STRAIGHT AND LEVEL

by Bob Lickteig
NEW YEAR'S RESOLUTION'S
Here we go again - that time of the
year we all think about how much better
we are going to be in the New Year. We
refer to these thoughts as new ideas
and pledges - New Year's Resolu-
tions. These promises cover an area
that span our entire lifestyle. It is said
most New Year's resolutions are made
to be broken. However in defense of
this theory I am suggesting just one and
I hope we all keep it throughout the year
- that is to fly safely in '86.
For the past 50 years, the marketing
experts, including Henry Ford, have told
us you can't sell safety, and when we
witness some of the programs and
promotions in modern day selling,
safety is not one of the most common
words used. In addressing th is to our
EM Antique/Classic members who
normally are safety conscious, perhaps
I should call it just a New Year's remin-
der
All of us read the same newspaper
reports on page one and see the same
lead story on network or local TV cover-
ing general aviation accidents. The
statistics for last year will not be re-
leased for some time, however, I as-
sume they will not be good. I recently
checked on three non-fatal accidents.
One was a grossly overloaded airplane
that ran off the runway on take off caus-
ing considerable damage. The second
one was a fuel starvation forced landing
with one wing tank full and the selector
cock on the empty tank. The third one
was caused by water contaminated
fuel. The owner did practice draining the
fuel sumps but no one told him that with
a tri-gear high wing aircraft one should
also lower the tail to drain all of the
water from the tanks.
These may sound like simple basic
pilot responsibilities ... but they are
ignored and they do cause accidents.
Most New Year's resolutions are
made with a hint of personal guilt, and
maybe we all have some of that. Our
love and intimate knowledge of our old
birds may make us too complacent at
times. How about our pre-flight. We
know no one else flies it but did we do
a complete pre-flight - top off the
tanks, check the oil , drain the sump,
check everything that moves, every
time? How about the long trip with full
fuel and an extra heavy passenger or
two plus baggage. Did we do a weight
and balance check?
We all talk about the weather. Do we
check each time? It doesn't cost any-
thing and flight service is supposed to
know more than the local TV weather
folks. How about filing a flight plan .
Some think that's for student pilots try-
ing to complete their cross country re-
quirements for their private. But when
things go bad, it's nice to have someone
know where we intended to go.
Did we use our check list every time?
It may be second nature to us, but we
have all skipped one or more important
items - especially when we are
number one for take off and there are
ten lined up behind us. Then we have
enroute weather. How many times did
we stretch the weather beyond our own
or the aircraft's capability. Scud-running
may be fun for some, but even in famil-
iar territory, it is also dangerous.
When we attend flying events and the
arrival pattern is full, do we see all of
the planes and take our turn to land?
Most mid-air collisions happen in good
weather. Then there's the landing. We
all try to grease it on in front of our
friends, sometimes forgetting about the
crosswind or other aircraft on the run-
way. When we taxi to park, do we follow
the volunteer flagman or do we cut
across the grass and ignore this help.
How many props and gears were dam-
aged last year by unseen holes and
ruts. It becomes an expensive two min-
utes saved just to get into the food line
sooner. Please remember, it's the little
mistakes that hurt you.
With all of us flying fewer hours per
year due to present costs, it is more
important than ever to keep up with our
efficiency checks. How long has it been
since you asked a qualified instructor to
ride along with you in the right seat or
you asked your biennial flight review
check pilot to really work you over and
thus, get your money's worth.
Maybe we can't sell safety, but as the
old saying goes, aviation accidents are
very unforgiving.
I don't have any statistics to back me
up, but I did talk to two insurance under-
writers, and they say antique and
classic aircraft and pilots are a good
risk. I also know that friends of mine
flying antique and classic aircraft have
not experienced any problems in re-
newing their insurance and at reasona-
ble rates. Our parent EM and our EM
Headquarters staff have stressed
safety for years, and our record of the
past shows our commitment to the high
standards set and practiced by all EM
divisions.
So I am back to promoting my one
New Year's Resolution - fly safely.
Then we can look back on 1986 and
our personal guilt won't be as bad for
our resolutions for 1987.
Welcome aboard, join us and you
have it all .
2 JANUARY 1986
PUBLICATION STAFF
PUBLISHER
Tom Poberezny
DIRECTOR,
MARKETING & COMMUNICATIONS
Dick Matt
EDITOR
GeneR. Chase
CREATI VEART DIRECTOR
Mi ke Drucks
MANAGING EDITOR/ADVERTISING
MaryJones
ASSOCIATE EDITOR
Norman Petersen
FEATURE WRITERS
DickCavin
GeorgeA. Hardie, Jr.
Dennis Parks
EAAANTIQUE/CLASSIC
DIVISION,INC.
OFFICERS
President Vice President
R. J. Licktei g M.C. "Kelly" Viets
3100 Pruitt Road Rt. 2,Box 28
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Secretary Treasurer
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JANUARY1986 Vol. 14, No.1
Copyright ,.1986by the EAA Antique/Classic Division, Inc.All rights reserved.
Contents
2 StraightandLevel
byBobLickteig
4 AlCNews
byGeneChase
5 VintageLiterature
byDennisParks
6 GaryRudolph'sHeathLNA-40
byGeneChase
10 Post/RogersMemorialFlight
Page 6
byRoyCagl e
12 Oshkosh'85- ShowplaneOwner' s
Sketches
byLarryD'AttilioandPamFoard
14 BeckyHart'sAeroncaSuperChief
byDickCavin
19 MysteryPlane
byGeorgeHardie
20 What' sSoGreatAboutFlying
byF.J.Joffrion
21 CalendarofEvents
Page 10
21 VintageSeaplanes
22 ATributetoJeanRoche
byMikeMel fa
23 WelcomeNewMembers
24 TypeClubActivities
25 LetterstotheEditor
26 Member' sProjects
byGeneChase
27 VintageAlbum
byGeneChase
28 VintageTrader
Page 14
FRONTCOVER...1932HeathLNA-40,winnerofOutstandingSilver
AgeAntiqueawardatOshkosh'85. OwnedbyGaryRudolph, Vincen-
nes, IN. See storyon page 6. (Photo by GeneChase)
BACKCOVER...BeckyHart's 1947Aeronca11BCSuperChiefwas
named Oshkosh '85 Reserve Grand Champion Classic.Seestoryon
page 14. (Photo by Roger Hess)
ThewordsEAA,ULTRALIGHT,FLYWITHTHEFIRSTTEAM,SPORTAVIATION,andthelogosofEXPERIMENTAL
AIRCRAFTASSOCIATION INC., EA.A.INTERNATIONALCONVENTION,EAAANTIQUE/CLASSIC DIVISION INC.,
INTERNATIONAL AEROBATIC CLUB INC., WARBIRDS OFAMERICA INC., are registered trademarks.THE EAA
SKY SHOPPE and logos of the EAA AVIATION FOUNDATION INC. and EAA ULTRALIGHT CONVENTION 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 soley 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 54903-3086.
Phone:414/426-4800.
The VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively byEAAAntique/Classic Division,
Inc.ofthe Experimental AircraftAssociation,Inc.and is published monthlyat Wittman Airfield,Oshkosh,WI 54903-
3086. Second Class Postage paid at Oshkosh, WI 54901 and additional mailing offices. Membership rates for
EAA Antique/Classic Division, Inc. are $18.00 for current EAA members for 12 month period of which $12.00 is
forthepublication ofThe VINTAGE AIRPLANE. Membership is open to all who are interested in aviation.
ADVERTISING- Antique/Classic Divisiondoesnotguaranteeorendorseanyproductofferedthroughouradvertis-
ing. We inviteconstructivecriticismandwelcomeanyreportofinferiormerchandiseobtainedthroughouradvertising
so that corrective measurescan be taken.
Postmaster:SendaddresschangestoEAAAntique/ClassicDivision,Inc. ,WittmanAirfield,Oshkosh,WI54903-3086.
VINTAGE AIRPLANE 3
Compiled by Gene Chase
TOM POBEREZNY NAMED PUB-
LISHER
After some thirty-three years as pub-
lisher of EAA publications, EAA Presi-
dent Paul Poberezny has named Tom
Poberezny to this position. Tom is
Executive Vice President of the Experi-
mental Aircraft Association and will as-
sume this added new responsibility be-
ginning with the January 1986 issues of
SPORT AVIA TlON, LIGHT PLANE
WORLD, THE VINTAGE AIRPLANE
and WARBIRDS.
DOUBLE NICKELS TO SUN 'N FUN
'86
Double Nickels to Sun 'n Fun '86 is a
deluxe motorcoach tour from the snow-
bound midwest to the Spring celebra-
tion of flight in Lakeland, Florida. The
adventure begins on Saturday, March
15, as the motorcoach departs Oshkosh
to complete its complement of passen-
gers in Milwaukee and Chicago.
Optional side-trips to Orlando attrac-
tions, the Sun 'n Fun Fly-In, and the
return home on Sunday, March 23, will
complete this aviation escape from the
midwestern winter.
Chuck Larsen, former Chapter Direc-
tor and current EAA Education Director
will be your companion and guide. Dou-
ble Nickels to Sun 'n Fun '86 will depart
March 15 and return March 23. Total
cost is $349 and includes round trip
motorcoach transportation and six
nights lodging near Lakeland, Florida.
For more information, contact Chuck
Larsen, Double Nickels to Sun 'n Fun,
P.O. Sox 2431, Oshkosh, 54903-2431 .
Phone evenings 414/235-8714.
AlC CHAPTER 13 VISITS WW I
MUSEUM
S. H. Pietenpol Chapter 13 of the
EAA Antique/Classic Division held their
September meeting at Ed Doyle's
museum at Seed's Lake Airport near
Hampton, Iowa. Members and guests
spent almost three hours viewing the
memorabilia of the private facility.
The displays are housed in climate
controlled buildings with carpeted floors
and the quality is first-rate. The collec-
tion includes a Sopwith Pup, Nieuport
and a Fokker Tri-plane. There are also
many artifacts and photos.
Many groups from allover the U.S.,
including a number of EAA chapters,
have visited there. Chapters 13 mem-
bers are from several southeastern Min-
nesota communities.
CHARLES KLESSIG, 1911-1985
Charles Klessig (EAA 40563, AlC
357) of Galesburg, North Dakota suf-
fered a fatal heart attack on November
4, 1985 in New Mexico. He was buried
at Page, North Dakota on November 8.
Charles was a widely known restorer
of antique aircraft and will be remem-
bered for flying his OXX-6 powered
1917 Standard J-1 to the EAA Conven-
tions at Oshkosh in 1971 and 1972.
