,OH 44906.
414/235-1 265 419/529-4378
ADVISORS
Daniel Neuman Ray Olcott
1521 Berne Circle W. 1500Kings Way
Minneapolis,MN 55421 Nokomis, FL 33555
61 2191-0893 813/485-8139
S.H. " Wes" Schmid GarWilliams
2359 Lefeber Road Nine South 135Aero Drive
Wauwatosa,WI 53213 Naperville, IL60540
4141771 -1545 3121355-9416
OCTOBER 1984 Vol. 12, No. 10
Contents
2 StraightandLevel
byBobLickteig
4 Antique/ClassicNews
byGeneChase
6 TomLaurie'sGrandChampion
StinsonSR-SE
byGeneChase
10 VintageLiterature
byDennisParks
11 MysteryPlane
byGeorgeHardie,Jr.
12 1984AeroncaFly-InatMiddletown
byJimThompsonandAugieWegner
16 Chapter13'sFirstShow
byBobLickteig
17 FromtheAntique/ClassicPaddock
byLoisKelch
22 VintageTrader
25 LetterstotheEditor
See Page6
See Page12
See Page 17
FRONTCOVER ...TheGrand ChampionAntiqueAwardwenttothis
beautiful 1934Stinson SR-5E,N14187,SI N 9279-Arestored byTom
Laurie (EAA93526,AlC 2219),NewportBeach,California.
(Photo by Ted Koston)
BACK COVER ...1928 Swallow, NC8730 with Wright J-5. Once
owned by cowboy actor Hoot Gibson who cracked it up at the Los
Angeles National Air Races. With NACA cowl ,wheel pants and 120
mphtopspeed,thiswasthesportiestSwalloweverbuilt.Eatyourheart
out,Buck Hilbert!
(Oliver R.Phillips photo via Mike Rezich)
ThewordsEAA, ULTRALIGHT,FLYWITHTHEFIRSTTEAM, SPORTAVIATION,andthelogosofEXPERIMENTAL
AIRCRAFT ASSOCIATION INC., EAA INTERNATIONAL CONVENTION, EAA ANTIQUE & CLASSIC DIVISION
INC.,INTERNATIONALAEROBATIC CLUB INC., WARBIRDSOFAMERICA INC. ,are registeredtrademarks,THE
EAA SKY SHOPPE and logos of the EAA AVIATION FOUNDATION INC. and EAA ULTRALIGHTCONVENTION
are trademarks of the above associations and their use by any person other than the above associations is strictly
prohibited.
Editorial Policy:Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles
are 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,Wittman Airfield,Oshkosh,WI 54903-2591.
The VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by EAA Antique/Classic Division,
Inc.of the Experimental AircraftAssociation,Inc. and is published monthly at Wittman Airfield,Oshkosh,WI 54903-
2591. Second Class Postage paid at Oshkosh, WI 54901 and additional mailing offices. Membership rates for
EAA AntiquelClassic Division, Inc. are $18.00 for current EAA members for 12 month period of which $12.00 is
forthe publication of The VINTAGE AIRPLANE.Membership is open to all whoare interested in aviation.
ADVERTISING - Antique/Classic Divisiondoesnotguaranteeorendorseanyproductofferedthrough ouradvertis-
ing. We inviteconstructivecriticism andwelcomeanyreportofinferiormerchandiseobtainedthroughouradvertising
so that corrective measurescan be taken.
Postmaster:Sendaddresschangesto EAAAntique/ClassicDivision,Inc.. WittmanAirfield,Oshkosh,WI54903-2591 .
VINTAGE AIRPLANE 3
(Photo by Ted Koston)
. This aerial view shows a portion of the 739 antique and classic
aircraft registered at Oshkosh '84.
OSHKOSH '84
This 32nd annual edition ofthe EAA Fly-In Conven-
tion was a resounding success as reported inJack Cox's
Hotlinein lastmonth's SPORT AVIATION.
Atotal of1592showplaneswereregistered,including
739 antique, classic and replica aircraft. A breakdownof
these typesis: 607 classics, 128antiques, and4 replicas.
Inaddition to some outstandingnewaircraftprojects,
the highlightsincludedthefollowing activities:
A porch on the Red Barn (see Lois Kelch's article on
page 17).
Increasedinvolvementby TypeClubswithtengroups
representedin thelargetentneartheRed Barn.
Over 400 members and guests attended the Antique/
ClassicDivision picnic.
Seven past Grand Champion and Reserve Grand
Championaircraftweredisplayedina specialareafor
thefirst reunionofthese prestigiousawardwinners.
28 membersenteredtheFirstAnnualAntique/Classic
PhotoContest.
93 aircraftflew intheAnnualParadeofFlight,repre-
senting79 differenttypes.
40 aircraftandabout100 membersandguestspartici-
pated in the fly-out to Wautoma, Wisconsin (see Bob
Lumely's story in the next issue of THE VINTAGE
AIRPLANE).
Duringtheweek18aircraftweremovedintotheinter-
viewcircleinfrontoftheRedBarnwheretheirowners
were interviewed.
Atotalof129newmembersjoinedtheAntique/Classic
Division and55 membersrenewed.
Articlesandphotosoftheaboveactivitieswill appear
in forthcoming issues of THE VINTAGE AIRPLANE.
Thanks to Jack McCarthy (EAA 87959, AlC 2698),
Crestwood, Illinois, who arrived atthe Conventionearly
and stayed throughout, we have excellent photographic
coverage ofall activitiesintheAntique/Classicarea. We
areindebtedtoJackwhovolunteeredhistimeandtalents
so the readers of VINTAGE can enjoy a more complete
coverageofAntique/ClassiceventsatOshkosh.Watchfor
Jack'sphotos infuture issues.
AWARD WINNERS AT OSHKOSH '84
CLASSICS:
Grand Champion - Cessna 140, NC4135N - Rick and
KathiePaige, SanMateo,CA
Reserve Grand Champion - Rawdon T-1, N5160 - Chas-
tainFamily, Manchester, MO
Class I (0-80 hp) - Piper J-3, NC87840 - Robert and
CharlesParish, Tullahoma,TN
Class II (81-150 hp) - Luscombe 8E, NC1524B - Scott
Benger, Aurora,CA
Class III (151 hp and up) - BeechcraftBonanza,N5186C -
Georgene and Don McDonough,PalosHills,IL
Custom Class A(0-80 hp) - Luscombe8A, N45965 - T.R.
Boyd, LakeJackson,TX
Custom Class B (81-150 hp) - Luscombe 8F, N1499B -
JerryandDeloresAdkisson, Tuscola, IL
Custom Class C (151 hp and up) - SwiftGClB,N80843-
JackNagel, Athens,TN
Outstanding in Type:
Aeronca 7AC, N85656 - StephenT. PollinaandGil J.
Pasquini,Westhaven,IL
Aeronca ChiefllBC, N82496- GaryCotner,Tulsa,OK
Beechcraft - Bonanza C-35, N8974A - John Howard,
Sunnyvale, CA
Cessna 1201140 - Cessna 140A, N9467A - Richard L.
Harris,ValleyCottage,NY
Cessna 1701180 - Cessna 170B, N2681D - Dean
Richardson, Madison, WI
Cessna 1901195 - Cessna 190, N190BR - Dr. W. W.
Rogers,Phoenix, AZ
Ercoupe - N2701H - ScottOlson, So. St. Paul, MN
Luscombe - Luscombe8A, NC1174K- TomandCarrol
Woodbuin, Staunton, VA
Navion N91112 - Don Cowdrey, Owasso,OK
Piper J-3, N98035 - JimLefeure, GreenBay,WI
Piper (Others) - PiperPacer, N1580A - DavidSerene,
Ford City, PA
Stinson 108-3, N1083 - Sharron and Larry Wade,
Spring,TX
Swift, N8353B - MarkHolliday, LakeElmo,MN
Taylorcraft BC-12D1, NC 9809M - Robert Gehring,
Rubicon, WI
Limited Production - Trojan, N8345H - NancyGrout,
Waukesha, WI
Best Workmanship - Stinson 108-2, N400C - Tom and
LorraineZedaker, LasVegas, NV
ANTIQUES:
Grand Champion - 1934StinsonSR-5E,N14187 - J.Tom
Laurie, NewportBeach, CA
Reserve Grand Champion -1930StearmanC3R,NC794H
- JeffRobinson, Arleta, CA
Contemporary Age (1933-1945)
Champion - 1941 Luscombe 8C, NC39023 - James
Flager, Upland, CA
Runner-up - 1943HowardDGA-15P, NC95462- Chub
andBetteTrainor, SantaPaula,CA
Outstanding Closed Cockpit Monoplane - 1935Cessna
C-34, NC15463 - HenryGeissler,Webster, MN
- 1941 Porterfield LP65, N37717 - Arthur Buj-
nowski, Goshen, CT
Outstanding Open Cockpit Monoplane - 1940 Ryan
STA, N17343, Bill Rose, Barrington,IL
Outstanding Open Cockpit Biplane - 1938 DeHavil-
landDH82A, N86TM,JimVanWeelden, Kalama-
zoo, MI
Silver Age (1928-1932)
Champion - 1930 Savoia MarchettiS-56B, NC194M -
R. W.Kaplan, Owatonna, MN
Runner-up - 1931 Waco QCF, NX11241 - Marion
Havelaar,Rapid City, SD
Outstanding - 1929AmericanEagle,NC563H- Barry
Johnson, HowardFassler, Cherokee, IA
Outstanding - 1929SpartanC-3, N705N- EdWegner,
Plymouth, WI
Customized Aircraft
Champion - 1939 Spartan7W, N17659 - Dick Young,
Inglewood, CA
Runner-up - 1943 Beechcraft D17S, N480 - Clyde
Bourgeois, SantaYnez, CA
Outstanding - 1943GrummanG-44Widgeon, C-FJFV
- Bill Grenier,Toronto, Onto
Outstanding - 1943 Howard DGA-15, N68119 - Dan
Kumler, Ocala, FL
WWli Military Trainer - Liaison Aircraft
Champion - 1943 Fairchild PT-19B, N127MP - Mike
Kelly, Coldwater, MI
Runner-up - 1943FairchildPT-19B,N51939- William
L.Mitchell, Coudersport, PA
Outstanding - 1941 Stearman, N5728N, Hugh Bikle,
MountainView, CA
Replica Aircraft:
Champion - Gee Bee Y, N718L, Ken Flaglor, North-
brook,IL
SEE AND BE SEEN
OnAugust14ththeFAAAdministrationhelda meet-
ing with all ofthe industry associations in Washington
regarding ways to reduce mid-air collisions and near
misseswithaircraft.Thecommentstenderedrangedfrom
controllererrorstofailuretoobservethe"seeandbeseen"
ruleofFAR91.
The single most effective way to help the situation
seemed to be "constant vigilance-looking" on the partof
flightcrews.Complacencyinthecockpit(dependingonthe
AirTrafficControlsystemtoprotectthem)ishighonthe
probabilitylistofcauses.
Weare asking you as a pilot or crew member to be
aware ofthisthreatandto "keepyourheadon a swivel"
whenunderVFRconditions.