He regularly attended Oshkosh and
last year was frequently seen at the OX-
5 Tent autographing copies of a book
he had recently completed about his
varied and colorful aviation career.
Charles will be sadly missed by his
family and many friends and we extend
our deepest sympathy to al l.
LEA ABBOT IS HONORED
Lea Abbott (EAA 115247, AlC 3271)
4244 Mockingbird Lane, Dallas, TX
75205 was named September/October
Texas Pilot of the Month by the Texas
Aeronautics Commission. Abbott is an
active 78-year-old retired airline captain
who has been flying since 1929.
For the past several years he has
been a regular participant at Oshkosh,
decked out in vintage aviator clothing
and flying his 1910 Curtiss Pusher rep-
lica. In addition to Oshkosh he also flew
in airshows during 1985 at the Corpus
Christi Naval Air Station, Fort Sam
Houston, Denton and Kelly Field in
Texas .
4 JANUARY 1986

by Dennis Parks
AIR FACTS -1938
Air Safety, Yesterday and Today
The first issue of Air Facts was dated
February 1, 1938 and subtitled "Facts,
Knowledge, Safety." In the editorial for
that first issue, Leighton Collins, foun-
der and editor, stated the reports were
made for pilots, not for the general pub-
lic; that the "efforts do not represent an
attempt to sell you something of cheap
news value, but, rather, to give a clear
cut picture of how safe flying can be on
one hand, and yet, how on the other
hand it is unreasonably hazardous un-
less done with a high degree of cau-
tion."
The first editorial mentioned that air-
line pilots flew about 51 ,000 hours per
pilot fatality. It was said that private
pilots should do better because of
slower landing ships, flight mostly in
daylight and mainly in good weather.
But, in contrast, the record for private
aviation was "Tragic and needlessly
tragic." "The Airlines lose ten pilots in
the same time we (private aviation) lose
150, with little difference in total miles
flown. " It was also stated the accident
record had not improved since 1928.
It was given that only after there was
a sensible accident record, would there
be "A market permitting low price, high
performance airplanes'" and all that was
lacking was "FACTS and a WILL on the
part of our ... pilots."
Thus the existence of Air Facts. The
early issues dealt almost exclusively
with accident records and studies in an
effort to educate pilots for safer flying.
Along with articles on the basics of
flying and reports of recent accidents,
Air Facts carried in-depth reports on the
accident records of particular types of
aircraft. In 1938 the magazine had re-
ports on 10 aircraft types. Included were
Cubs, Taylorcrafts, Aeroncas, Fairchild
24s, Monocoupes, Stinsons, Wacos
and Beech 17s. There was also a long
article on the reliability of the Warner
125 and 145 engines and their mainte-
nance history.
Here we take a look at some of the
light plane accident reports for 1937
and compare them with the antique and
classic light plane records for 1985.
The Cub was the first aircraft to have
its safety record examined. "As a start-
ing point for doing something in the in-
terest of safer flying, let us get a picture
of what happened to the average of ap-
proximately 854 Cubs in circulation dur-
ing 1937." The author stated the Cub
was not picked because it had a worse
record than other ships, but because it
was the most generally used ship for
student flying.
What followed was intended not as a
criticism of the Cub but "simply to invite
a full understanding of the airplane."
The Cub was described as a remarka-
bly sturdy, well-built airplane that was
capable of doing a lot with the available
power - a 40 hp Continental.
The writer stated it was a well known
fact that on hot days the rate of climb
of a Cub fell to between 100 and 200
feet per minute, that students get so ac-
customed to it that they flew at an al-
titude of 300 to 500 feet with a "degree
of attention that would better fit a couple
of thousand feet altitude."
Following the introduction was a list
of 33 serious Cub accidents from 1937.
The most common accident was the re-
sult of a stall. There were 10 such acci -
dents accounting for 33 percent of the
total. The next largest group of acci-
dents were take offs (12 percent) and
landings (9 percent). Crashes as a re-
sult of aerobatics accounted for 9 per-
cent of the accidents. No other causese
were of a significant number. The rate
of pilot injury was high in Cubs with 52
percent of accidents being fatal and 36
percent serious. 1937 also saw one
structural failure of Cub wings, but the
aircraft had previously been damaged.
The 29 accidents reported for 1985
through mid-September (J-3s and PA-
18s) indicate the largest problem occur-
ring during take off. This accounted for
28 percent of the accidents. Take offs,
stalls and crashes each accounted for
10 percent. 1985 only saw one case of
a crash caused by aerobatics. The 1985
record saw a much lower rate of
fatalities - 28 percent - than that of
1937. However, that is still high com-
pared to other light aircraft which have
had a fatality rate of 12 percent so far
this year. There were no injuries in
28 percent of the Cub cases. Of further
interest, 1985 showed 4 accidents as a
result of engine failure or loss of power
compared to one for 1937. Are the older
engines becoming harder to maintain.
The amount of aircraft damage was
not listed for 1937, but in 1985, 34 per-
cent of the accidents resulted in total
damage and 55 percent in serious dam-
age.
In May 1938 an article was published
about the new Taylorcraft. By 1938
there were 300 Taylorcrafts sold and it
was not until 1938 that the first fatality
in one was reported. An estimated re-
cord of 35,000 hours flown per fatality
was a "respectable figure for any
airplane. "
It was claimed the safety of the ship
was due to the wing section used
(NACA-23012). "It is one in which the
center of pressure travel is less than
most of us are used to as the airspeed
varies. " The handling in the stall was
described as "squirmy" long before it re-
ally stalled and that to get into the stall
the nose "must be held ridiculously
high. "
It was felt the squirminess was much
more evident than with the usual nose
heaviness of the Clark Y airfoi l. The au-
thor also felt the time element during
the stall was an important factor, and
he noted the Taylorcraft wing did not
stall as abruptly as others, making it
more predictable and thus safer.
There were no accident reports given
for the Taylorcraft in the article of 1938,
but in 1985 there have been 12 re-
ported. Landing accounted for 42 per-
cent of the accidents and take offs 17
percent. There was one crash and a
forced landing caused by engine prob-
lems.
The resultant damage was minor in
58 percent of the cases and substantial
in 33 percent. Of major interest is no
reported injuries in 75 percent of the ac-
cidents - a very good record. There
was also one fatality - the same as in
1937-38.
The August 1938 issue of Air Facts
published a statistical summary of the
accidents as reported in the monthly
columns "Recent Accidents." The acci-
dents mainly involved light aircraft with
164 being reported. 1985 has shown
158 accidents reported, through mid-
September for light antique or classic
airplanes.
The major cause of accidents in 1938
was stalls and stall spins, which ac-
counted for 53 percent of the reports Of
these, 24 percent involved aerobatic fly-
ing and 10 percent during take offs. In
contrast, 1985 saw stalls implicated in
only 10 cases of 6 percent; 5 of these
were during take off. Only 3 accidents
involved aerobatics. Are pilots getting
smarter and/or is training better?
Conversely, few landing accidents
were reported in 1938, but 1985 saw 37
percent of the total during this flight re-
gime. The second greatest number of
accidents occurred during take off ac-
counting for 22 percent of the events.
In 1938 take offs accounted for 10 per-
cent of the accidents. Could this be due
to tricycle gear pilots having problems
with taildraggers?
The amount of engine failures for
(Continued on Page 19)
VINTAGE AIRPLANE 5
GARY RUOOLPH'S
HEATH LNA..40
Story and photos by Gene Chase
Among the most popular homebuilt
planes flying in the U.S. in the late '20s
and early '30s were the diminutive
Heath Parasols powered with con-
verted Henderson motorcycle engines.
They were built from either plans or kits
supplied by the Heath Airplane Com-
pany of Chicago, Illinois. The com-
pany's founder, Ed Heath, built his first
Heath Parasol in 1926.
Continually improving the design
over the next five years, Heath received
Approved Type Certicate No. 456 in De-
cember, 1931 . The model was desig-
nated LNB-4 and was powered with
Heath's own conversion to the 4-cylin-
der in-line Henderson motorcycle en-
gine. This power plant, rated at 25 hp
at 2500 rpm, was designated the Heath
B-4 and was also certificated.
By this time the company had moved
to Niles, Michigan and it is believed
about six LNB-4s were produced. The
number of planes sold in kit form is un-
known.
The following year Ed Heath received
A.T.C. No. 487 for his Parasol , now de-
signated LNA-40 and powered with the
4-cylinder opposed Continental A-40.
This engine developed 37 hp and was
an excellent match-up with the airframe.
The LNA-40 was the lowest-priced cer-
tificated aircraft in the U.S. and could
also be licensed as assembled from
factory-produced kits.
The beautifully restored cream and
red Heath LNA-40 displayed and flown
at Oshkosh '85 received the Outstand-
ing Silver Age Antique Award. It was
manufactured on 4/9/32 as Serial No.
161 . It is currently registered N16GR as
the original N12814 was reassigned to
a Cessna 172 during Heath's 45 years
of inactivity.
SIN 161 was flown 278 hours during
its first two years. It went through four
owners including Thompson Flying Ser-
vice of Salt Lake City until it was
cracked up in 1937. At that time a young
sergeant in the U.S. Army Air Corps
purchased the remains and stored them
in a barn in Michigan.
Forty-five years later in 1982 the ex-
airman, Ernie Moser (EAA 204, AlC
1915), retrieved the Heath and trucked
it to his shop in St. Augustine, Florida
where he used it as a pattern to build a
new one from scratch. Over the years
Ernie acquired all the records for SIN
161 and also much other information on
Heath Parasols including EAA's re-
prints on how to assemble a Heath from
the factory kit.
THe current owner of the Heath is
Gary C. Rudolph (EAA 189784, AlC
7225) , P. O. Box 901, Vincennes, IN
47591. Gary, along with friends,
Courtney "Court" Myers and Claude
Spradling, spent 1-1 /2 years restoring
the Heath back to original configuration.
As with all proper restorations the
plane was taken down to bare metal,
then cleaned and primed. The wings
have all new wood spars and ribs, how-
ever many original drag and anti-drag
wires, hinges and metal fittings were
salvaged and used. Gary and his two
friends spent six months building up the
new wings, working many long hours.
The ailerons are also constructed of
wood and are full span, actuated by
push/pull tubes (no cables). Speaking
Gary Rudolph and his 1932 Heath Parasol LNA-40.
6 JANUARY 1986
The Heath was trailered from Vincennes, IN to Oshkosh and was assembled near the Antique/Classic Red Barn.
of full span, the wings are the longer
"Colorado wings" developed for use at
high altitudes with 169 sq. ft . of area
instead of the normal 135.5 sq. ft .
Gary chose the new light weight Stits
HS90X fabric with Stits polyurethane
paint and figures he saved 25-30
pounds over a cotton and dope cover-
ing job. In researching Heath literature
for a paint scheme, Gary chose the one
he most liked and Claude Spradling
painted it. No colors were specified in
the Heath literature so they chose
cream and a deep red.
Both Claude and "Court" Myers are
A&P mechanics who run the commer-
cial repair shop for Vincennes (Indiana)
University. The shop maintains all the
V.U. Flight School planes and also
takes in outside work. "Court" helped
with most of the Heath's restoration and
Claude, in addition to painting it, was
instrumental in getting the plane
licensed.
The wheels are not original but are
similar. Gary bought 14" motorcycle
wheels and installed bearings to fit the
Heath's axles. As on the original, there
are no brakes and the plane has a tail
skid. The interior was done by Ralph
Hunckler of Vincennes, who does a
beautiful job with leather and up-
holstery.
Although the plane picked up some
weight through the added instruments,
wheel bearings and cockpit refinement,
the use of Stits' new light weight cover-
ing process nearly balanced things out.
The empty weight of Gary's Heath is
475 Ibs., only 10 Ibs. heavier than the
original. With a gross weight of 700 Ibs.,
this provides a useful load of 225 Ibs.
Crew of the Heath (L-R) Everett M. Sager, President, EAA Chapter 625; Glenn Gauger,
EAA President Paul Poberezny stopped Treasurer, EAA Chapter 625; John Rudolph, Gary's son and pilot of the Luscombe SA
by to talk with Gary and admire the Heath. "chase plane"; Gary Rudolph, Hank Watkins, Dale Gauger and Ken Shults.
VINTAGE AIRPLANE 7
Gary displayed his Heath-Henderson converted motorcycle engine at Oshkosh '85. This
was the standard power plant in early Heath's and several other homebuilt aircraft.
This single ignition, 37 hp Continental A-40 engine was a considerable improvement
over the converted motorcycle engines used in the early Heaths.
The Heath sports a beautiful wood instrument panel. Note the single ignition switch -
two positions, ON or OFF.
8 JANUARY 1986
Gary has the original factory weight and
balance sheet and the c.g. of N16GR
falls nicely within the envelope.
The FAA was very cooperative re-
garding the licensing of the Heath al-
though the process took considerable
time. The problem was obtaining the
necessary paper work; for example,
Gary spent six months in obtaining one
bill of sale.
Apparently the FAA records do not
indicate the present owner of A.T.C. No.
487 covering model LNA-40 Heaths, so
Gary could not get a Standard Airwor-
thiness Certificate for his plane. It is
licensed in the Experimental category,
but this has its advantages because
Gary was issued a Repairman's Certifi-
cate for maintaining the Heath.
The instructions for rigging the Heath
were extremely vague and Gary was
somewhat concerned about this aspect
on the first flight. But his fears were un-
founded because the plane flew beaut-
ifully. Gary realized that Ed Heath knew
what he was doing when he specified
11 washers inserted under the leading
edge of the stabilizer at both left and
right side mounting bolts. These instruc-
tions were followed verbatim and
N16GR flew hands off.
Gary explained that the landing gears
on Model LN Heaths had an inherent
weakness and his was no exception.
During a normal landing the gear col-
lapsed doing minor damage to the
plane and breaking the Sensenich pro-
peller. A replacement was ordered but
couldn't be delivered in time for Osh-
kosh, so Gary had Ray Hegy make one
so the plane could be flown at the Con-
vention. The needed repairs were made
to the Heath, including beefing up the
landing gear which solved the weak-
ness problem.
The fuel capacity is 9 gallons, con-
tained in two 4-1 /2 gallon wing tanks.
Gary figures the fuel consumption at 3
gph giving a respectable 160 mile range
with a 30 minute reserve at 65 mph
cruise speed. The Heath takes off and
lands in 300-400 feet (no wind) .
Gary prefers to use 80 octane avgas
but on occasion has burned 100LL and
auto fuel. Like so many antiquers, he is
a strong advocate of the use of Marvel
Mystery Oil and religiously adds the
prescribed amounts to both the fuel and
engine oil.
At Oshkosh '85 the Heath had been
flown 28 hours since restoration with
Gary flying about 15 of those hours. He
says it's a lot of fun to fly and is respon-
sive to the extent it will turn in the direc-
tion the pilot leans!
Gary admits that handling the Heath
on the ground with no brakes and a
tailskid is a bit different, but with his
more than 1000 hours of tail dragger
time, he caught on to the technique
pretty fast. Naturally, he prefers to fly
off grass and is able to taxi the plane
with the tail up as slowly as 10 mph.
GARY
RUDOLPH'S
HEATH
L N A ~ 4
Although Gary grew up around
airplanes (his father owned an Aeronca
Champ in the late 40's and 50's) he
didn't start flying until 37 years of age.
Typically he was an active model plane
builder and on a school teacher's salary
he couldn't afford flying lessons.
This picture changed when he quit
teaching and got into the wholesale
food business, selling Wisconsin
cheese and sausages. Soon they had
need for a company plane and Gary ac-
quired his multi-engine and instrument
ratings. He now has 4,000 hours includ-
ing 25 hours of aerobatics and has
added a glider rating .
Gary hopes that his special fondness
for old planes will rub off on his 18-year-
old son, John, who is also flying ...
then they can share the enjoyment of
flying N16GR and other vintage
airplanes .
The "typical of the era", large control surfaces are necessary for ground maneuvering
with no brakes and a tailskid. Note the positive incidence in the stabilizer created by
inserting 11 washers under the leading edge, per the plans.
1932 Heath Parasol LNA-40, N16GR, SIN 161, winner of the outstanding Silver Age Antique Award at Oshkosh '85.
VINTAGE AIRPLANE 9
POST/ROGERS M
Phil Hocker's Cessna 180A.
Story and photos by Roy G. Cagle
(EAA 15401 , NC 1691)
9096 Minor Court
Juneau, AK 99801
My friend Phil Hocker (EAA 166011 ,
NC 9180) , Juneau, Alaska, and I took
off work a couple of days to fly his
Cessna 180A north to Pt. Barrow on the
Arctic Ocean to observe the fiftieth an-
niversary of the Wiley Post and Will Ro-
gers fatal crash. That old Arctic weather
held true to its mode and we had to turn
back short of our goal.
August fog in the Barrow area is not
to be played with . . . sometimes one
can pick up a lot of ice while flying
through it. It was freezing the day we
hit the Arctic coast at the Colville River,
10 JANUARY 1986
Over Brooks Range Mts. 400 miles north of Fairbanks.
MORIAL FLIGHT
Northway Airport, built as a refueling stop for fighter aircraft being ferried to Russia
during WW II. This field was very hard to locate and many aircraft ran out of fuel and
crashed near here.
At Anaktuvuk Passon thenorthsideofBrooks MountainRange, over200milessouth-
east of Point Barrow.This is an emergency landing strip built by Wien Airlines after
WW II. Therearenotreesfrom heretothe Arcticcoast. Roy Caglecan be seen plotting
the courseto Pt. Barrow.
just 150 miles east of Pt. Barrow, and
a 35 mph wind was blowing off the Arc-
tic ice field . That was as close as we
got to the crash site.
This was our first trip to the North
Slope area and in spite of the bad Arctic
weather, we did have a good time. En-
route we stopped at a couple of very
remote Eskimo villages. In some cases
these inland people live over 200 miles
from other folk .
When flying north of Bettles, the
jumping off place for the Brooks Range
and the North Slope, one must plan
ahead for fuel stops. Phil has an EAA
STC for the use of auto fuel in his
Cessna and this was a great help in
keeping fuel in our tanks.
When available, auto fuel can usually
be purchased for about $2.65 per gallon
in the north region , but it can be as high
as $5.00. On our way up from Juneau
we found aula fuel at the following air-
ports: Northway, Fairbanks Interna-
tional and Bettles. Fairbanks Interna-
tional offers free camping for pilots and
their aircraft and we were the first to
use this new facility.
Incidentally, in flying his Cessna 180
over 400 hours, Phil has always used
auto fuel when available. To date he
has had no problems with either the air-
craft fuel system or the Continental 0-
470 engine.
Last summer the Cessna was flown
from Juneau, Alaska to Mexico and re-
turn and on the aforementioned trip to
the Arctic and return without even
cleaning a plug. Outside air tempera-
tures on the jaunts ranged from freezing
to 107 degrees, serving as a good field
test for the use of auto fuel.
Eskimo village. Glaciers near Palmer.
VINTAGE AIRPLANE 11
Oshkosh '85
Showplanel
Owner
Sketches
Story and photos by Larry D'Attilio and
Pamela Foard, AlC Press Co-chairmen
(EAA 150262, AC 8265)
1820 N. 166 St.
Brookfield, WI 53005
AERONCA 15AC SEDAN OWNED BY
BURL A. ROGERS
N1363H, SI N 15AC-410, is a brightly
colored 4-place Aeronca Sedan pow-
ered with a 180 hp Lycoming sporting
an 82-inch prop. Burl Rogers rebuilt this
Burl Rogers' Aeronca Sedan was parked in the Show Plane Camping area.
particular one in 1981 and says that the
bright colors and scheme are based on
the pattern of an air taxi operator in
Alaska. Orange and yellow show up
real well against the black base color
and Burl is glad to have this scheme
since he and his airplane reside in An-
chorage, Alaska.
Along with the Super Cubs, Helios,
Wendell D. Smith and his 1952 Piper Pacer.
The customized wheel pants designed and built by Wendell D. Smith.
12 JANUARY 1986
Maules and others these big Aeroncas
are valued by bush operators. They can
carry big loads and still manage short
field performance, and Burl 's offers an
increase over standard Sedan perfor-
mance by virtue of that big prop. He
figures it gives him a 10-15 percent per-
formance increase. He is also seeking
a multiple STC for this modification.
Burl also says there are at least 18
of these unusual classics in his im-
mediate area and thinks there are 360-
370 left on the registry. If you watch
Trade-A-Plane you certainly won't see
them advertised for sale very often and
it isn't surprising to see that most are
up north.
This particular big Aeronca started
out in 1949 and went through four other
owners before Burl. When Burl got it, it
was the usual sorry mess with corroded
wings and no landing gear or floats. It
took some devotion to bring it to its pre-
sent attractive and useful state.