Pleasegivethisyourpositiveattentionandreducethe
possibilityofbecominga statistic.
ATTENTION - COLLECTORS
The EAA Aviation Foundation Libraryhasa limited
supplyoforiginaleditionsofthefollowingpublicationsfor
sale. Each is in mintcondition- they are originals, not
reprints:
Instruction Manual fo..!.. Waco Custom Handbookfor YoungMen- AirCadetsofAmer-
Cabin Models AGC-8, DGC-8 &
ica. Someofthesubjectscovered inthe32chap-
EGC-8. 12 threefold-outs ... $10.00 ters are: History of Aviation, Aircraft Instru-
ments, Parachutes, Meteorology, Gliders, How
Instruction Manual andPartsPrice Listfor the
to Fly, First Aid, etc. Published in 1932. 475
1934-1938 Waco Standard Cabin Models UKC,
pages. ........................... $ 7.00
YKC,UKC-S,YKC-S,YKS-6,YKS-7andZKS-7.
43 pagesplusfour fold-outs ......... $22.00
Order from: EAA Aviation Foundation Library, Wittman Airfield, Oshkosh, WI 54903-3065.
Attention: DennisParks.
------=====.
VINTAGE AIRPLANE 5
TOMLAURIE'SGRAND
CHAMPIONSTINSONSR-SE
By Gene R. Chase
(Photos by Ted Koston)
The 1984GrandChampion Antiqueisrightathomeemongtheclouds.The10-yearrestorationeffortisplainlyvisibleinthisphoto,
rightdowntotheprettybumpcowl andthestreamlined wheelpants.
Tom Laurie's name may be new to many EAA Antique/
Classic members, but certainly not to those who are also
model plane enthusiasts. Tom had been buildihg and fly-
ing models for some six years by the time he graduated
from high school. This was 1933 in Fort Wayne, IN, and
jobs were not plentiful. In later years he was to have his
plans for both gas-powered free flight and radio controlled
scale models published in Frank Zaic's Yearbook and the
currently popular MODEL BUILDER magazine.
At the urging of an uncle, he opened a hobby shop
which he ran for three years. Profits were meager, but he
gained his first experience in the business world. He then
got a job as a pattern maker and learned how to use
templates. These skills would continue to serve him well
6OCTOBER 1984
in his professional life, his hobby of building and flying
models, and most recently, in the restoration of the Osh-
kosh '84 Grand Champion Antique Award winner ... but
more about that later.
In 1940 Tom moved to the west coast, going to work
for Northrop Aircraft, Inc. in the following year. Most of
his work at Northrop involved engineering the installa-
tion of powerplants. Some of the interesting aircraft he
was privileged to work on were the B-35 and B-49 Flying
Wing Bombers, and the F-89D Scorpion as Assistant Proj-
ect Engineer.
After 30 years, Tom retired from Northrop and con-
tinued to pursue his modeling hobby, which had become
almost exclusively radio-controlled scale models.
Scale modelers are forever seeking out new full size
subjects to model, and after obtaining permission from the
owner they measure and photograph every aspect of the
plane necessary for drawing a set of plans and/or docu-
menting their pride andjoy when entered in competition.
It was on such a mission in September, 1974 that Tom
decided it was time to build up a full size airplane rather
than another scale model. He had gained entrance through
the efforts of Ed Marquart, to a hangar behind Ed's where
a De Havilland Fox Moth was temporarily housed at
FlaBob Airport near Riverside, California.
While Tom was photographing the Fox Moth he noticed
a fuselage stored in the corner of the hangar, covered with
a black plastic sheet. Naturally he was inquisitive and Ed
said it was a 1934 Stinson SR-5E which was for sale. The
airframe was very complete including the original factory
installed Lycoming R-680-4 225 hp engine and Hamilton-
Standard ground adjustable propeller.
Wasting no time, he purchased the Stinson, NC14187,
and spent the next six months disassembling the fuselage
and tagging parts at FlaBob Airport. The fuselage wasn't
damaged but there was rust in some of the lower members
which Ed Marquart replaced with new tubing.
Tom then took the fuselage to a shop for sandblasting.
This turned out to be a mistake because as he put it, "I
should have known better when I saw cement mixers
waiting to be cleaned. The guy literally blasted the bottom
of the fuselage away!"
Having learned a lesson the hard way, Tom took the
fuselage home where his friend, Chris Schultz replaced
nearly all the lower members and the fin spar. No longer
trusting others to do the job, Tom acquired his own
sandblasting equipment and used it at home in his drive-
way to clean the remaining pieces of the Stinson.
After priming the fuselage framework, Tom began the
arduous task of replacing every piece of wood, using all
the original pieces as patterns. The new window and door
frames fit perfectly because he made them in jigs which
he had built around the original frames. Each wooden
former was replaced as were each of the stringers which
Tom milled himself. These were "T" section members with
a rounded crown on the external edge.
The wings appeared to be in perfect shape, but when
he removed the wood spacers on the bottom of the rear
spars in the area of the fuel tanks, the spar material
literally fell on the floor. This necessitated splicing five
feet to the inboard ends of the rear spars. He also had to
rebuild all the hinge points for the ailerons and "speed
arresters" (flaps) because they were out of alignment with
the airfoil. Fortunately, the rest of the wing structure,
In level flight over the Wisconsin country side, the SR-SE dis-
plays some classic lines. Note the almost scalloped look of the
fuselage sides as the fabri c is pulled in between the stri ngers.
Editor Gene Chase is at the controls.
Posing for a picture beside the taxiway, the bi g Stinson looks
massive and rugged, even fifty years after it was built! Outside
baggage door is visible just aft of the last wi ndow.
ribs, ailerons and fittings were in fine shape.
After six years of steady work at home, Tom reached
the point where he needed help with the sheet metal work
on the big Stinson. On Thanksgiving Day, 1980, he took
the plane to Chris Schultz's shop in Santa Ana where
Chris and other friends helped to finish the project.
Chris, who is very good with sheet metal and an excel-
lent welder was able to save most of the original fairings
by welding and grinding. The only new pieces were the
cuffs on the wing strut lower ends, the removable acces-
sory panels behind the engine cowl, and a few fittings
including the one at the stabilizer pivot point.
Tom installed a new electrical system, duplicating the
original 100 amp fuse and number two wiring with one
exception; he added a solenoid-type master switch to in-
sure a positive battery cut-off.
For two years Tom agonized over the interior, asking
dozens of antiquers what the original looked like. Not
learning the answer, he decided to go ahead and remove
the yellow and red plastic interior in his plane. In doing
so, he was totally unprepared for what he found ... all
the original leather was in place under the plastic!
Carefully removing each piece ofleather, he traced the
outlines with chalk on cardboard. Tom then made arrange-
ments to have the Thornton Upholstery Shop in Santa
Ana make up and install the interior. This shop was just
a half-mile from Chris Schultz's and Tom towed his fuse-
lage there early one morning while traffic was light. Be-
cause the shop didn't open until 8:00 a.m., Tom presented
an unusual sight waiting in the nearby parking lot with
the plane.
The Thornton shop is noted for doing the interior work
on very expensive antique autos, and they were able to
accurately match the original materials in NC14187. The
craftsman who did the work was a 30-year-old Venezuelan
whom Tom couldn't understand, but who knew exactly
what was needed and did a great job. Tom admits he was
reluctant to spend the money to duplicate the original,
elegant interior, but now he's glad his wife, Ruth, insisted.
A curious and unusual item in the Stinson SR-5E is a
retractable rear view mirror in the cabin ceiling between
the windshield and the elevator trim handle. The curved
mirror is raised up into the slipstream by several turns of
a handle, giving both front seat occupants a view of the
tail surface and the area behind the plane. A seal prevents
air and water leakage when the mirror is retracted flush
with the fuselage top.
At some earlier time the mirror in Tom's plane had
been removed and a sheet metal panel riveted in its place.
This posed a problem until a friend, Don Johnson of
Corona, California, made the mirror available from his
VINTAGE AIRPLANE 7
"It's what's up front, that counts!" The big, round Lycoming
R-680-4 is a masterpiece of restoration work by Ed Marquart.
The pOlished Hamilton prop adds to the beauty.
SR-5 which was engineless and needing restoration. Tom
and another friend (what would we do without 'em!) Harry
Hubbell removed the item and meticulously cleaned it
with Tom's sandblasting equipment.
Friend Jack McCracken who works in a foundry, then
took the original castings, sealed the holes with wax and
recast and machined all the parts. The original gears were
made by Boston and when Tom contacted the Boston Gear
Company in Los Angeles he learned the identical items
were still available.
At noon when he went to Boston to pick them up the
clerk said that he was the second person to order the same
gears that day. Further questioning determined that Jack
McCracken had already purchased the needed items!
But the mirror problems weren't over yet. Curved glass
matching the original couldn't be found and Tom made
several unsuccessful attempts to heat and bend pieces of
glass mirror. Harry Hubbell enters the picture again when
he turns up with a piece of plastic mirror which Tom was
able and bend to the proper shape. This looks very authen-
tic and does the job admirably.
Another unusual feature of this Stinson is the throttle
location on the control column which places it in easy
reach from both the pilot and co-pilot seats. Some obser-
vers suggested that it be moved to a more "conventional"
location, but Tom insisted on originality and is glad be-
cause it poses no problems in operation.
All the instruments are original and were rebuilt to
like-new, airworthy condition. The only radio on board is
a hand-held portable communication transceiver.
The SR-5E is covered and finished with Stit's materials
from the D-I03 fabric through Poly-Tone. The total
number of coats is about 15 with much sanding in be-
tween. The final sanding chore was done with an ultra-fine
paper, a 3-M product used for fine automobile finishes.
The next process was the use of a power buffer and
McGuires Cleaner to achieve a shiny finish. Next,
McGuires Glaze was applied by hand followed by a coat of
wax, also hand-applied. Most of the aircraft was finished
thusly before assembly, making that job "fairly easy."
A red letter day occurred in August of last year when
the airframe components were moved back to FlaBob Air-
port for final assembly. This followed a period of many
months during which Tom worked four nights per week
plus every Saturday.
Although the engine was complete, including all acces-
sories, its restoration was a sizeable chore. It had acquired
a lot of rust during its idle years and was a real bear to
disassemble. The only original parts in the engine today
are the cylinders, crankshaft and case. Tom had the badly
pitted cylinders chromed and he was extremely fortunate
in locating a brand new set of over-size pistons!
8 OCTOBER 1984
The man who did the cylinder work for Tom was Ed
Clark of Moth Aircraft, Hawthorne, California. Ed also
installed new valves, guides, and seats including steel on
the exhaust side to protect against the ravages of 100LL
fuel in case Tom is forced to use it. Incidentally, Ed is
building from scratch, five DH Tiger Moths!
Final assembly of the Lycoming R-680-4 was done by
Ed Marquart and it runs like the proverbial "sewing
machine".
The propeller was overhauled in a prop shop in Tor-
rance, California where they found the blades to be in
good shape but not the hub. It had been chromed, includ-
ing the inside, but where the planting wasn't complete,
corrosion had taken its toll.
In tracking down a replacement hub for the ground-
adjustable Hamilton-Standard prop, Tom contacted
another SR-5 owner, Antique/Classic member Bob Near
of Hastings, Nebraska who put him in touch with a shop
in Minnesota. They in turn supplied the name of a man
who owned such a hub and Tom made an instant purchase.
The original brakes were replaced with new expand-
able bladder type purchased from Blue Lightning in
Fresno. They recommended the use of a silicon-base brake
fluid, as did the folks at the Briggs Cunningham Antique
Auto Museum. The museum displays about 100 cars which
are run only about once each year. They've experienced
no corrosion since switching to the silicon-based fluid.
One of the cars at the Briggs Cunningham Museum is
a 1929 Stutz Bearcat and when Tom and Ruth Laurie first
saw it, they greatly admired its cream and orange colors.
In . fact, they decided to finish the Stinson in those same
colors. In comparing paint chips with the Bearcat, Stits'
Tucson Cream and Pumpkin Orange were a near perfect
match.
Not liking the original black, red and yellow color
scheme on NC14187, and in conferring with Joe Juptner
(author of the U. S. Civil Aircraft series), Tom learned
that some Stinson SR-5Es were indeed delivered with
custom paint jobs at the request of the purchaser. So the
choice of colors would not detract from the authenticity of
the restoration. The paint design on NC14187 is factory
original as gleaned from old photos and a set of Wylam
drawings.
Earlier in this article, several references were made to
Tom's active involvement with model aircraft, but none to
his personal flying experience. Tom did some Cub flying
in the late thirties but never received his license. So when
it came time for the Stinson's first flight he called on his
friend, Bill Turner, a highly experienced pilot who flew
U. S. Navy PBYs during WW II .
Probably one of the most immaculate interiors ever to show up
at Oshkosh, Tom Laurie's SR-SE even smelled new! Note throt-
tle mounted on yoke with ashtray underneath.
More recently, Bill's name is synonymous with flying
the EAA Aviation Foundation's Spirit of St. Louis replica
and Stinson SM-8A as well as his own replica racers, the
Brown B-2 and Gee Bee Model Z. One very important
factor was Bill's fairly recent experience with the brake
system on the SM-8A which is identical to that on the
SR-5E - heel brakes incorporated on the rudder pedals.
For pilots with thousands of hours in aircraft with toe
brakes, the heel brake feature requires great concentra-
tion during all ground operations, especially landing.
The big day was April 29, 1984 when Bill made a 30-
minute test flight and after landing said, "Don't change a
thing!" He then made two more solo take-offs and landings
and proceeded to give passenger rides to excited owner,
Tom and several others who were instrumental in the
completion of this immaculate restoration.
Bill enjoys flying the Stinson and notes it has no bad
characteristics. He prefers to make tail-low wheel land-
ings as do most other Stinson Reliant pilots. Go-around
performance with the speed-arresters (flaps) fully lowered
is somewhat less than sprightly, so he uses a comfortable
15 degrees for landing approaches.
The speed-arrester system is interesting in that it's
Famous Stinson logo has adorned many outstanding desi gns
of Eddie Stinson and his company since way back in the "Twen-
ties".
tied in mechanically with the stabilizer trim. Eighteen
turns of the overhead crank are required to fully lower the
speed-arresters, with the first several turns only lowering
the leading edge of the stabilizer for nose-up trim. As full
nose-up trim is reached, the speed-arresters begin their
down travel. These early Stinsons had four different flap
systems. Tom's plane has the early one, driven by an
endless cable around a 5" pulley.
With its roomy and elegantly appointed four-place
cabin the 50-year-old Stinson cruises comfortably at 100-
105 mph at 1900 rpm, burning 12 gph. The fuel system
consists of two 25-gallon wing tanks which feed a small
header tank (less than one gallon) located ahead of the
instrument panel.
Landing speed with flaps is 55-60 mph and the full-
swivel, non-locking or steerable tailwheel poses no prob-
lems other than being a size which is very hard to find.
NC14187 made its first public appearance in early
June at the popular Merced (California) 27th Annual West
Coast Antique Fly-In where it received the top award, the
prestigious Mayor's Trophy.
Then in July, only five days before departing for Osh-
kosh, following a no-wind landing which required some
braking, the brakes locked up during gas up and the plane
could not be moved until the brakes cooled. Tom was
heartsick because it looked like the time required to
make the needed rep_airs would cancel the trip.
The shine on the large tail surfaces lets a person know you are
looking at a top notch finish. Note rudder lock in place.
(Photo by Bill Turner)
Ruth and Tom Laurie are flanked by their daughters Pat (L) and
Susan.
(Photo by Ruth Laurie)
Bill Turner (L) and Tom Laurie are obviously pleased with the
top antique honor bestowed on the Stinson.
(Continued on Page 23) VINTAGE AIRPLANE 9
ByDennisParks(EAA 115388)
Purdue UniversityLibraries
Air Trails was published under various titles from
February 1934 until October 1955. Street and Smith of
New York was the publisher. One of the leading aviation
magazines of the 30s and 40s, AirTrailswas a potpourri
of aviation fact , modeling, fiction and news.
AirTrailsbegan its publishing life as BillBarnes,Air
Adventurer in February 1934. The Bill Barnes novels
published therein were a fanciful collection of wild aircraft
and wild adventure. Fast, strange aircraft such as the
"Lancer" and "Snorter" tore across the skies in pursuit of
dangerous villains. The aircraft included such features as
twin sets of diesel engines mounted in-line and retractable
fuselage floats.
Apparently reality in the pre-war years became adven-
turous enough as Bill Barnes' name was dropped from the
title BillBarnes AirTrails in February 1937 to become
AirTrails.By later 1939 the Bill Barnes novel and other
fiction faded from the magazine.
Matching the fanciful fictions were the colorful covers.
Full color artwork by Frank Tinsley graced the covers and
highlighted his articles on new aircraft. Among the air-
craft on the covers in the 30s were the Pou du Ciel, the
Boeing 299 and the Hughes Racer. Most of the aircraft on
the covers bore a menage of colors that bordered on the
gaudy.
In January 1940 excellent color photos began to be
reproduced on the covers. Later during the war, full color
photo spreads were added to the contents of the magazine.
These photos are one of the best printed collections of
contemporary color photography of aircraft of the 40s.
The modeling section of AirTrailsprovided fine draw-
ings for solid scale and built-up models. The scale draw-
ings were done by Philip Mates, G. Christy, William
Winter and Nick d' Apuzzo of EAA Design College fame.
During 1937 there were drawings of the Folkert's Special ,
Fleetwings Seabird and Lindbergh's Miles Mohawk
among others.
Built-up model drawings included those done by Gor-
don Light, Joe Ott, and Alan Booton. Plans for flying
models of the Flying Flea, the Al Williams Gulfhawk and
Frank Hawk's "Time Flies" are among the drawings for
1936-37.
A partial list of editors and article authors looks like
a who's who of book authors of aviation history. These
include Arch Whitehouse, Clyde Pangborn, Alexis
Dawydoff, Douglas Ingells and William Larkin.
In addition to the magazine itself, a feature in Air
Trails,"Air Progress" became a separate publication as a
semi-annual in 1938. Later, AirProgresstook on a life of
its own as a monthly and it continues to be published.
10 OCTOBER 1984
After the war, Air Trails became more of a hobby
magazine and in 1954 added the subtitle of Hobbies for
Young Men. In 1955 the title became Young Men and
in 1956 became known as American Modeler. In Jan-
uary 1968 the title changed to AmericanAircraftModeler
with William Winter as editor and publisher. The title
ceased in March 1975.
In 1976, AirTrails enjoyed a brief revival under the
auspices of Challenge Publications. This new effort in-
cluded reprints from the original publication plus addi-
tional material by John Underwood, Jim Larsen, William
Larkins and others.
The EAA Library has a mostly complete set of Air
Trails dating from 1939 .
By George Hardie, Jr.
This month's mystery plane is
another example of a designer's at-
tempt to cash in on the boom in avia-
tion that followed Lindbergh's trans-
atlantic flight . The photo is from the
Howard Tubbs collection. In 1933
Tubbs started publishing a little
magazine called Sportsman Aviation
and Mechanics, aimed at the
sportsman pilot, the homebuilder and
modelers. No identification of this
airplane is given, but the engine ap-
pears to be a Detroit Air Cat. The
license is X-lION which may be of
assistance in determining the name
of the manufacturer.
Answers will be published in THE
VINTAGE AIRPLANE for January,
1985.
The July Mystery Plane was iden-
tified by Robert F. Pauley (EAA 1277,
AlC 8685), Farmington Hills, MI who
wrote:
"The Mystery Plane in the July
1984 issue of THE VINTAGE
AIRPLANE is the two-place tandem-
wing amphibian built in the Ford Air-
craft Shops in Dearborn, Michigan in
1927. It is mentioned on the list of
Ford aircraft, from the Ford Motor
Company Archives dated October 5,
1931, along with the notation "super-
vised by Stout".
Although Bill Stout was a Director
of the Stout Metal Airplane Division,
Ford Motor Company, in many cases
he worked independently on his own
ideas and without any direction from
management (Edsel Ford was presi-
dent of the Division and William
Mayo was Chief Engineer). Stout was
responsible for several unusual proj-
ects while working at Ford and the
tandem-wing airplane was one of
them. Perhaps today we would refer
to Stout's operation as the Ford Air-
craft Division's "Skunk Works".
The tandem-airplane was an all-
metal design using corrugated skin
as was used on the Tri-Motors, and
was powered by two Bristol Cherub
III engines of 32 hp each. The config-
uration was similar in some respects
to the popular "Flying Flea" design in
that longitudinal pitch was controlled
by the forward wing which was piv-
oted at the main spar.
It was completed in May, 1927
under the direction of Bill Stout, with
the actual construction work being
done by two sheet metal workers from
(EAA Archives Photo dated 5/12/27 from
Wally Norman Collection
Bill Stout poses in this rear view photo of
his one-and-only " Dragonfly".
(Photo courtesy of Robert F. PMJIey)
The "Dragonfly" after its high speed taxi accident.
the Aircraft Division, Anthony Walek to a far corner of the Engineering
and Edwin Jackson. It was unoffi- Shop. Stout soon lost interest in the
cially nicknamed the "Dragonfly" be- project and it was eventually
cause of its dual wing arrangement. scrapped.
While it never left the ground, the It never carried an official Ford des-
airplane was taxied at the Ford Air- ignation nor a CAA registration. I am
port at speeds of up to 80 mph. During enclosing a photo of the airplane
one of these high speed taxi tests it after it had been damaged in the taxi
was badly damaged and was relegated test but prior to being scrapped .
VINTAGE AIRPLANE 11
(Photo byJim Thompson)
Scot Decker of East Peoria, IL flew this 1941 65TL, NC31837 tandem trainer to Middletown and was awarded the Best Pre-War Tandem
award.
1984AERONCAFLY-INAT
MIDDLETOWN
(Photo by Jim Thompson)
For the second year, Mallory Harwell flew all the way from
Memphis, TN in his 1935 C-3, N14556. It was chosen the best
C-3 at the Saturday night Award's Banquet.