Burl 's interest dates back to being 14
years old and taking out the family
plane to practice S-turns for a week and
a half at 50 mph. Learn by doing school
of thinking? That was the beginning and
though his interest started out as fun
with the family plane it all eventually led
to his being professionally involved with
aircraft repair and restoration.
We are all glad of that because this
fine Aeronca is a great example of
Burl 's abilities. Thanks, Burl, for once
again demonstrating that something old
can be very utilitarian and also an object
of beauty.
1952 PIPER PA-20 PACER, N1830A
Wendell D. Smith, Battlecreek, MI ,
works for the government as an artist
and the decorative scheme of his Pacer
shows the professional artist's taste in
its appropriateness to the airframe.
What you can't see in the photograph
is the careful workmanship of the ex-
terior. It is painted with Imron without
any clear on top and is the culmination
Donald and Cheryl Matthews and their yellow and black 1946 Ercoupe, N2977H, SIN
3602.
of apartial restorationthatwasfinished
recently. Wendell has owned the plane
for 15 years and it is his second Pacer.
Before that he owned aJ-3,Luscombe
and a Vagabond.
Most interesting are the wheel pant
fairings onthisplane.Wendellused his
talent to redesign and improve the
pants and then built a pair. The fit is
exact and they compliment the lines of
the plane. We found this very hand-
some bird in the camping area, so we
urge all of you to inspect that area of
the Convention,too.
ERCOUPE N2977H
Cheryl and Donald Matthews flew to
Oshkosh in their very pretty Ercoupe
from their home town of Mt. Clemens,
Michigan. Like a number of other ac-
complished Ercoupe pilots their choice
of airplane was partlydictated by med-
ical reasons. Donaldhasaneurological
disorder that requires leg braces.
Cheryl likes to fly but does not have a
licenseyetsoDonalddoesthehonors.
The Ercoupe is beautifully restored
with the Matthews doing part of the
work and some of it being hired out.
They have owned this classic bird for
10 years. The finish is Imron with an
additional coat of clear over all. They
designed the color scheme which
seemstoemphasizetheErcoupe'sbest
curves.Theydo notwax the finish, but
use baking soda and water to remove
bugs and assorted gunk.
It was a pleasure to meet this en-
thusiastic yO\,Jng couple, members of
Detroit's EAA Chapter 13. We loved
theirairplane.
BIG BEAUTIFUL HOWARD
As you walk upand downthose long
lines of antique and classic
showplanes, certain ones catch your
eyebecauseoffamiliaritywiththetype,
colors, eleganceorotherundefinables.
Some planes seem to have an unexp-
lainable aura that suggests the owners
had great empathy for that particular
aircraft.
The Howard restored by Paul
Donoghue and Jim Ross, both of the
Boston, Massachusettsareagetsmore
intriguingthemoreone looksatit. Paul
andJimareairlinepilotswhohavealso
restoredaBT-13andaStearman.How-
ever,this is theirfirstcomplete restora-
tionandtheyestimatetheyspent4,000
hours on it.
The project had been a basket case
without engine or prop. Thewings had
been rebuilt and the fuselage was in
fine condition This Howard servedas a
VIP transport in the Navyduring WW II
and the log showed 6000 hours total
time.The plane was covered with light
weightCeconiteand finished with Ran-
dolph Ranthane paint. Dick Martin of
Green Bay,Wisconsindidthe final trim
work.
Interiorsoftenseparateamereresto-
rationfromagreatone.Thisisthelatter
and it reflects alotofeffortonPauland
Jim'sbehalftoobta::1authenticity.They
determined what the original material
looked like from a 1939 company
brochure.Thatmanufacturerwasoutof
business but they found the identical
material at an antique car restoration
place called Baron and Bonney in
Amesbury, Massachusetts. This place
also had some of the correct interior
hardware as many aircraft companies
used off-the-shelfauto parts.
We hated to leave this beautiful
airplane and hope that Paul and Jim
didn't observe us drooling like the wolf
in Little Red Riding Hood.
(L-R) Paul DonoghueandJimRosswiththeiryellowandblack1944HowardDGA-15P,
NC52986, SI N 988.
TheHoward'spanel isauthenticexceptforsomemodern instruments.
VINTAGE AIRPLANE 13
BeckyHart's
AeroncaSuperChief
Photo by Roger Hess
Becky Hart and Roger Hess with N3923E.
by Dick Cavin
(Photos by Becky Hart except as noted)
One of the unsung rewards of report-
ing on airplanes is the outstanding
people you meet and come to know
well. One of these is a petite lass of 27,
Becky Hart (EAA 160782), a truly out-
standing young woman, whose im-
maculate 1947 Aeronca 11 BC Super
Chief was the recipient of the Oshkosh
'85 Reserve Grand Champion Classic
trophy, a single honor that reflects the
esteem of a team of gimlet-eyed judges.
As a matter of fact , Becky's Aeronca
N3923E, SIN 11 BC-5, came within an
eyelash of copping the Grand Cham-
pion Classic title, if that helps you to
appreciate how truly impeccable it is.
Now in case you are inclined to think
a winner of a top restoration award is a
grizzled old A&P with a fancy shop and This was Becky's first sighting of the Super Chief.
14 JANUARY 1986
that a mere slip of a girl couldn 't possi -
bly have done all those things so skill-
fully by herself - BEEP - forget it ,
Mac! Yes, she had a little help on some
operations, but it's only rarely that
someone does it all themselves.
Perhaps it's only words of advice from
a pro that is sought, but no one is an
island these days.
Becky gives credit to her mechaniC,
Ray Johnson, for overseeing and advis-
ing her all along the way, but make no
mistake, she did the lion 's share of the
work. Let's go back to the beginning ,
though, and follow this talented young
lady's pursuit of perfection in her very
own Magic Carpet.
She and her boyfriend, Roger Hess
(EAA 160502), met in college where
Roger got his private license in October
1979 via the flying club of University of
Wisconsin-Madison. After both gradu-
ated with degrees in Electrical Engi-
neering they moved to Minneapolis
where both were employed by the Hon-
eywell Company to do radar systems
engineering. Becky hadn't really in-
tended to take up flying , but did decide
to enroll in ground school to help her
understand what it was that fascinated
Roger so. That was in September,
1980.
She found out rather quickly and by
February, 1981 , she too had a private
license. Now, both she and Roger have
started aerobatic training and are look-
ing forward to the day when Roger's
Pitts is flying .
Since airplane money was scarce for
both, it narrowed their options. As so
often happens, the unexpected got
things off dead center. One day Roger
spotted an ad on the local FBO's info
board and convinced Becky they should
go look at it. Neither of them even knew
what an Aeronca looked like or even
had serious thoughts about buying an
airplane. Out of curiosity they drove out
to the edge of Minneapolis where it was
tied down in a farmer's field. It looked
pretty bedraggled and obviously hadn't
had much care. The log showed 1580
hours on the airframe and engine and
a linen recover in 1960.
Becky said she bought the plane be-
cause she fell in love with its classic
rounded lines. It was still licensed, so
she had it ferried to Crystal Airport
where she had rented a hangar. That
was June 29, 1981 and after she looked
at it for a month without flying it, she
made the decision to recover it and get
it back in A 1 shape. After Ray Johnson
assured her he would check her work
at every step, the project began with
stripping the fuselage of old fabric.
Right here the entire project changed
direction. The log showed all woodwork
Stripping the fabric off N3923E.
The fuselage frame is primed with Steel-Cote two part epoxy. Formers, stringers, win-
dow frames, etc. are all new wood.
replaced at the prior recover, but it was
obvious that the formers and stringers
had merely been reinforced with stouter
pieces of wood and much hardware,
with the originals rotten and warped.
With the airplane now completely dis-
assemblsd, off came the engine, land-
ing gear and tail group. Here's what she
found : badly deformed landing gear
bolts, brake cables broken and spliced,
numerous wasp nests in all the control
surfaces and wings, mouse nests in
both wingtips, badly damaged gear fit-
tings, bent and damaged landing gear,
damaged rudder, tail post, and left wing
lift struts. Apparently it had been ground
looped often, as outboard ribs and tip
bows had had numerous repairs (unlog-
ged). Mice had chewed the left rear
spar so badly at the aileron bellcrank
that a legal splice couldn 't be done. Add
34 years of accumulated oil , dirt and
rust to all that and you can see why she
might have considered a chain saw as
the easy way out.
Not our gal Becky, though! She set
to work methodically cataloguing
hardware, labeling every bolt and nut
as to where it went, drawing sketches,
and taking dozens of photos (which
were the most valuable of all on re-as-
sembly). She also had a service manual
to correlate with her photos, etc. As it
turned out, none of the carefully labeled
hardware was re-used.
She said the remainder of the fall of
1981 was spent chemically stripping the
fuselage and sheet metal and this was
the most inefficient phase of the project,
as she wasted time stripping metal that
wouldn't be re-used. The fuselage was
the worst of all. She hand stripped it
thoroughly, then applied a hardware
store red oxide primer (which only pro-
tected it during the winter) . This re-
quired two months of hard work when
winter called a halt.
VINTAGE AIRPLANE 15
sawed through and found to be in per-
fect shape, too. The damaged left strut
was also cut in two near the bottom to
reveal a completely rust free interior,
suggesting that the airplane may have
been hangared most of the time.
A new rear spar was made, with ap-
propriate doublers and bushings added.
After sanding, all spars and formers
were epoxy varnished. The warped and
bent trailing edges were replaced, along
with new wingtip bows that Roger
welded up. All aileron bearings were
beyond rejuvenation and were replaced
with new KR-4s.
While Becky was involved with wing
work that summer, Roger did the fitting
of the fuselage formers and stringers
during a lapse in his Pitts project. This
is an exacting task to come out with
smooth compound curves that disguise
the triangular frame adding eye appeal
to the Chief's fuselage. It's also an exer-
cise in frustration to avoid unsightly
bumps and protrusions.
Determined not to lose another
winter, Becky rented a heated hangar
at Anoka County Airport from the same
EAAer who had sold her the airplane.
During the winter all the pre-cover as-
sembly of the fuselage was completed,
including replacing copper fuel line with
aluminum and installation of all new wir-
ing. All control cables and pulleys were
replaced, using new ones throughout.
The badly bent gear was replaced
with a new one from Univair, but after
assembly it was noticed that the axles
pOinted downward. After much long dis-
tance discussion with Univair, they dis-
covered the company that made these
struts to Univair had jigged them wrong.
(Who knows now how many Aeroncas
have the bow-legged look?)
After all this the airframe was in-
The newly restored wings are fitted to the fuselage. spected and signed off for cover on
April 30, 1983.