12 OCTOBER 1984
By Jim Thompson and Augie Wegner
(EAA 107574, AlC 5759) (EAA 85671, AlC 5781)
P.O. Box 102 143228th Court
Roberts, IL 60962 Kenosha, WI 53140
On the weekend of June 8-10, 1984, Hook Field at
Middletown, Ohio saw the Second Aeronca Factory Fly-In
take place. Around 60 Aeroncas made the trek home,
along with 50 other types of aircraft. The fly-in was a big
success even though the attendance was down a little from
1983 because of weather problems. Inclement weather
existed to the west and winds blew around 30 mph with
gusts well above that for most of the weekend. Fortunately
the wind dropped off somewhat on Saturday and many of
the arrivals came in then.
This fly-in, like Middletown '83, was chaired by or-
ganizers Jim and Betty Thompson of Roberts, Illinois.
Assistance was provided by several people and organiza-
tions including John Houser and Keith Wyman of
Aeronca, Dick Alkire, Wally Baldwin, Doc and Kitty
Boise, J. R. Wedekind, the Middletown Aviation Club, the
Aeronca Aviator's Club and the Aeronca Club.
Middletown is "home" to the Aeroncas manufactured
after mid-June of 1940. At that time the factory moved to
Middletown from Cincinnati's "Sunken Lunken" field.
Flooding was a major problem and, according to John
Houser, many valuable records were lost during the worst
of these floods. The Aeronca factory today is a major aero-
space contractor, providing components for several of the
larger civilian and military aircraft.
On Friday a tour of the Air Force Museum in Dayton
was arranged. Those going on the tour had an extra treat
in store for them - a vi sit to the Museum's restoration
shop. A side trip was also taken to Carillon Park where
the Wright Brothers' Flyer III is housed. Also on Friday
the Middletown Aviation Club hosted a steak fry and
(Photo byJim Thompson)
TheMilitatyawardwi nneristhisnicelyrestoredAeronca0-580,
NC47187,owned byGrasshopper AviationofHarrison,OH.
social with Aeronca veterans in their hangar at Hook
Field. Both the food and conversation were excellent . It
was especially nice to be able to stay on the field for t he
evening events.
Around 250 people attended the banquet Saturday
evening with the Master of Ceremonies being Mr . J . R.
Wedekind, manager of Hook Field. (See the April 1984
issue of THE VINTAGE AIRPLANE for a related story
on the Wedekinds.) The speakers were Edna Gardner
Whyte of Roanoke, Texas and Captain John M. Jones of
Rancho Palos Verdes, California. Ms. Whyte owns her
own airport in Texas and runs a flying service on the
field. She arrived in Middletown with a young student
pilot on a cross-country flight. At only 82 years young she
told some very entertaining stories about flyi ng C-2's and
C-3's when they were new, as well as other stories t hat
everyone loved. Ms. Whyte also related some of t he dif-
(PhotobyJimThompson)
Bob Grosserof Cincinnati ,OH istheownerofthisbeautifully
restored Aeronca Sedan, N1473H, which was chosen Grand
Champion Classic.
(PhotobyJim Thompson)
The Pre-War Custom award winnerwasthisbeauitful L-3B,N333CU,ownedbyRobert Matlockof Prospect,KY.
VINTAGE AIRPLANE 13
ficulties that she has experienced as a woman in the bus-
iness of flying and later starting her own airport. She
conquered all the problems and is an inspiration to all.
Mr. Jones, a retired Captain with American Airlines,
better known as "Johnny" Jones, was the other speaker.
He made history in 1938 when he flew a 50-C Chief (50
hp Continental) non-stop from Los Angeles to New York
and landed with around 6 hours of fuel remaining. He
even made a fly-by down the runway at Lunken Field, the
home of the Aeronca factory at that time. Earlier in the
day we had a chance to talk with him about Aeroncas and
discovered that before his flight he was a Taylorcraft
dealer in California. Mr. Jones said that when Aeronca
came out with the Chief with the new 50 hp Continental
(Photo by Jim Thompson)
The Best Custom Classic was this beautiful 1946 7BCM, N83964,
owned by Steve Alcorn of Indianapolis, IN.
a
(Photo by Jim Thompson)
The Best Sedan Award was won by this 1948 Aeronca Sedan,
N1003H, owned by Conrad Jockus of Kalamazoo, MI.
he switched over to selling Aeroncas.
The ''jaunt'' across the country was planned shortly
thereafter with executives of Aeronca. Mr. Jones discussed
the extensive preparations for the flight, including mod-
ifying the Chief, test-flying it on long trips around the
country, planning the route and checking the weather.
The question we had to ask him was, "What happened to
the Chief?" We had checked the registration number and
found that it had been reassigned to a modern aircraft.
Mr. Jones told us that a young fellow from one of the
Scandinavian countries wanted to fly the Chief non-stop
back to his home but couldn't get permission from the
FAA so he dismantled the Chief and towed it away from
the factory on a trailer. The last Mr. Jones heard the
fellow's car and trailer were discovered at an airport in
Vermont. Neither he nor the Chief were ever heard from
14 OCTOBER 1984
again. Not surprisingly, this was the first question asked
Mr. Jones at the conclusion of his talk Saturday evening.
Also at the banquet two special awards, plaques and
framed photographs of the 1983 Fly-In taken by Ed Burns
from Bill Pancake's Champ were presented to Aeronca,
Inc. and J. R. Wedekind for their generous support of the
Aeronca Factory Fly-Ins. Similar photographs were also
given to John Houser and Wally Baldwin for their efforts.
At the steak fry and banquet Wally Baldwin displayed
some of his photographs of Aeroncas, and the Aeronca
factory had their video tape of the 1983 Factory Fly-In
playing both evenings.
On Sunday a celebration of the 60th anniversary of
Hook Field took place. Breakfast was served at Mr.
(Photo by Jim Thompson)
Three of the aircraft judges with Johnny Jones. L-R: Dale Wol-
ford, Johnny Jones, Dick Alkire and Bill Pancake.
(Photo by Betty Thompson)
Grand Champion Antique, Walt Weber's freshly restored 1931
Aeronca C-3, NC12423, being taken for a hop around the field
by Jim Thompson.
Wedekind's hangar on both Saturday and Sunday morn-
ings. A balloon fly-in was held early Sunday morning and
later, airplane rides were given.
Ms. Pat Jones of Cordova, Alaska traveled the greatest
distance to get to Middletown. Pat arrived via the airlines,
but she has a Sedan, N1315H with a 165 Franklin which
she flies every chance she gets. Mr. and Mrs. W. C. Strong
drove in from Shreveport, Louisiana after loading their
one-of-a-kind 41-foot wingspan Champ for the flight to
Middletown, only to be confronted by bad weather. Their
description of the performance of this airplane is fascinat-
ing due not only to the wingspan but the extremely light
weight. The Champ was modified by Mr. Strong.
It was especially nice to have Mr. and Mrs. Charles
"Charlie" Lasher, retired leaders of the Aeronca Owners
Club of Florida on hand for the weekend. Other states
represented at Middletown were New York, Minnesota,
Missouri, Arkansas,Pennsylvania,Wisconsin, Michigan,
Tennessee, New Hampshire, Kentucky, Indiana, Illinois,
Ohio,CaliforniaandTexas.
Perhapsthemostunusualarrivalwasthatofthefolks
intheirCubfrom easternOhio. As theywere taxiingout
attheirhome field a catshotpastthemfrom backinthe
fuselageandleapedoutthroughtheopendoor.Theydidn't
thinkanythingmoreabouttheincident,andthetripwas
routine until they throttled back in the pattern at
Middletown and heard a frantic crying sound from the
rearofthefuselage.When theygoton thegrounditwas
discoveredthattheplanecarried3stowawaykittenswho
didn't seem at all happy to be in Middletown. Getting
themoutwasanothermatter.FinallytheCubwastipped
up on its nose and the kittens were more or less coaxed
out.Theyspenttherestofthedayinaboxattheregistra-
tion deskandthenreturnedhomelaterthatafternoonin
theCub.
AtMiddletown'83alostfilmwasturnedintothefolks
intheregistrationtent. Nobody claimeditatthetimeso
Jim and Betty Thompson had it developed later in the
yearinthehopethatthiswouldbeaclueastotheowner,
buttonoavail.Thisyearatthefly-in, JimandBettyput
upasignattheregistrationtentmentioningthisfilmand
within a few minutestheownerclaimed it! Hewasvery
happyto haveitback.
AsConradJockusarrivedinhisSedanandwasbeing
(Photo by Dale Wolford)
L-R: John Houser, Betty and Jim Thompson and Wally Baldwin.
The license plate on Jim's Chevy Blazer says it all.
parked by Jim, three people gathered around the plane
andoneofthemstartedpullingpicturesoutof anenvelope
commenting "That's the one!". When asked what he
meant, the fellow said thathe used to work for Aeronca
when they were buildingthe Sedan andhehad a couple
ofpicturesofConrad'sSedanjustafteritwasfinishedand
rolledoutthedoor. Thegentlemanfurtherexplainedthat
he haddrivenupfrom Cincinnatijustto see ifNC1003H
mightbeatMiddletown.Withlessthan200Sedansregis-
teredinthe U.S. andthe fact thatConrad's NC1003H is
serial number 5, the probability ofthis meeting taking
place was not too great. Conrad was extremely pleased
whenthegentlemangavehimthepictures.
The GrandChampionAntique, WaltWeber's C-3, ar-
rived Saturday morning immediately after it was test
flown atHamilton, Ohio, 13 milesaway. Walttruckedit
from his home to Hamilton and finished the restoration
there so thatthefirst flight away from anairportwould
be the"cominghome" flight.
The very competentjudges for Middletown '84 were
DickAlkire,JohnHouser,BillPancakeandDaleWolford.
(Photo by Wally Baldwin)
Walt Weber receiving his Grand Champion Antique award at the
banquet. Helping with the presentation is John Houser, shaking
Walt's hand. Behind them is Ednar Gardner Whyte and to the
right are Jim Thompson and J. R. Wedekind.
Awardswereasfollows:
Greatest Distance in an Aeronca - 7EC, N9869B,
JackBridges,Republic, Missouri
BestinClass:
Pre-WarC-2orC-3- C-3,NC14556,MalloryHarwell
Pre-WarTandem- 65TL, NC31837, ScotDecker
Pre-WarSide bySide- 50C, NC21309, DaleGilbert
Post-War Champ- 7AC, NC85656, Steve Pollina &
Gil Pasquini
Post-War Chief- HAC, NC86286, Ken andJeanne
Peters
Post-WarSedan-15AC,NlO03H, ConradJockus
Military- 0-58B, NC47187, GrasshopperAviation
Pre-WarCustom- L-3B, N333CU, RobertMatlock
Post-WarCustom-7-BCM,NC83964,SteveAlcorn
BestRestored 1941 ChiefCRobertL. TaylorAward)-
65CA, N34526, GeorgeRengert
GRAND CHAMPIONS:
Classic- 15AC, N1473H, BobGrosser
Antique- C-3, NC12423, WaltWeber.
(Photo by Ed Burns)
Aeroncas at the Second National Aeronca Fly-In at Hook Field,
Middletown, OH.