When spring came she got rid of the
oxide primer by having it sandblasted,
after which the fuselage was im-
mediately painted with a gloss black,
two part industrial epoxy (Steel-Cote) ,
which has given excellent results, with
no peeling or chipping.
During the winter, Becky had made
patterns off the old formers and strin-
gers and sawed new ones out of 1/4"
aircraft mahogany plywood until her
apartment neighbors squawked at the
noise. (Those dern ground pounders!)
The summer of '82 was used to re-
build the wings. Both wings were disas-
sembled completely, although the ribs
weren't slipped off the spars. Most of
the nails holding ribs to the spars had
fallen out and were replaced with air-
craft brass nails after epoxying the ribs
to the spars. All fittings were removed,
sandblasted, checked and repainted or
plated. Spars were checked for cracks,
rot and condition and were found to be
excellent. The damaged spar was Freshly majored Continental C8S engine.
16 JANUARY 1986
Roger Hess made three sets of baffles before he was satisfied with the end result.
Apparently no commercially-made baffling for the 85 hp Chief is available.
Before covering, though, the airframe
was re-assembled to check rigging and
the fit of the wing with the new left struts
and rear spar. This was a good move,
as some adjustment was required. Also,
at this time, Roger decided to put the
Pitts on the back burner and help Becky
finish her project earlier. This would
give them a flying airplane sooner. In
exchange, Becky would cover the Pitts
for Roger. This turned out to be a good
idea, as things started going together in
high gear. They each began averaging
30 hours per week on the project.
The last task on the wings was instal-
ling a new leading edge. Not knowing
better, Becky duplicated the originals,
which were half hard 5052-0 .016
aluminum. These are very soft and
Becky grieves about not using 2024 T-
3, as she knows that sooner or later
she'll get a big dent or so.
Becky couldn't go for the PK screws
the factory used to fasten the fabric and
leading edge, so she dimpled the sheet
metal and used flat head metal screws
for attachment to the ribs. She also
bonded the sheet joints for a real
smoothie leading edge.
Becky said that beginning in June
1983 she spent eight straight months
covering the Aeronca, using the Stits
process exclusively. This didn't include
the final spraying, which came later in
the early spring of '84. She followed
Stits' excellent instruction manual to the
letter and had no problems whatsoever.
She also used Stits flat polyester
ribstitch cord, in combination with Stits'
hidden knot stitch method, resulting in
a super smooth finish on the ribs.
Aeronca ribs don't hold their shape well ,
so special attention was paid to keep
them precisely aligned.
tension, so she made balsa fillets to
beef up the area and it worked out
beautifully. She also learned that the
steel tail surfaces would bow under fab-
ric tension and that a little outward pre-
bowing before cover would then give
one a straight line under tension. Later
learning this wasn't a new technique,
she said they had to learn it themselves.
While Becky was covering Roger
spent his time on the sheet metal work,
replacing all cowling, fairings and baffl-
ing. The largest cowl required a 3' x 10'
piece and it was re-made three times
before they were satisfied with the fit.
Similar effort went into the other cowl-
ings and the result was the best fitted
cowls you'll probably ever see on an
Aeronca (Amen, Ed), and a big
aluminum bill .
To prevent the eventual deterioration
of baffling into aluminum lace, Roger
used heavier gauge aluminum, rein-
forcements, and expansion jOints. For
some reason no commercially made
baffling is available for the 85 hp Chief
and Roger said it was the most frustrat-
ing part of the metal work. Also it was
the reason he made three sets before
pronouncing it perfect and he is justifi-
ably proud of the fit. All of the sheet
metal was scuffed with Scotch-Brite, fol-
lowed by acid etch, Alodine and Stits
epoxy primer.
Fabric spraying began in January '84,
using a pressure pot and a 2 hp com-
pressor, which made it possible to spray
heavy and fast enough to avoid over-
spray. They averaged spraying 5 coats
of silver, (2 more than Stits minimum).
With much laborious sanding between
coats, with the leading edge receiving
several extra coats. The weave of the
2.7 oz. 0-103 fabric wasn't completely
hidden at this stage, but due to the ex-
tensive sanding it was close to it.
The standard Stits finish is Poly tone,
the equivalent of butyrate dope, and an
average of four coats was applied, with
sanding between. The colors used were
Pontiac Red and Insignia White, with
Dakota Black for trim. White was
painted first, then red and black were
masked and painted in that order. Stits
red is non-bleeding, but Becky said she
didn't want to tempt it. Masking was
done with expensive 3M Fineline Mask-
ing tape, a green polypropylene, which
makes the cleanest lines you'll ever
see, with no bleed through or need to
seal edges, giving outstandingly good
results.
Becky and Roger really outdid them-
selves on the Polytone finish, which
normally does not dry to high gloss. To
She soon found the light ribs in the
The Chief was covered using the Stits process throughout. Using much sanding and
aileron bay wouldn 't hold up to fabric buffing Becky and Roger attained a high gloss finish with that "deep wet" look.
VINTAGE AIRPLANE 17
to purchase an Airtex interior to save
time and she was delighted with the
BeckyHart's
AeroncaSuperChief
The mostly black Airtex interior contrasts perfectly with the dark red upholstery and
carpeting. The white vinyl headliner and nickel trim provide the final touch of elegance.
Note black leather covered instrument panel.
get a high gloss finish they wet sanded
with used 600 grit paper, followed by
hours of machine buffing with liquid rub-
bing compound . Many people thought
it was polyurethane enamel as there
was no fabric weave visible and it had
that deep "wet" look.
They used Stits Aluma-thane to paint
the metal parts, which has a superior
color match, but since they were never
able to get a dirt free surface (despite
all precautions) they switched to
Poly tone. It was sanded and buffed to
a brilliant finish like the fabric and is
non-shrinking, but they've found it not
as resistant to solvents and stains, so
requires more care and frequent waxing
than a polyurethane finish would.
Between sanding and painting ses-
sions the engine was majored, even
though the log showed a top overhaul
40 hours back. Not only had it not been
topped, but also they found two cracked
cylinders in addition to evidence the en-
gine had been run dry of oil. They were
able to save the crank and cam shafts
by grinding undersize, along with the
case and sump and the other two cylin-
ders. They also were able to use the
intake and exhaust systems. 100 oc-
tane valves were installed and the en-
gine balanced before sign off by the
FAA repair station. Mags and carb were
lines, ignition harness, ducting, and
plugs were replaced with new ones. A
new Sensenich prop was purchased to
replace the old McCauley (serial #9) .
The engine has performed beautifully
now for some 60 hours.
With the end in sight Becky decided
quality, durability, and the ease of in-
stallation. The mostly black interior con-
trasts perfectly with the dark red up-
holstery and carpeting. A non-shrinking
white vinyl headliner and nickel trim pro-
vide the final touch of elegance. Interior
sheet metal is spotter painted "Static
Black" Polane, much like the Christen
Eagle interior. The instrument panel
(also new) is covered in black leather,
as a handsome touch to accent the all-
new (or refinished) original instruments.
After replacing all windows and
windshield with 1/8" Plexiglass edged
in aluminum channels, the fuzzy half of
a Velcro strip was used to line the chan-
nels and secure them. Window latches
and door locks were also made so the
airplane could be left unattended when
needed. Polished stainless steel
hardware was used inside and out, as
they decided painted hardware would
soon show signs of wear or rust.
N3923E was finally completed on
Nov. 2, 1984 and was inspected and
signed off the same day with a resound-
ing "Well done!". Bill Witt, a friend, made
the uneventful first flight a couple of
days later and he also took on the task
of teaching Becky and Roger to be tail-
dragger pilots. They made excellent
progress, too. Becky says, "I've found
landings are not really so difficult but
are difficult to do really well."
So, after some 2200 hours of work on
Becky's part and nearly that much by
Roger, they have a superbly crafted
airplane to fly, an outstanding one to be
admired. Certainly it qualifies for the title
of "Reserve Grand Champion." Our
hats are off to this talented and person-
able young woman and Roger Hess.
'Bet their Pitts will be another prize win-
ner, too .
Photo by Jim Becker
overhauled and all control cables, fuel Becky Hart flying her Oshkosh '85 "Reserve Grand Champion" Classic.
18 JANUARY 1986
by George A. Hardie, Jr.
Since the beginning of aviation there
have been attempts to produce a suc-
cessful STOL (short take off and land-
ing) aircraft. The autogiro appeared to
be the perfect solution, but was soon
eclipsed by the helicopter. Designers
are a persistent lot, as exemplified by
this month's Mystery Plane. The photo
was taken at the Flying Ranch Airport
in New Jersey in 1961 and was submit-
ted by John Lengenfelder of Lawrence-
ville, New Jersey. Answers will be pub-
lished in the April , 1986 issue of THE
VINTAGE AIRPLANE. Deadline for that
issue is February 15, 1986.
The Mystery Plane in the October,
1985 issue of THE VINTAGE
AIRPLANE is the Langley Twin, Model
2-5-90, ATC #755. This was one of
many designs featuring a formed plastic
construction that appeared just before
and during World War II, with the idea
of conserving metals used in the de-
fense industry. The airplane was de-
signed by Martin Jensen of Dole Derby
air race fame, and the license to build
was acquired by the Andover-Kent Avi-
ation Company in 1942. Production was
suspended because of the low priority
allotted to the company. Attempts to re-
vive it in 1946 brought no sales.
Many members recognized the Mys-
tery Plane. Charley Hayes of Park
Forest, IL wrote:
"This four-placer was constructed al-
most entirely of molded plastic plywood.
It was powered by two Franklin engines.
No mechanical fastenings such as nuts,
bolts or screws were used to hold major
parts of the plane together (apparently
bonding was enough). Aeromatic props
provided constant variable pitch. Gross
weight was 2650 Ibs., high speed 160
mph and range 450 statute miles. It
would hold altitude on one engine at full
gross weight (it didn't say how much
altitude) . This attractive little twin was
priced at $8,500 in 1946. As far as I
know, only one was built."
References can be found in Juptner's
U.S. Civil Aircraft, Vol. 8; Jane's All the
World's Aircraft for 1941 ; and Flying
magazine, December, 1941 .
Others who submitted answers
(some with much detail for which we
don't have space) were: Frank E. Hand,
Jr. of Cow-Town, TX; Lynn and Carol
Towns, Eaton Rapids, MI; Ken Pruitt,
Belen, NM; Douglas T. Rounds, Zebu-
VINTAGE LITERATURE . ..
(Continued from Page 5)
both samples were about the same -
11 percent in 1937 and 12 percent in
1985. Considering the ages of the en-
gines today that would indicate a good
maintenance record.
Regarding injuries, there are far
fewer today. In 1937, 130 of the 164
accidents involved fatalities, whereas in
1985 only 24 fatalities resulted from the
158 accidents. Is this difference a result
of the types of accidents involved, or
the increased structural strength of air-
craft built after the 1930s?
lon, GA; Herman H. Fasnacht, Pontiac,
IL; M. H. Eisenmann, Garrettsville, OH;
Kelly J. Bare, Richardson, TX; John B.
Hyde, San Leandro, CA; H. Glenn Buf-
fington, San Diego, CA; Joseph
Tarafas, Bethlehem, PA; K. W. Kleinen-
dorst, Hop Bottom, PA; Ed Beatty,
Hamilton, IN; LeRoy Falk, Carpen-
tersville, IL; Wayne Schubert, Kingston,
NY; and Harold H. Swanson, North
Branch, MN .
Air Facts provides some very in-
teresting food for thought as to the
causes and results of accidents. For
anyone owning or flying or considering
an antique or classic from 1938 on, Air
Facts is a good source of real life infor-
mation dealing with these aircraft both
in accident reports and flight tests.
The EAA Library has a nearly com-
plete set from 1938 to 1976.
Note: The 1985 data is from prelimi-
nary accident reports and because data
was not yet available for the full year,
comparisons are made in percentages
rather than total figures .
VINTAGE AIRPLANE 19
WHAT'S SO GREAT ABOUT FLYING ANYWAY?
by F. J. "Buddy" Joffrion
(EAA 186296, AlC 7045)
83 Teardrop Court
Newbury Park, CA 91320
What's so great about flying anyway?
That's what I'm asking you, and I'll bet
you can't tell me. I've heard just about
all the propaganda there is on the sub-
ject, and I'm still not convinced. After
all, I too know a little about this busi-
ness. And, I just don't understand why
people get so emotional and poetic
about it. It's really not all that it's cracked
up to be.
You don't need to tell me what it's like
to break ground at early morn when the
air is a limpid, undisturbed pool, and
your stirrings are the first to even make
a ripple in this pristine stillness. I've
known the flush of floating aloft on that
buoyant ocean of ether while the sun
reluctantly rises out of its nightly
slumber and slowly brightens the purple
halo of the mountains into a dazzling
azure blue. I've experienced all of this,
but I don't get get all dreamy eyed and
gushy about it, not me.
You must also realize that I am aware
of what it's like to come in off a flight,
certain that you have given it your best
shot and that your best shot was a lot
better than just good. I know all about
that glow of elation from a glassy
smooth touchdown after a flawless ap-
20 JANUARY 1986
proach when that noble, obedient
machine transfers its allegiance to a
new set of laws, as it abandons the sky,
re-embraces the earth and rolls you
smoothly to your tie-down. Along about
then, you're at least ten feet tall, and
your only regret is that the whole world
wasn't looking on. I understand these
things. Still, you don't see me getting
carried away about it. No sir!
It's just that, over the years, I have
experienced most of it either first or sec-
ond hand, and I guarantee you that it's
not all that much. I've even picked the
brains of those lucky guys who race at
Reno. I can vividly picture what it must
be like charging around Adrenalin Alley
at over 400 per and polishing those py-
lons ever so closely while that angry
Merlin in front of you screams its de-
fiance. And though I've never had the
good fortune of trying it, I can actually
feel and appreciate the exquisite, un-
equalled thrill drawn from man and
machine striving mightily to gain advan-
tage over an incomparable field as they
hurdle furiously around that checker-
boarded course. Even as a spectator, I
am at once, both drained and exalted
by this magnificent spectacle - I hon-
estly sense and suffer those outrageous
"G" loads as each charger attacks those
pylons in a vertical bank! ANY IDIOT
KNOWS THAT ALL OTHER FORMS
OF RACING PALE INTO NOTHING-
NESS WHEN COMPARED WITH
THIS! But still, I don't get worked up
about these things like some folks.
Never!
And just in case you're wondering-
well, I've done a little instructing, too.
You can't tell me much about the deep,
stirring satisfaction you get from taking
a 16-year-old kid and teaching him to
tread the skies safely. His first solo will
be forevermore etched into your mem-
ory. No mother robin, seeing her fledgl-
ings test their wings for the first time,
could know greater pride and, yes, self-
importance than you do at this moment.
You almost feel that, from this point on,
the kid belongs t9 you. After all wasn't
it you who gave him life! A friend of mine
calls it a "soulful experience", but he's
inclined to let his emotions get a bit
drippy at times. You have to remember
that instructing is just another job -
certainly nothing to get excited about.
Not in the least.
I really want you to know that I am
not without some knowlege of these
things. I know first hand the matchless
exultation of pulling an acrobatic bip-
lane straight up into the deepest part of
the sky, watching the airspeed and wind
noise fade away and then that majestic
indescribable instant when, at last, the
nose falls through and that sublime
machine plunges downward, gracefully
retracing its footsteps back to earth.
Yes, I put this elegant biplane through
its paces - paces that tested this lovely
lady's very fibre. This sensitive aristoc-
rat and I did things that no hawk or spar-
row would dare try - twisting and turn-
ing, rolling and diving as the wind strum-
med a haunting melody through her
wires. And silently, through it all, we
were both dreading that inevitable mo-
ment when we knew we had to return
to stodgy earth. I'm only telling you
these things so you won't think I'm just
blowing smoke on the subject. It's just
not all that great.
I could tell you a little about
camaraderie here, too. How airplane
folks are somehow magically drawn to-
gether no matter where they happen to
find themselves. Yes, and that unexp-
lainable bond of kinship linking them -
a kinship that seems to surpass all
others. You either belong to this infor-
mal, worldwide brotherhood, or you are
just tolerated with studied indifference
and pity. As far as I can tell , no one has
satisfactorily figured this one out. Let
two or more of these people get to-
gether, and there is never a lull in the
conversation. Even the oldest stories
command attention. Not only that, they
gain stature and excitement (as well as
padding) with each telling. Say, did I
ever tell you about the time that . .. well ,
I'll get back to that later. I suppose you 'd
find some sort of camaraderie even
among stamp collectors and birdwatch-
ers, but I don't know what they'd talk
about.
Another thing - I have never under-
stood why airplane people are so ir-
resistibly drawn, as if by some invisible
magnetism, to those religious shrines
they call airports. And I can, in no way,
comprehend why it is that, wherever
you find a grassy field with a handful of
airplanes on it, you 'll also find a group
of these folks hunkered down, spinning
yarns tournament style. Some of the
stories are really too much. Have you
noticed that some people just don't
know when to quit exaggerating?
There's this guy with the big yap over
at Fla-Bob who tops everything I say.
But anyway, what do you suppose it is
that attracts these jocks to every cow
pasture in the country that has a hangar
on it? It sure beats me. I go to this little
airport near me every chance I get, but ,
you understand, it's just to study this
strange breed firsthand.
Now, I'm willing to concede that, in
my own career, there have been times
when I was more than just a little
pleased with myself - like when I had
brought a four engine jet and 400 pas-
sengers out of Kennedy, through a mid-
western squall line, to a safe uneventful
landing in CAT II minimum at LAX. On
an occasion like that, after the engines
are shut down and the check lists com-
pleted, you 're inclined to slump down a
little on that cockpit throne, think back
on the unbelievable experiences of the
last five hours and say to yourself, "Was
that really me?" You have to admit it's
a heady wine, but then it's really no big
deal. I could never get emotional or
poetic about it - that's for sure!
Anyway, getting back to my question
- now truthfully, what's so great about
flying? It's not actually all that much
when you think about it - at least not
like a lot of folks would have you be-
lieve. If you have an answer, I'd like to
hear it, but it's gotta be right now! This
guy offered me a ride in a Staggerwing
Beech and I'm not about to be late for
something like that!
VINTAGE SEAPLANES
Consolidated Fleetster with 550 HP Hornet engine on EDO 5300 floats.
(Courtesy of Edo Corporation)
Pan Am vs. New York, Rio, Buenos
Aires
The aircraft pictured was one of a
fleet of Mai l/Passenger machines which
were used by New York, Rio, and
Buenos Aires Lines on scheduled
routes along the east coast of South
America. The aircraft could carry up to
seven passengers and had a top speed
of 165 miles per hour.
In 1930 after a fierce battle for U.S.
Government mail contracts, the victori-
ous Juan Trippe of Pan America Air-
ways euchred Ralph A. O'Neill , then
president of NYRBA, out of his airline
with a prize of 32 of the most advanced
aircraft on the market as well as a net-
work of ground facilities and other as-
sets worth millions more than the ac-
quisition price.
The merger of Pan American Airways
and NYRBA removed the last obstacle
to Pan Am's monopoly of the U.S. air
routes of Latin America .
CALENDAR
OFEVENTS
We would like to list your aviation event in our
calendar. Please send Information to the Editor,
The VINTAGE AIRPLANE, Wittman AIrfield,
Oshkosh, WI 54903-3086. Information must be
received at least two months in advance of the
issue in which it will appear.
FEBRUARY 28 - MARCH 2 - CASA GRANDE,
ARiZONA - Arizona Antique Aircraft Assn.'s
Annual Cactus Fly-In. Make your own reserva-
tions. Bring tie-downs. Contact: Tom O'Connell
602/5673271 or Forrest Kline 60215674588.
MARCH 16-22 - LAKELAND, FLORIDA - 12th
Annual Sun 'n Fun Fly-In. Antiques, classics,
homebuilts, warbirds, ultralights and light
planes gather at Drane Field. For information
contact Bonnie Higbie, Sun 'n Fun Headquar-
ters, P.O. Box 6750, Lakeland, FL 33807 or
phone 813/644-2431.
APRIL 25-27 - KITTY HAWK, NORTH
CAROLINA - 4th Annual Wilbur Wright Flyln
at Wright Brothers' National Memorial. Gather-
ing of antique and classic airplanes along with
vintage automobiles. Awards in various
categories. For information contact Gene
O'Bleness, managing director, First Flight Soci
ety, 919/441-3761.
JULY 28-AUGUST 1 - MANASSAS, VIRGINIA
- International Cessna 170 Association Con
vention. Contact: Byrd Raby, 3011743-7623.
AUGUST 1-8 - OSHKOSH, WISCONSIN -
World's Greatest Aviation Event. 34th Annual
EAA International Flyln Convention and Sport
Aviation Exhibition. For information contact
John Burton, EAA Headquarters, Wittman Air-
field, Oshkosh, WI 549033086, phone 4141
426-4800.