VINTAGE AIRPLANE 15
CHAPTER 13'8 FIRST SHOW
ByBobLickteig
(EAA 71468, Ale 2433)
1620BayOaksDrive
AlbertLea, MN56007
(Photos by the author)
Newly-formed Antique/Classic Chapter 13 partici-
pated in its first large flying event which was part of a
four-day celebration in July called "My Albert Lea Days".
The program included a flight breakfast sponsored by
the Clover Leaf Lions Club, two days of the "Minnesota
Skydivers Annual Grandpa's Jump Fest", and the Chapter
13 fly-in meeting.
The flight breakfast was open to the public and over
1800 were served. The jump fest recorded 151 jumpers
from eight states making 2,122 jumps, and 98 aircraft
flew in for the event.
The military was represented by a Minnesota Air
Guard unit. They displayed a Lockheed C-130 Hercules
which the public was allowed to tour. This experience is
always a crowd pleaser.
Thanks to excellent weather there was continuous ac-
tion with all the arriving and departing aircraft and the
crowd turnout was excellent.
What could have been quite a chore for a single group
was put on with minimum effort by the three groups
involved. It was a very successful first airshow endeavor
for a newly-formed chapter and serves as a good example
of that "can do" spirit.
One of the "Grandpa's Jumpfest" participants nears the target.
Some of the visiting aircraft at "My Albert Lea Days" celebration.
r
,
Six of the 151 jumpers who took part in the show.
The C-130 displayed by the Minnesota Air Guard. The "show planes" were displayed so the public could get a
good look.
16 OCTOBER 1984
you also goes to Bill and Ethel Dodd, who donated all the
PRofiLES FROM TilE
ANTiQUE/ClAssic
PAddock
Article and photos by Lois Kelch
7018 W. Bonniwell Road
Mequon, WI 53092
Porch Chai rman AI Kelch at the hammer.
The Antique/Classic Division Headquarters building
had a new look for Oshkosh '84. As people approached "the
Red Bam", they hesitated a moment as they saw the new
cool and welcoming porch with its ample benches and
large entrance into the headquarters building itsell You
could hear the sighs of relief as people lowered themselves
onto the benches and enjoyed the respite and shade. They
sat, rested and visited, but still had a perfect view of the
activities.
The veranda at the Sun 'n Fun Antique/Classic Head-
building in Lakeland, Florida gave Al Kelch the
idea, and he was promptly made Chairman ofthe commit-
tee to build our porch, with Bob Lumley as his co-chair-
Many, went into the project, and
it was accomphshed m about one month's time. The nails
and sawdust were really flying. Other volunteers who
gave of their spare time for the project were: Rick and
Cathy Vandenburg, the Beyer family - Greg, Ron, Gary,
Jeff and Arlene, Bob Brauer, Lois Kelch, Ray and Jo
Becka Stauer, George Meade, Clarence Schriber,
Klees, Dave Broadfoot, Don Morrissette, Larry
Pam Ford, Norb Simonar and Bill Berg. The
DiViSiOn owes these workers a big "Thank You!". A thank
Porch Sitter's Paradise - Oshkosh '84.
lovely hanging and potted flowers which added such a
homey touch.
President Bob Lickteig and Vice-President Roy Red-
man were constantly kept busy throughout the week
keeping things running smoothly. '
Our own Dale Crites had the distinct honor of being
the first ptlot to take off and land at the new Pioneer
in his 19.11 Curtiss Pusher. The Pioneer Airport
Will store and display about 45 antique aircraft in an
sett.ing of early aviation. It has an 1800' grass
stnp that Will be used by EAA pilots for special demon-
strations.
Irene Gomoll proudly shows her airplane quilt just before the
drawing.
IRENE GOMOll'S aUllTS
Stan and Irene Gomoll are to be congratulated for their
contributions to the Antique/Classic Division to help de-
fray the cost of the porch materials. Irene again made two
lovely airplane motif queen size quilts, and they sold
chances on them throughout the week and raised $653.00.
This amount, added to their last year's contribution
brings over $1,000 towards the porch. The lucky
of the quilts were Fran Adams, So. Holland, Illinois and
Ray Olcott, Nakomis, Florida.
The. Antique/Classic "Parade of Flight" was a big suc-
cess With over 100 planes participating. All eyes were
focused on these beautiful , historic aircraft during the
Air Show. This salute to aviation is always a
favonte of the crowd. Chairman Phil Coulson and Co-
Chairman Willard Benedict are to be complimented for a
job well done.
The Antique/Classic Division shares in the great suc-
cess of the Convention, due to the beautifully restored and
actively flying antique and classic airplanes. It is the
PEOPLE who make all this possible. In talking to some
of these people, I found them to be dedicated and enthused
in their goal of keeping these airplanes flying so they will
never be forgotten. I share these stories with you now.
Georgene and Donald McDonough
8121 W. 98th St.
Palos Hills, Illinois 60465
I first noticed this beautiful 1950 Beechcraft Bonanza
N5186C, as Dan Neuman was interviewing its owners at
the AlC Interview Circle. I heard Georgene say "our
and family helped us with the big polishing job -
we sbll have our family, but the friends are gone". I
at this and moved in on the interview. The plane
mdeed ."brand-new" shiney. To keep it that way, it is
pohshed tWice a. requiring 60 hours of polishing, and
10 hours of detaihng. Unfortunately, it is not in a hangar
and weather in Illinois is not easy on airplanes. '
Don and Georgene purchased the plane in the fall of
1977. It was flyable but not very pretty, being faded and
dull . The interior fabric was original, and after it was
VINTAGE AIRPLANE 17
shampooed, it again looked like new. Don, an A & P
mechanic, was pleased to find the engine in excellent
condition, just needing new hoses, seals and gaskets. Don
removed the N numbers from the fuselage and put them
on the top of one wing and underneath the other wing. It
took them approximately 11J2 years to get the plane the
way they wanted it in order to take it to Oshkosh. They
have been rewarded with "Best Restored Beechcraft"
Class III 151 hp and up, every year they have attended
including Oshkosh '84. '
Donald and Georgene McDonough, 1950 Beechcraft Bonanza
N5186C. '
They enjoy the plane and fly it to the Sun 'n Fun Fly-In
at Lakeland, Florida and have won the Best Restored
Classic over 165 hp several times. They also won Best
Classic at the recent Midwest Regional Fly-In at Lewis
Airport in Illinois. These awards are very re-
wardmg to them after all their hard work. In their resto-
ration, they received assistance from the Beechcraft fac-
tory. in Wichita, and the American Bonanza Society, and
recelved a great deal of knowledge from EAA publications.
Getting their pilot's licenses was a togetherness thing.
In 1965, their second Christmas together, they gave each
other flying lessons. They attended Ground School to-
gether .and got their private licenses in 1966, flying in a
1940 Plper J5. They then got their Commercial and Instru-
ment Ratings. For these latter ratings, they purchased a
1966 Piper Cherokee.
They loved the "tail draggers" and bought a 1946 PA-
12. Then they started looking for a plane that would carry
four people and a nice load, so they could share their fun.
They looked for two years before finding N5186C in South
Carolina through an ad in Trade-A-Plane. For nostalgic
reasons they also bought a 1940 Piper Cub, the same as
they learned to fly in, and alternate between planes to
keep their proficiency .
. Georgene's for flying started her looking for a job
onented.to aVlatIon, and in 1967 she was hired by FAA
as an Alr Traffic Controller at the Joliet Flight Service
and currently is an Air Space Specialist in the Great
Lakes Region.
,!,heir friends (fair weather ones) may be gone, but
thelr family certainly isn't. They had 17 members of their
family at Oshkosh this year, and all are EAA members.
That is some sort of a record!
Chris Bullerdick and Lynn Peel
R. R. 1, Kirkfield
Ontario, Canada KOM 2BO
Chris' interest in flying can be traced back to the set
of ency.clopedia his parents gave him at a very early age.
He clalms he never got past the A's because he was so
fascinated with the section on aviation and airplanes. His
interest didn't diminish, and at 17 he got a job helping Liz
Charles of The Charles Flying Service, going along on
float plane charter trips, helping to dock, assisting passen-
gers and showing them the area. In exchange for his
18 OCTOBER 1984
Chris and Lynn Bullerdick, 1955 Piper PA 18A #C-FTCY.
service, he received flying lessons. He soloed at 17 in a
Piper He purchased his 1955 Piper 18A #C-
FTCY March, 1980. The plane had been imported into
Canada m 1972, but was not ITRAN (Inspect Test Repair
As Necessary) within one year. The plane had been in
storage during the 8 years, so it needed a very detailed
inspection to get it certified. He finally received the C of
A on July 30, 1980 and headed for Oshkosh on July 31
1.980. Chris and his wife Lynn have been to every Oshkosh
smce then, . using their vacation time each year. They
camp thelr and love everything about the fly-in.
Chns repamted the plane in March, 1984, changing
colors from cream with red trim to silver with two blue
The plane has the Maple Leaf insignia on the tail,
whlch commemorates the 60th anniversary of the RACF
- Royal Canadian Air Force.
Chris and Lynn have their own business in Canada
Norland Aircraft Services Ltd. in Head Lake Ontario'
which specializes in major repairs of all fabric covered
aircraft from J-3 Cubs to Staggerwings. They are cur-
rently working on a Super Cub that was rolled into a ball
on It is ?eing done in the Experimental category
and wlll be eqUlpped with a 10-360-A2B Lycoming engine
with a Hartzell constant speed propeller. As far as they
know, it will be the first 200 hp Super Cub on floats.
They are in a wilderness area called "Crown Land"
and often see deer and other animals which have to
chased off their runway. They use their plane as a car and
go pleasure flying on floats into little lakes in remote
areas, and also attend local fly-ins during the summer
months.
Chris and Lynn are a delightful , friendly couple who
are thoroughly dedicated and involved in aviation.
Lois and Victor Fida, Mike Mihelarakis and AI Felici.
Lois and Victor Fida
#308 N. York St.
Wheeling, West Virginia 26003
The beautiful 1944 DH82A Tiger Moth, N172-VF is
owned by Lois and Victor Fida, and getting it restored and
in the air was a very dedicated project. Assisting them in
this task were mechanic Al Felici , and assistant mechanic
Mike Mihelarakis. Lois was always interested in Tiger
Moth history, liked the distinctive look of the plane, and
she and Victor started looking for one. They missed out
on several possibilities, however, finally finding one in
Zanesville, Ohio in June 1982. It was partially restored,
but still in pieces. They were able to obtain a Tiger Moth
Manual from Switzerland, and started trying to figure out
how to get it together again.
Basically, most of the parts were there. Each piece of
the aircraft is stamped with a number, which helped im-
mensely. The fuselage was restored, but they needed new
wings. Their son-in-law, Kenneth Ginder, a carpenter,
was drafted to make new wings and spars. Lois and Vic
then started the job of recovering the plane. Vic learned
how to rib stitch from Ray Stits during a full week of the
Project Workshop during an Oshkosh fly-in. (He became
so proficient that he was able to teach rib-stitching to
EAA Chapter 738 of Marshall County, Moundsville, W.
Va., which helped them in their projects). They did the
doping themselves, using Randolph Butyrate and nitrate
doping on Ceconite fabric.
This plane once belonged to a French Flying Club, who
bought it from the RAF as surplus. Through the Tiger
Moth Club of England, they found that the color scheme
had been maroon and gray, but could also be yellow, or
camouflage. They chose the maroon and gray.
The engine is a Gypsy Major lC Canadian, which they
purchased from "The Tiger Boys" of Guelph, Canada, who
were also very helpful on the project, and also furnished
other parts. The restoration took them about two years.
Al Felici flew the test flight on June 26, 1984, with
Lois as a passenger. They were all thrilled that the flight
was perfect with everything right the first time. They
have been enjoying flying and getting used to the plane,
with Oshkosh '84 as their goal. They were a little leery of
arriving at Oshkosh without a radio, but as they arrived
they were the second in line, and were given the green
light to land and came right on in. Al did the flying and
Lois did the navigating. They have met many people at
Oshkosh who share their love of Tiger Moths, including
people from Australia, New Zealand, South Africa and
England.
Stan and Irene Gomoll, 1946 Piper Cub Special J-3-65, N70528.
Stan Gomoll
1042 90 Lane N.E.
Blaine, Minnesota 55434
Stan learned to fly at 16 in a J-3 Cub. He always hung
out at the airports and was a lineboy at Robbinsdale Air-
port, Minnesota when he got his license.
He has always loved Piper Cubs, and he purchased a
1946 Piper Cub Special J3-65, N70528, which had been
converted into a "clipped wing, open cockpit, single place
smoke writing J-3 Cub." The front seat had been moved
to the rear, the instrument panel moved aft 24", and one
air and one smoke oil tank installed between the gas tank
and instrument panel. All windshield structure, bird cage
and fairings had been removed. The airplane never did fly
in this configuration and Stan proceeded to restore it to
its original configuration. Many parts were missing plus
the gas tank, boot cowl, engine and prop.
His search for parts began, and some came from
Alaska, such as the complete front throttle assembly. The
steel gas tank came from International Falls, Minnesota,
along with a boot cowl and a badly damaged set of wings.
The front rudder pedals, brake pedals, metal wheel pants
and top and bottom door halfs were found in the Min-
neapolis area. The top half and nose section of cowling are
original, new factory parts. A Continental A65-8 engine
was installed along with a wood Sensenich propeller,
model 72-C-42, the same as originally installed by the
factory. The air scoops for the engine were found at a
small airport in southern Minnesota, and they had never
been used and still showed a factory part number and
inspector seal on them. The Piper nameplate used on the
side of the cowl was still in the bag with the Piper tag.
The fuselage was sandblasted, painted and covered
with Grade A fabric. Stan used the standard factory finish
of 1 coat fungicide, 4 coats clear, 2 coats silver, 2 coats
color. A set of factory metal wheel pants were installed,
as this was a factory option though not many J-3 Cubs
came this way as this created a problem with mud and
snow, restricting the wheel from turning as well as mak-
ing it harder to get into the front seat.
Stan did all of the restoration work himself, along with
the help of Eldo Kirchner at the Anoka County Airport,
Blaine, Minnesota. The job took over two years to ac-
complish. His goal was to have the plane as close to orig-
inal as possible, and the end result was 90% original parts
and his satisfaction and enjoyment of the plane is well
worth all the time, effort and money spent.
Skeeter and Doris Carlson, 1931 DH80A Puss Moth, N223EC.
Skeeter & Doris Carlson
S7824 Cedar Road
Spokane, WA99204
Skeeter and Doris Carlson own a very rare 1931
DH80A Puss Moth. They started their trip to Oshkosh by
way of a DeHavilland Moth Fly-In at Wetaskiwan, Al-
berta, Canada. From Canada to Oshkosh is about 1700
miles, which took about 20 hours of flying time, and gave
them plenty of time to enjoy the beautiful scenery en
route.
The Puss Moth, N223EC, Serial 223 was originally
owned by COMICO Mining Co., Trail, B.C. and had been
stored in an open shed in Mission, B.C. for years. Skeeter
found it in 1959 in really bad shape. Kids had played in
it, walked on the wings, and all the instruments were
missing. He found a door and the rear seat buried nearby
in the snow. A l-o-n-g restoration was started, and in 1969
VINTAGE AIRPLANE 19
he completed the job.
The plane cruises at approximately 100, 61J2 hour
range, holding 48 gallons of fuel. This plane is very unique
in that its wings fold. The wing span is 37', folded is 13'.
They were designed to fold for easy storage - it could
easily be stored in a small barn or a machine shed with
smaller door openings. It is painted in the original colors
as when COMICO owned it - Insignia Red and Consoli-
dated Blue. He changed the engine from a Moth II to a
Gypsy 1C for which parts are easier to find.
They were just ahead of a rain storm on their trip to
Oshkosh, and it finally caught up to them in Minot, North
Dakota. Skeeter stayed in the plane and slept in the
cockpit that night because of the high winds. The storm
passed, and the next morning was clear and sunny, and
they had good weather for the rest of the trip.
Skeeter and Doris camp out at their plane during Osh-
kosh and enjoy all of the activities and seeing all their old
friends again. They own other rare antique and classic
airplanes - a 1917 Jenny Canuck, a 1918 Tommy Morse
Scout, a 1927 Heath Parasol, a 1927 C3B Stearman, a
1942 L5 Stinson, plus additional "basket cases" that will
be restored eventually.
The Stauchen family Ed, Myra and daughter Bradley, 1942 Stear-
man, N75848.
Ed Stauchen
63 Fanton Hill Road
Weston, Connecticut 06883
Ed is an ex-Navy pilot, and it seems only right that he
should own a Navy plane. His beautiful 1942 Stearman,
N75848, Model E-75 was built in 1942 at the Boeing
Wichita plant. It was one of about 50 used as a Navy
trainer at Ottumwa, Iowa during World War II. It was
sold by the Navy in 1948 to Ray Bramer of Charles City,
Iowa and his partner Lyle Kyle who restored Stearmans
for air shows and banner towing. It was then sold to a
dusting service and used as a duster until October of 1969.
In 1973 it was sold to Dan Moeller of Harrold, Texas who
converted it from a restricted category to a standard cate-
gory. The current engine on the plane was installed at
that time, a Continental W670-6N, 220 hp, serial no.
37000, and the log indicates it was made on April 15,
1943. The aircraft flew only 9 hours from February 1974
to March 1975.
Ed and four other partners purchased the plane in
April of 1977, and spent many hours restoring it. It is
restored in authentic Navy colors; yellow with red bands
and stars on the wings. Ed purchased the aircraft from his
partners in March of 1984 and is now the proud sole owner.
Ed is a pilot of American Airlines, but also has a fun
business called "Wings & Wires" advertising "Classic Air-
craft and Experienced Pilots for T.V. Commercials, Stunts,
Still Photography and Rides." Ed and his Stearman flew
UNDER the Suspension Bridge linking Cincinnati, OH
and Covington, KY. Yes, it was legal! This is an interest-
ing story in itself.
20 OCTOBER 1984
Ed's brother Steve, owner of an advertising agency,
was approached by one of his clients, the Southern Ohio
Bank, to improve their commercial image with a new
media campaign. This was quite a challenge to Steve, and
after a lot of brainstorming, he finally said "Let's fly a
plane under the Suspension Bridge!". He found that the
hardest part was getting clearance, which took over 3
months. Clearance had to be obtained from FAA, the
State Highway Transportation Department of Kentucky,
the cities of Cincinnati and Covington, and the U. S. Coast
Guard. No easy task. Also, during the stunt all river, auto
and traffic had to be stopped and the bridge
had to be insured by Lloyd's of London. There would be
allowed only one "take" and there was no margin for error.
Finally, all was ready and on Sunday, May 16, 1982, Ed
flew his bright yellow Stearman and successfully com-
pleted the challenge of flying under the bridge for the
commercial. Later, PM Magazine, a national TV show,
aired a special highlighting a behind-the-scenes look at
the filming of the stunt. Southern Ohio Bank had a new
image.
Ed, with his wife Myra as a passenger and navigator,
flew to Oshkosh in their Stearman, which took 4 days.
They loaded their sleeping bags and tents in the plane and
landed at grass strips along the way. They also did some
old-fashioned barnstorming. They would fly over the town
and circle several times and then land at the airport and
put up a sign "Biplane Rides". It never failed - within a
short time people would appear wanting rides.
The weather didn't always cooperate on the trip and
rain caused them to set down in unscheduled stops period-
ically. Whenever this happened, they met friendly and
helpful people.
Their 13-year-old daughter Bradley drove to Oshkosh
with friends, and she's every bit as involved in the plane
and aviation as her parents are. In fact, she decided she
wanted to fly back to Connecticut with her Dad, and
though they again ran into rainy weather, they had a
great trip home. They all decided that the trip to and from
Oshkosh and their experiences there were the best vaca-
tion ever!
Henry and Alice Strauch, 1933 Waco UBF2 on floats.
Henry and Alice Strauch
29459 Culver Lane
Junction City, Oregon 77448
The beautiful 1933 Waco UBF2 didn't come to Osh-
kosh, but its owners did. Seeing a Waco on floats is a rare
sight indeed - so rare that to their knowledge it is the
only open cockpit biplane on floats. It is owned by Alice
and Hank Strauch who flew to Oshkosh with their good
friends Jim and Dete Sorenson of Modesto, CA, in their
Baron. A very informative and complete article on the
Waco appeared in the January 1979 issue of THE VIN-
TAGE AIRPLANE. However, since that time it has be-
come a movie star, appearing in the award winning movie
Raiders ofthe Lost Ark. Before telling that story, however,
I will recap some of the background of the Strauchs and
their Waco in case you missed the article.
The Strauchs had seen the plane over the years, based
at Swan Island, near Portland, Oregon, owned by Loney
Aero Marine Service. Hank always coveted this plane and
would go out of his way just to look at it. One day in 1951
Mr. Loney contacted Hank and asked him if he wanted to
buy the Waco - really cheap. How cheap? $600.00. With
his heart pumping he said "Yes, but I don't have $600.00
right now." Then, he asked "What's wrong with?" Mr.
Loney said, "Nothing much - it's just at the bottom of the
Willamette River." Luckily he was able to talk his boss at
Lake Union Air Service to buy the Waco and also to
furnish repair materials, with the stipulation that Henry
would invest his own time doing the repair work.
They managed to truck the plane, the damaged floats
and set of wheels back to Seattle. Unfortunately, this
arrangement didn't work out, and after many weeks went
by without anything happening, Hank contacted another
acquaintance who was interested in airplanes and had the
financial ability to start the project, and he purchased the
Waco and furnished the funds for the needed materials.
Henry started work on the plane, but as the months passed
and the materials dwindled, the benefactor's interest
cooled, and Hank could see the end of the project coming.
In 1955 he managed to get enough money to buyout his
friend's investment and at long last was the owner of
NC13075. He moved the Waco to his home and convinced
his wife Alice to let him remove the siding from one side
of their house and place the large sections into the attic.
The remaining small parts were stored in every available
closet. Their living room became the workshop, and Alice
worked right along with Hank.