AUGUST 10-15 - FOND DU LAC, WISCONSIN
- lAC International Competition. Fond du Lac
Sky Port. For information contact Jean Sorg,
lAC, EAA Headquarters, Wittman Airfield, Osh
kosh, WI 549033086, phone 414/426-4800.
VINTAGE AIRPLANE 21
ATribute To Jean Qoche
Story and photo by Mike Melfa
We should never forget where our
light plane heritage began and honor
those who through their selfless efforts
laid down a tradition that lingers and
growsmoreeachpassingyear. We,the
recipients of this heritage, do and
shouldstriveto keep italivebyreplicat-
ing those designs that brought us to
where we are today. With this in mind
and to create a long remembrance of
flying the C-3, I took the daddy of the
C-3, the C-2 and sortofdid mything to
make it lighterwith traditional construc-
tion methods but using modern mate-
rials.As aresult its simplicityof design
and aerodynamic integrity has resulted
in one of the most excellent handling
aircraft I have ever flown, bar none. It
is 88 pounds, lighter than the original
design, and Iam surethis accountsfor
most of this.
The design of the C-2 is the resultof
yearsofselflesseffortofJeanA.Roche
- a man with a dream of a true light
plane. He saw the need for a cheap
economical airplane; an every poor
man's airplane. It started in the early
20's and the design got a shot in the
arm while he was employed by the
ArmyAirServiceatMcCookField,Day-
ton, Ohio. The service wanted him to
develop atraining gliderfor them.This
opportunity led to the refinement of the
airframeand thediscoveryofanewair-
foil , the Clark "Y". With the help of a
friend, John Dohse, theycompletedthe
airframe and utilized a Henderson
Motorcycle engine which proved in-
22 JANUARY 1986
adequate to lift it off the the ground.
Asfatewouldhaveit, Rochewaspart
of adesigngroupat McCookand afel-
low engineer by the name of Harold
Morehousewasdevelopinga2-cylinder
opposed engine for the service to blow
up ballonets for blimps. Roche liked
what he saw and approached
Morehouse. After Roche explained his
need Morehouse became enthused
and threw himself into the project to
developasimilarpowerplantthatwould
deliverthe required horsepower.
Morehouse, working on his own and
with the helpofothers, developed a 2-
cylinder opposed engine that delivered
29 horsepower. This little engine ran
flawlessly and as aconsequence Jean
Roche's little airplane flew in Sep-
tember, 1925, with Dohse at the con-
trols. Dohse had not soloed but had
only held the controls of an airplane in
the air.Dohse claimed that he had not
intended to fly it but it hopped into the
air. (Where have you heard this story
before?) Dohse flew it out about five
miles and turned her around and put
herdown successfully.
Iftherewas anyoccasion totestifyto
the stability of his design this was it,
and we must hand accolades to
Morehouse for his little engine; it ran
flawlessly during the next 200 flights.
Everyonewhoflewitwasunanimousin
theirpraise.JeanRoche, however,was
not immediatelysuccessful in finding a
manufacturer for his little bird until the
summer of 1929.The rest is nostalgia,
yours and mine.
This current design is very similar to
the C-2 in outward appearance. When
you get close to her you will begin to
noticethedifference. It istwofeet shor-
ter, there is no cabane and the gear is
different. The wing, however, is the
same as theC-2;butwithdifferentcon-
struction.The internal components are
made of aluminum.
Of course, the engine is different. I
have chosen the Global engine be-
cause it appearsto be the most practi-
cal solution in view of the wide spread
availability of parts world wide. I feel
that any problems in its design will
eventuallybe resolved. Ibelievethisto
be true for there has been much im-
provement since its introduction. Iper-
sonally am striving to work on low end
vibration. Iam sure there are others in
thefield whoareexpendingefforttoim-
prove it and eventually we will all be-
nefit.
To date I have flown Mike's Mouse
(named by Capt. Ray Fow, Delta Air-
lines) about 35 hours. It's a delight to
fly.Several old headshaveflown itand
can testify to its handling characteris-
tics. It's a sweetheart, stable, forgiving
and gentle. You would think it's an ul-
tralightbythewayittakesoffandlands,
butitisoverweight.Thisweightproblem
is being worked on.
All I can say is thanks Jean Roche
and Aeronca's chief engineer Schlem-
merforthe C-2whereveryou are.Now,
I've got to get busy on the replica C-3.
I've gotaHapi enginein acrateand it's
gotto go to work.
Editor's Note: For information on
these types of airplanes, contact Jason
Aircraft, 7215 SW61st Street, Miami,
FL 33143 .
WELCOME NEWMEMBERS
by Gene Chase .
The following is a partial listing of members who have joined the EAA Ant ique/Classic Division (through August
21 , 1985). We are honored to welcome them into the organization whose members' common interest is vintage aircraft .
Succeeding issues of THE VINTAGE AIRPLANE will contain additional listings of new members.
Toenjes, Robert B. Austin, James M. Boike, R. G. Choper, Dr. W. S.
Waverly, Iowa Fort Worth, Texas Wisconsin Del ls, Wisconsin Highland Park, New Jersey
Startz, John D. Littrell, C. E. Persons, Grady Anderson, Billy R.
Houston, Texas Smithville, Missouri Boulder, Colorado Longmont, Colorado
Steed, David G. Corlett, Sam Korta, Steve Churchwell, J. W.
Richardson, Texas Ponca City, Oklahoma Weathersfield, Connecticut Little Rock, Arkansas
McKay, Mike Jerale, Lance F. Parmelee, Phil Crookham Jr., Garry O.
Albany, Oregon Manitowoc, Wisconsin Culver City, California Jenks, Oklahoma
Good, Paul M. Fullerton, Paul S. Frost, Richard L. Williams, Munsil
Phoenix, Arizona St. Ignace, Michigan Derby, Kansas Pickett , Wisconsin
Willson, Gary W. McEwen, Charles L. Mason, Robert E. Dunden, Walter J.
Columbia City, Indiana Moncton, New Brunswick, Canada Canfield, Ohio Eugene, Oregon
Johnson, Walter L. Traeder, Terry J. Pflanzer, Carl T. Watson, David
Newport News, Virgina Lisle, Illinois Rome, New York Sunnyvale, California
Kishel, Robert Jacobson, Ralph Williams, Michael Anderson, Robb C.
Saddle River, New Jersey Rockford, Illinois Columbus, Indiana Shoreview, Minnesota
French, Jr., Richard A. Chastain, Phillip L. Smith, Bob G. Sowers, Vernie L.
Henniker, New Hampshire St. Louis, Missouri West Richland, Washington Murdock, Kansas
Gustine, Larry G. Givens, Steve Borre, Alan D. Parkinson, Brian
Chelsea, Michigan Anderson, Indiana Palmyra, Wisconsin NSW Australia
Dempsey, Sean McGowan, Rick Jacobsen, Richard A. Brissette, Paul L.
Eagle, Wisconsin Celina, Ohio Rudyard, Michigan Bay City, Michigan
Tierney, Michael B. O' Neil, Murray Schneider, William R. Weltman, Keith E.
Peotone, Illinois Woodslee, Ontario, Canada Aurora, Colorado Lombard, Illinois
Penny, Howard G. Hulme, R.A. Dion, Joseph A. Parkinson, Daniel
Cary, North Carolina Santa Maria, California Salem, New Hampshire Blanchardville, Wisconsin
Zens, William F. Pearce, Norman Lucas, James L.
Eaton Rapids, Michigan Alymer, Ontario, Canada Arlington, Virginia
Edwards, James S. Auvil,Jack Martin, Sidney J.
Fremont, Michigan Feeding Hills, Massachusetts Nacogdoches, Texas
Shellenberger, Dr. W. D. Santi, Bruce D. Stilley, William D.
Sharon, Pennsylvania Roseville, Michigan Milwaukee, Wisconsin
Pancake, Jr., C. William Sprague, Rodney C. Hardin, Douglas
Keyser, West Virginia North Bloomfield, Ohio Marne, Michigan
Lockhart, Don Bolton, Earl C. Reed Jr., Jerrell S.
Louisvi lle, Kentucky Boulder, Colorado Winnsboro, Texas
Chase, C. Max Tillman, Bill Chesnut, Bruce
Medford, New Jersey Spring Hill , Florida London, Kentucky
VINTAGE AIRPLANE 23
~ I ~ y p ClubActivities
CompIled by Gene ('hase
FAIRCHILD CLUB
The Fairchild Club's display in the
Type Club Tent at Oshkosh '85 was
very well received. A new banner an-
nounced the location of the booth and
a lot of new information was available
for hand-outs. Quite a few new mem-
bers were signed up.
The Fairchild Forum on Monday af-
ternoon lasted two and a half hours and
the exchange of information was very
good.
Among the many visitors who
stopped by were Ian Farquhar from Au-
stralia, Patrick Nerrant of France and
two gentlemen from South Africa, Max
Chase and Chalky Stobbart. Max and
Chalky said there are six or seven Fair-
childs flying in their country and they
described the annual fly-in at Margate,
South Africa. Although not as big, it is
their version of Oshkosh.
On display at Oshkosh '85 were five
Fairchild 24s and seven PTs. The 24s
included two past grand champions:
Charlie Bell 's (NC77655) and the one
owned jointly by Dick Buck, Jud Gudeh-
ous and Tom Leonhardt (NC77661).
A Fairchild Reunion is being planned
for the first weekend in June 1986 at
Coldwater, Michigan - more on this
later.
For information on the Fairchild
Club, contact the Club President, John
Berendt, 7645 Echo Point Road, Can-
non Falls, MN 55009, telephone 507/
263-2414.
AMERICAN BONANZA SOCIETY
On July 26, 1985, the Southwest
Chapter of the American Bonanza Soci-
ety under the leadership of Dr. Howard
Wisner (EAA 162316, AlC 5861) of Gar-
land, Texas kicked off a Wiley Post-Will
Rogers Memorial Expedition flight to the
far north. The group spent the first night
in Laramie, Wyoming, with subsequent
stops at Calgary, Ft. Nelson,
Whitehorse, Fairbanks, Point Barrow,
Anchorage, Juneau, Ketchikan and en-
ding in Victoria, British Columbia two
weeks later.
The weather was outstanding VFR
24 JANUARY 1986
except for about 30 minutes "VFR on
top" over the Brooks range going up the
pipeline to Prudhoe Bay. Mt. McKinley
was a tremendous sight to see in beau-
tiful weather.