Due to the fact that Hank had to earn a living and had
other business ventures, the Waco, though still thoroughly
loved, was set aside. In 1959, Hank and his new business
partner, Ralph Williamson, who had formed a partnership
in operating a flight service in Snohomish, Washington
decided the only way to get the plane into the air again
was to run it through their shop and do a first class job.
After weeks of concentrated hard work, the plane was
finally ready for its first test flight . It was a successful
flight, and NC13075 was finally back in the air as ~
landplane for the first time in almost nine years.
The plane and its original floats were finally reunited
in 1972. However, Hank discovered some dry rot in the
lower wing bays and rather than quickly patch these
areas and enjoy the summer with floats, he decided to
strip down the entire aircraft and do a thorough job. This
restoration took him five years and in May, 1977 he test
flew it, and at long last he had his beloved Waco just the
way he wanted it.
Now to get to its movie debut. Steven Spielberg wanted
an authentic open cockpit biplane on floats for a scene in
his new movie Raiders of the Lost Ark, which was being
filmed in Hawaii . The movie people finally tracked down
Hank and his Waco through the EDO Float magazine.
When Hank was first contacted, he thought someone was
playing a joke on him, but Debby Fine of Lucas Films
finally convinced him it was for real, and Hank said "Sure,
why not!" He took off the floats and put on the wheels for
the flight to Los Angeles International Airport where the
plane was disassembled, put on pallets, and loaded on a
Flying Tiger DC-8 for the flight to Hawaii. Hank and
Alice stayed right with the plane to be sure of its careful
handling.
The movie people said it would have to be repainted
Silver. After it was painted, they found the silver photo-
graphed too bright, so they spent three days dirtying it
up. On the first "take" the plane ran onto the bank and
damaged the floats, which delayed another four days while
Hank and Alice did the necessary repairs. The scene had
actor Harrison Ford running out of the jungle being pur-
sued by angry natives. He swings out over the water on a
vine, drops into the river and catches the airplane and
climbs aboard as they quickly take off into the wild blue
yonder. They successfully completed the scene - it took
five weeks of preparation in Hawaii for this 45-second
scene. However it was all authentic and Steven Spielberg
was very satisfied.
It took two years to restore the plane after the movie.
They had to resand all the silver off and get the paint back
the way it was. It took another month to properly restore
the floats. I asked if they would ever do it again - they
said in unison, "Yes, it was a fun experience."
The Strauchs fly to all the seaplane "splash-ins" in
Oregon, California, Nevada, Washington and Idaho and
are now reaping the rewards of all their hard work and
patience.
Al and I had the pleasure of seeing the plane at the
Lake Mead Splash-In in May and Al got a chance to fly
it, and he considers that flight one of the biggest thrills of
his life.
Scott and Jeff Benger, 1948 Luscombe 8E, NC1524B.
Scott and Jeff Benger
3638 So. Olathe Way
Aurora, Colorado 80013
I first met those two handsome brothers as they were
talking to Gene Chase at the Antique/Classic area. It
seems they owe a lot of their interest in aviation to Gene,
which goes back to the time they' were young boys. When
Gene returned to his hometown of Scottsbluff, Nebraska
to visit his family, he would bring airplane slides with
him and the neighbor boys, Jeff and Scutt, eagerly looked
forward to these slide shows which whetted their appetite
for aviation history. Gene encouraged their interest.
Scott soloed in 1969. He is the proud owner of the
beautiful 1948 Luscombe 8E, NC1524B, which he bought
in 1972. He flew it all over the country for five years until
1978 when during an annual he found a crack in the tail
skin. He and Jeff thought it would be a simple job. How-
ever, one thing led to another, and five years later the
"simple" restoration job was done. Jeff did the restoration
work. He enjoys restoring almost as much as flying. They
live in Aurora, Colorado, but keep the plane in Scottsbluff,
Nebraska, which is a 3
1
/2 hour drive from home. That
means to fly one hour they drive three hours, and polish
for six hours! This spring the weather didn't cooperate
with them, as it rained 12 weekends in a row, and the only
time they can fly is on weekends. They have to earn a
living to support their hobby. Scott is a comptroller for a
computer supply distributor company, and Jeff is a pilot
for Frontier Airlines.
Jeff owns the 1946 Champ that he soloed in 1964. He
also owns a Pitts and his next goal is to obtain an AT-6.
Scott was awarded the "Best Class II" (81-150 hp)
trophy at Oshkosh '84. They equally share in the pleasure
of this award.
VINTAGE AIRPLANE 21
Where The Sellers and Buyers Meet...
AIRCRAFT:
FAIRCHILD 24 Project, 245 Jake. Fuselage cov-
ered with Stits. Red velvet interior. One wing needs
repair. $7,600.00. Ralph, 501 /843-2788. (11 -3)
1950 Pacer 135. 1682 n. Ceconite, Scott tail-
wheel , wide gear, Cleve lands, ';' inch valves, MK
16, Art. Horiz, Transponder, new interior, new
glass, etc. August annual, complete logs. $10,300
or trade on Cessna 180. 402/466-2474. (10-2)
PA-17 Vagabond. Zero hours A-75 Continental
since major. Fuselage and tail assembly covered.
Have complete papers, engine and airframe logs.
Dual control. All materials to complete. Further
details, write Jim Wentink, 904 E. Evergreen St. ,
Wheaton, IL 60187. (10-2)
C-37 Airmaster, complete rebuild with new wing.
Best restoration - Watsonville, First place - Merced.
$35,000. May donate lor tax credit. Trade for motor
home, 1920s basket cases or Cubs. Call 8051769-
8380 at 7:00 P.D.T. (10-2)
J-3 Cub Float Plane parts. 1320 and 1400 Edo
front fuselage fitting. SAS.E. for list. R. Matt, EAA
Wittman Airfield, Oshkosh, WI 54903-2591.
1946 Luscombe 8A - 504 SMOH, 324 STOH.
Always hangared. Annualed May 1984. 1400 n ,
excellent condition. $6,000.00 firm. Atlanta 404/
463-3590. (10-1)
1933 Fairchild 22, Menasco D-4, Some extra en-
gine parts, picture on cover of April '82 VINTAGE
AIRPLANE. $31 ,OOO/make offer. 312/358-4035 or
3121742-2041.
ACRO SPORT - Single place biplane capable of
unlimited aerobatics. 23 sheets of clear, easy to
follow plans includes nearly 100 isometrical draw-
ings, photos and exploded views. Complete parts
and materials list. Full size wing drawings. Plans
plus 139 page Builder'S Manual - $60.00. Info
Pack - $5.00. Super Acro Sport Wing Drawing -
$15.00. The Technique of Aircraft Building -
$10.00. Send check or money order to: ACRO
SPORT, INC., Box 462, Hales Corners, WI 53130.
414/529-2609.
POBER PIXIE - VW powered parasol- unlimited
in low-cost pleasure flying. Big, roomy cockpit for
the over six foot pilot. VW power insures hard to
beat 3% gph at cruise setting. 15 large instruction
sheets. Plans - $47.00. Info Pack - $5.00. Send
check or money order to: ACRO SPORT, INC.,
Box 462, Hales Corners, W153130. 414/529-2609.
ACRO II - The new 2-place aerobatic trainer and
sport biplane. 20 pages of easy to follow, detailed
plans. Complete with isometric drawings, photos.
exploded views. Plans - $85.00. Info Pac -
$5.00. Send check or money order to: ACRO
SPORT, INC., P.O. Box 462, Hales Corners, WI
53130. 414/529-2609.
MISCELLANEOUS:
Wanted - Aviation related autographs on letters,
books, photos, flight covers, scrap books. Buy or
trade. Dave Jameson, 4322 Bellhaven, Oshkosh,
WI 54901. (11-3)
Seeking complete set of Kenny Wheel Pants for
Ercoupe. Write Powell , P. O. Box 42, Lambertville,
NJ. (10-2)
Wanted - Warner 90 hp engine or parts. Morton
Lester, P. O. Box 3747, Martinsville, VA 24115.
Days 703/638-8783, evenings, 703/632-4839. (10-
2)
EAGLE PROPELLERS - Superior performance.
87 type-certificated models; 60 custom models.
Contemporary, homebuilts, classics, antiques, an-
cients. Free engineering deSign service for custom-
ers. EAGLE PROPELLERS, Saratoga Municipal
Airport, Box 71, Saratoga, Wyoming 82331. 307/
326-8020.
AIRPORT FOR SALE - located near Beloit, Wis-
consin. 90 acres total , one 2700' x 36' hard surface
runway with lights and beacon. Property includes
100' x 100' steel hangar, 80' x 40' framed hangar
and office building, and 3-12,000 gallon fuel tanks.
Two-story brick home on airport will be sold with
the property. Airport is commercially zoned and
has IFR approach rating. This active operation
being sold as the owners wish to retire. Terms of
sales are flexible. For further details contact John
M. Savot, Rt. 1, Box 500, Beloit, W153511 . (10-2)
For Sale - (1) 60' x 60' x 14' Antique hangar - old
drop duster, pipe structure with metal for roof. Dis-
mantled, $2,000.00. Espie Joyce, 919/427-0216
days. (10-2)
1930s Cessna - Factory ("Airmaster") logo lapel
pins, cloisonne enameled, gold plated. $5.00 each
or 3 for $13.00, ppd to: Jacran Aero, Dept. V, Box
2106, Downey, CA 90242. (11-2)
Intercom - 2 cloth helmets, 2 headsets, 2 boom
mikes, $400 value for $175, as-is, where-is. Needs
work. 504/892-5756. (11-2)
Need - Exhaust Collector for 145 Warner Meyers
OTW installation. Will also sell or trade Stromberg
NAR-5A carburetor. Downey, 312/985-9074. (10-
2)
LARGE STOCK of used aircraft parts and compo-
nents, mostly for older aircraft. Also rebuilders,
propellers, radios, instruments and some new
hardware. Ron Otto's Aeroplane Store, Inc., Box
206, Clintonville, WI 54929, 715/823-2802.
ENGINES:
C140A Engine mount, excellent condition. Gene
Morris, 817/491-9110. (10-2)
AIRCRAFT AND ENGINES FOR IMMEDIATE
SALE - Deposit will hold.
1948 PA-15 Vagabond - hand rubbed finish, 850
SMOH. Original. $6995.00.
Schreder HP-1 8 - High performance sailplane.
Partially assembled with custom aluminum en-
closed trailer. Over $14,000 invested, will take
$6500.00.
Rare Taylorcraft Deluxe BC-12-D - Light wind
damage right wing, windshield. Fabric good. In-
cludes mount, stacks, shrouds, less engine/prop.
$1900.00.
Foster Taperwing - similar to Baby Ace. 65 Lyc.
$2495.00.
CA-65 Cvjetkovic - Fresh fabric on wings. 65-
CONT. Metal prop. $3495.00.
Smith Mini-Plane - Fuel injected. 85-CONT.
Metal prop. $4950.00.
1916 Halberstadt Biplane Fighter - Flying replica
by Carl Swanson. Museum quality. 42 hours n .
Powered by E.N.MA Tigre. Conventional and
docile in all respects.
Wright 975 in military container, No logs, $400.00.
L YC-G-290-G - complete, runable, $800.00.
Aircraft Corvair Conversion - Excellent,
$1100.00.
CONT -65 - 0-STOH-255-SMOH. Complete,
$1400.00.
All above items located at Burlington, Wisconsin
Municipal Airport. Contact Mr. Wagner at 414-763-
7692.
22 OCTOBER 1984
VINTAGE TRADER
You mayhaveagoldmineinsparepartsstoredinthebasement,shoporgarage.Offertheseitemsin VINTAGETRADER.
You'll be amazedatthe response! It'sprofitableto advertiseeven ifyou haveonlyonesmallitemto sellortrade.Special
offer - 25 per word - 20 word minimum. Take advantage of this outstanding offer. Use form below to print or type
message.(Useseparatesheetifmorespaceisnecessary.)SendcheckormoneyorderwithcopytoVintageTrader- EAA,
Wittman Airfield, Oshkosh, WI 54903-2591.
TotalWords_________NumberofIssuestoRun________ Total $_________
Signature ________________________________________
TOM LAURIE'SGRAND CHAMP
(Continued from Page 9)
Fortunately Tom learned in time that the minimum
gap between the blocks and drum should be .007", and
.010" would be even better. Tom's were much closer than
this. Recalling that only about .001" were taken off the
drums during clean-up, Tom and Ed Marquart removed
the wheels and turned each drum .010", thus providing
sufficient gap. They've had no problems with the brakes
since.
The 20-hour flight to Oshkosh '84 was made over three
days with overnight stops at Provo, Utah and Pierre,
South Dakota. The trip was without incident except for a
close call at Pierre. Twelve hours after they departed, a
tornado hit the Pierre airport damaging two planes and
totalling a third.
Tom is justifiably proud of his Oshkosh '84 Grand
Champion Antique but does have one regret about the
restoration. Not being a pilot and familiar with Federal
Air Regulations, he accepted as gospel, the erroneous in-
formation that it would not be legal to display an "NC"
registration number on his 50-year-old antique. Therefore,
because of an uninformed FAA employee, this beautifully
restored Stinson sports only an "N" number and at Osh-
kosh Tom lost track of the number of people who asked
him about this.
The return flight from Oshkosh to FlaBob Airport took
a little longer with overnight stops at Des Moines, Iowa,
Cheyenne, Wyoming and Cedar City, Utah. And now that
the plane is back home in its own hangar, Tom is giving
serious consideration to refinishing the bird to add the "C"
to N14187. Those who know what a big job this would be
would never criticize him ifhe chose not to tackle it. After
all , he won the top award at Oshkosh and the competition
doesn't get any tougher than that!
THE JOURNAL OF
THE EARLYAEROPLANE
S.l'IMPLE ISSUE $4
15 CRESCENT RD. POUGHKEEPSIE, N.Y. 12601
STATEMENTOF ANDCIRCULATI ON
coo. LET(.tA'LING... 00'1($$O'KNOWN Of"et0'"'-"LICATIOH IS...... Clry, c.. Jo........Z/"4 C_J(H' ,,,. r,,,!
]'()()OPob.o reznyRo.t.d, OahJo:o.h ,Wl 54903-2591
3000 Poberezny ROad, Oshkosh , WI 54903-2'>91
Gene R. Chan, -'.lr{uld, Qosh kosh , WI S49C3-25'H
._--_.__._---
MAry Jan.. 1'. Jonu, WHtJaMl Airheld, Oshkosh, WI
fULl .... ..E
EAA.>.nti ..... Cl",. sicDivi.ion Inc.
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VINTAGE AIRPLANE 23
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Covers the complete '77 Convention plus some
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Ahistorical film which covers the oddities and
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70 minutescovering the historyof flight with
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24 OCTOBER 1984
LEITERS TO THE EDITOR
Dear Gene,
I notice that no one has identified the Mystery Plane
in the April, 1984 issue of THE VINTAGE AIRPLANE.
Itbrought back memories of the 1936-37 period when my
brother Nick and I were standing in front of the Bluebird
Air Service hangar at Chicago Municipal Airport one day.
A strange looking high-wing, Kinner-powered plane
with an NX number taxied by and stopped at t he Air
Associates hangar, two hangars to the west. The pilot,
wearing bib overalls and a straw hat crawled out and went
inside.
Nick and I ducked over to examine the bird and deter-
mined it was built up from a Fleet fuselage and landing
gear, had a sliding hatch and a peculiar manually-oper-
ated flap arrangement.
In about 30 minutes the man came out of Air As-
sociates with a bundle of 4130 steel tubing and two ten-
foot lengths of spar stock which he neatly clamped to the
side of the fuselge on a fixture he had made.
He told us he was from a small town in Kentucky and
had rebuilt the ship himself to prove some of his concepts
of a safer airplane. We called t he plane the "Kentucky
Special" and when he took off he was climbing higher and
faster t han he was going forward. He must have had 1500
feet of altitude at the end of the runway!
The enclosed photo is one my brother took on the ramp
at Chicago Municipal.
Regards,
Mike Rezich
(EAA 510, AlC 2239)
6424 So. La Porte A venue
Chicago, IL 60638
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LATEST CATALOG AND DISTRIBUTOR LIST.
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ADDRESS ALL LETTERS TO EAA OR THE PARTI CULAR DIVISIONATTHE FOLLOWING ADDRESS:
WITTMANAIRFIELD- OSHKOSH, WI 54903-2591 - PHONE4141426-4800
OFFICEHOURS:8:30- 5:00MONDAY-FRIDAY
VINTAGE AIRPLANE25
CLASSIC WALNUT
Miniature Scale Replicas of Your Favorite CLASSIC or
ANTIQUE Airpl ane, Meticulously Handcrafted in
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A Truly Unique Desk Set with Matching Pen and Gold-
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Planes can be Pedestal Mounted Depicti ng "In-Flight,"
or Base Mounted to Depict a "Landed" Attitude.
For FREE Color
Brochure with
Price List and
Full Details:
WRITE or PHONE
PLANE PEOPLE
2017 Fi eldcrest Court So.
Salem, Oregon 97306
(503) 370-9806
Classic owners!
Int.rior looking shabby?
CJ
Finish itrightwithan
Girtex interior
Complete interior assemblies for do-it-yourself installation.
Custom Quality at economical prices.
Cushion upholsterysets
Wall panel sets
Headliners
Carpet sets
Baggagecompartment sets
Firewall covers
Seat Slings
Recover envelopesand dopes
FreeCatalogof completeproductline.FabricSelectionGuide
showing actual sample colorsand styles of materials:$3.00.
t .,?r
Qlr ex products,
259 LowerMorrisvilleRd., Dept. VA
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J
J.cket - unlined tan poplin with gold and
white braid trim. Knit waist and cuffs, zipper
front and slash pockets. Antique/ Classic
logo patch onchest.
Sizes- XS through XL . . . ... .. .. . $28.95 ppd
c.p - pale gold mesh with contrasting blue
bill, trimmed with gold braid. Antique/Classic
logo patch on crown ofcap.
Sizes- Mand L
(adjustable rear band) . .......... $ 6.25 ppd
AntIque/CI....c Ptltche.
Large- 4W' across.............. $ 1.75 ppd
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AvailableBack IssuesofThe ViNTAGE AIRPLANE
1973 - March through December
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1977 - Januarythrough December
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Send check to:
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EAA Ant'que/C,,c D'v'.'on, Inc.
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Allow 4-6Weeks for Delivery
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Wisconsin Residents Include 5% Sales Tax
1983 - January, March through December
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26 OCTOBER 1984
)
'00","".=:::::::::::::::::::=
FLYINGANDGLIDERMANUALS
1929- 1930- 1931 - 1932- 1933
Price:$2.85ea. ppd.
SENDCHECKORMONEYORDER TO:
EAA AVIATIONFOUNDATION, INC.
WITTMANAIRFIELD-
OSHKOSH, WI54903-3065
Allow46Weeks forDelivery
Wisconsin Residents Include5% Sales Tax
AUTOFUEL
STC's
AVAILABLE!
EAAleadsthewaytomoreaffordableaviationwithautofuelSTC'sfor:
AERONCA S7EC CESSNA LUSCOMBE
IncludingBellanca.
Champion.Trytek.
Wagner.B&B
Aviation.Inc.
50-TC
65-TC(L-3J)
65-TAC(ArmyL-3E)
YO-58
0-58B
50-58B
0-58-A(ArmyL-3A)
7AC
7BCM(ArmyL-16A)
7CCM (ArmyL-16B)
7DC
11AC
11BC
11CC
S11AC
S11BC
S11CC
KCA
50-C
65-C
65-CA
S-50-C
S-65-C
S-65-CA
120/140
140A
150
150Athrough 150H
150Jthrough 150M
A150Kthrough
A150M
180
180A
180B
180C.D. E. F. G. H.J
182. 182A.B. C.D.
E. F.G. H.J. K.
L.M.N.P
8. 8A. C. D. E. F.T-8F
PIPER
J-3C-40
J3C-50
J3C-50S
J3C-65(ArmyL-4)
J3C-65S
J4
J4A
J4A-S
J4E(ArmyL-4E)
J5A(ArmyL-4F)
7EC
7FC
7JC
7ECA
S7AC
S7DC
INTERSTATE
(IncludingArticAircraft-
Callair)
S-1A
J5A-80
L-4A
L-4B (NavyNE-1)
L-4H
L-4J (NavyNE-2)
PA-11
S7CCM
PA-11S
These STC's which permit the use of less costly, readily available
unleaded auto gasoline,are now available from the EAA Aviation
Foundation.Thousands of aircraft owners have already switched to
auto gas to fly moreoften and lessexpensively. The STC'scostonly
50 peryourengine horsepower - (example:85 hpCessna 140 =
$42.50).STC'sarenotavailableforenginesonly.Non-EAAmembers
add $15.00tototal. Formoreinformationwriteorcall.
Wittman Airfield, DeptSTC, Oshkosh,WI 54903-3065
Phone414/426-4800
Anotherexample ofthe EAA Aviation Foundation working foryou!
JoinEAA - $25.00annually- get yourSTCatthespecialmember rate.
Watch formoreSTC's includinglowwingapprovalsinnearfuture
It'sExciting!
It'sforEveryone!
See this priceless collection of
rare, historically significant air-
craft,all imaginativelydisplayed
intheworld'slargest.mostmod-
emsportaviationmuseum.Enjoy
the many educational displays
and audio-visual presentations.
Stopby - here'ssomethingthe
entire family will enjoy. Just
minutesaway!
HOURS
8:30to5:00 p.m.
MondaythruSaturday
11:00a.m. to5:00p.m.
Sundays
Closed Easter. Thanksgiving. Christmas
and New Years Day (Guided grouptour
arrangementsmustbemadetwoweeks
in advance).
CONVENIENTLOCATION
The EMAviation Center is located on
WittmanField.Oshkosh.Wis.- justoff
Highway41. Going North ExitHwy. 26
or 44. Going South Exit Hwy. 44 and
followsigns. Forfly-ins - free bus from
Basler FIightService.


WittmanAirfield
Oshkosh. WI 54903-3065
414-426-4800
VINTAGE AIRPLANE 27