Eleven airplanes and crews had a
most enjoyable two weeks. No customs
hassles, everyone spoke English, and
only a minor currency exchange. The
most expensive gasoline was $2.92 per
gallon at Point Barrow, by cash or
check. The only cold day was 45 de-
grees at Point Barrow where the sun
never set on the night of July 31 .
Everyone circled the monuments at the
Post-Rogers crash site. August 15 was
the fiftieth anniversary of that day when
they went down.
A highlight of the trip was a float plane
excursion out of Juneau over the glacier
fields, stopping at Taku Lodge for a sal-
mon bake. Another outstanding restau-
rant was Pepe's Mexican Restaurant
adjoining the hotel at Point Barrow. A
full American menu was available at all
stops, featuring a lot of salmon and crab
in Alaska. Food costs ran approximately
20 percent higher than at home.
Next year, the group is planning a trip
around the world and several members
have already signed up.
Dr. Wisner and Frank Haile (EAA
132571) of Dallas, Texas set an
around-the-world formation record in
July 1978 in their Bonanzas. This re-
cord was previously held by the pilots
of two of the Douglas World Cruisers
who made the trip in 1924.
See page 000 for the "Post/Rogers
Memorial Flight" - an account of an
unsuccessful attempt to reach Point
Barrow two weeks later than the above-
mentioned trip . . . G. R. C.
For information on the American
Bonanza Society, contact Cliff R.
Sones, P. O. Box 12888, Wichita, KS
67277, phone 316/945-6913.
The library of the Short Wing Piper
Club, Inc. has begun the initial work to
establish a video tape collection. As a
result of the demand for the loan of the
video tape "Wings for Industry", the
promotional film produced by Piper to
extol the virtues of the TriPacer as a
small business aircraft, the library is
going to start collecting and creating
other video tapes.
The tapes will be of Short Wing Piper
National Conventions, forums, Chapter
fly-ins and other subjects closely as-
sociated with Short Wing Pipers. These
tapes will be available for loan to the
Club membership.
For information on the Short Wing
Piper Club contact Larry D. Smith,
Membership Chairman, Rt. No. 11 , 708
West Annie Drive, Muncie, IN 47302,
phone 317/289-5487.
Round-The-World PA-12 Located
Ray P. Allison, 209 Hickory Lane,
Fredericksburg, VA 22401 , reports that
he owns the Piper PA-12, NX3671 M
that George Truman flew around the
world in the company of Clifford Evans,
Jr. in PA-12 NX2365M. This latter air-
craft is in the Smithsonian's Paul
Garber facility in Silver Hill , Maryland.
Information Needed
John Underwood (EAA 1989, AlC
1653), 2054 West Mountain, Glendale,
CA 91201 , the noted aviation author
(and a Cub Club member) is doing a
book about Cubs. He needs factory
photos of PA-11s, celebrities with Cubs
(like Frank Hawks and a '36 J-2, How-
ard Hughes with a Cub seaplane he
flew from time to time, and Lindbergh
with a Cub). If you can help John,
please do. His aviation books are excel-
lent.
Maintenance Note
R. C. "Rick" Duckworth (EAA 87492,
AlC 1206), 3361 North Bagley Road,
Alma, MI 48801, an owner of a fabric
covered tail dragger found heavy rust-
ing on his plane's elevator spars. This
was caused by tying the control stick in
the aft position when tied down outside.
The absence of drain holes aggravated
this condition.
Rick is an AI and the Events Chair-
person for the Cub Club.
(Continued on Page 25)
ShowplanecampingareaatOshkosh?
IcurrentlyownaCessna120andam
Letters To Editor
usually found "about Row 51", but am
Gentlemen:
Iwasfortunatein beingabletoattend
Oshkosh '85 and promptly returned to
Albuquerque and joined EAA and the
Antique/Classic Division. Attending the
Convention was the thrill of a lifetime
for me. I was the guest of Red Wing
ShoeCompanyintheirTurboComman-
der690B.
AtonetimeIdemoedAeroComman-
der and Aerostar aircraft all over that
part of the country while working for
Northern Airmotive. I'm not sure but I
may havedemoedthe Aerostarto Bob
Lickteig atAlbertLea, Minnesota.Iwas
pleased to see Buzz Kaplan do'sowell
with hisSavoiaMarchetti .Idemoedair-
craftto him several yearsback. Hehas
alwaysbeenadevotedfan andacredit
to General Aviation.
I would like to relate an experience
we had when we started the first
helicopterserviceintheUpperMidwest.
Based at Minneapolis,we were known
as Heliflights. During that time we had
trouble fueling our Bell 470as airports
were usually off ourcourse, and cruis-
ing under 70 mph it took a lot of extra
timetogettothem.Tocompound mat-
ters,therefrequentlywereseveralCubs
andT-craft,etc.parked aroundthegas
pumps and, as you know, a helicopter
can really blow light planes around.
IhadreadsomeplaceabouttheShell
Companyexperimentingwiththeuseof
their high octane automobile gasoline
in aircraft engines of less than 250 hp
and six cylinders or less. Icontacted a
local Shell representaive who in turn
contactedthepeopledoingthetesting.
In a few days they gave me some
data and the local representative and I
workedoutaformularesulting in amix-
ture of 4 cc. of TCP for 25 gallons of
Shellhighoctanegasoline.Ipurchased
some bottles of TCP from a pharmacy
and also bought a gallon from Shell .
Our Bell helicopter had a 200 hp
Franklin 6-cylinder opposed engine
mountedwiththecrankshaftpositioned
vertically, powering the rotor through a
SpragClutchassembly. Becauseofthe
down draft carburetor and position of
the engine,thetwotop cylinderswould
gettherichestmixture,themiddleones
the correct mixture and the botton two
the leanest mixture.
Atthattimewewereusing80octane
aviation fuel and changing the bottom
spark plugs every 15-20 hoursofflight
time. After using the mixture of Shell
auto gas and TCP for a few hours, we
checked the plugs for lead and any
otherdeposits and found no problems.
We put the plugs back in and didn't
change them until the regular100hour
checks.
Shell said atthattimetheywould not
talk aboutit with anyone but asked me
to send all information to them. The
year was 1958.
Sincerely,
Richard A. Stevens
(EAA258513,AlC 9777)
1412Jewett Drive,N.E
Albuquerque,NM 87112
Dear Editor,
EAA Chapter 4 is again sponsoring
the AirMuseumtourofthe NationalAir
and Space Museum and the Paul E.
Garber restoration facility in 1986. Our
program has been a great success in
past years and we are employing this
activityas ameansforraising fundsfor
the EAA Aviation Center.
Please note our announcement of
thisactivityinyourCalendarofEvents.
Sincerely,
Margaret Scesa
EAAChapter4, Inc.
9611-51st Place
College Park,MD20740
Dear Sir,
IhaverecentlyobtainedaLuscombe
T8F, but have been unable to obtain
much information on it. Do you have
anyinformationonthistype,orcanyou
directmetoanysources?Anyinforma-
tion at all would be helpful
Sincerely,
John B. Hyde,
(EAA 14657,AlC 9454)
925 Maud Avenue
San Leandro, CA94577
The EAA Libraryhasnotechnicalinfor-
mation on the Luscombe T8F. Ifyou
haven't already done so, we suggest
youcontactbothLuscombeTypeClubs
listed on page 17 of the September
1985 issue of THE VINTAGE
AIRPLANE. They mayhave copies of
technical manuals available as a ser-
vice to theirmembers.
Perhaps some of our readers will
contactyou with helpfulinformation as
well....G.R.C.
Hello!
Can you tell me what qualifies a
classicaircrafteligibleforparkingin the
startingtoconsiderafasterandroomier
IFR airplaneandwantto retain "classic
status" Specifically, what year(s)
Cessna 180would qualify?
Thanksfor your help.
Yours,
Jaime Alexander
(EAA97663,AlC 5496)
800 Broadway
Crystal Lake, IL 60014
EAA's definition ofa classicaircraft is,
"An aircraft constructedbythe original
manufacturer, or his licensee, on or
afterJanuary 1, 1946up to andinclud-
ing December 31, 1955."Accordingly,
the early Cessna 180s do qualify. . . .
G.R.C.
CLUB ACTIVITIES . ..
(Continued from Page 24)
ForinformationontheCubClub,con-
tact John Bergeson 6438 W. Millbrook
Road, Remus, MI 49340, phone 517/
561-2393.
\'01
DE HAVillAND
MotH
cum
The de Havilland Moth Club of
Canada was founded by R. de Havil-
land Ted Leonard in October 1981 to
commemorate the 50th anniversary of
the Tiger Moth DH82A, contribution
made to Canadian aviation by Tiger
MothCF-AVG,anddevotedto interests
ofall DH Moth aircraft.
Justasthe first Canadian GATHER-
ING OF MOTHS washeld (in 1981)to
celebrate the 50th Anniversary of the
Tiger Moth DH82A, nowthere is every
hope a second gathering of Moths can
be held this summer to celebrate the
60th anniversary of the DH60 Cirrus
Moth. It was suggested by Club
member, Mr. Mike Sifton, President of
Torontair(TorontoAirways)andowner/
operator of Toronto-Buttonville Airport,
that a Moth Rally might be considered
for a highlight of AIR FAIR '86 to be
heldatButtonville.Moreinformationwill
appear in the next issue of "DH Moth
Newsletter" as well asvarious aviation
publications.
For information on The de Havilland
Moth Club of Canada contact R. de
HavilandTedLeonard, FounderandDi-
rector, 305 Old Holmstead Road, Kes-
wick, Ontario,CanadaL4P1EG, phone
416/476-4225.
VINTAGE AIRPLANE25
MEMBER'S PROJECTS...
by Gene Chase
AERONCA C-2, NC10304, SIN A-66
Several years ago Dale Wolford,
George York and Jim Gorman of Man-
sfield, OH purchased a basket case
Aeronca C-2, consist ing of a fuselage
and four engines. With the help of
Aeronca, who supplied them with draw-
ings, Dale has completely constructed
new wings.
Since these photos were taken, the
control surfaces have been covered
and the project will be completed during
the winter months. They have been suc-
cessful in locating an authentic altimeter
and tachometer. The wheels are off a
sulky, and are also authentic.
The three are hoping for a first flight
in June, 1986. The test pilot will be de-
termined by the toss of a coin, with the
"loser" being so-named.
Pre-cover assembly of the C-2 to be sure everything fits.
The 26 hp Aeronca E-107A engine is mounted. The wheels are
from a sulky.
The new wings are held by three friends who stopped by to help
assemble the Aeronca.
KREIDER-REISNER KR-21-B,
NC954V, SIN 1502
Antique/Classic Division President
Bob Lickteig hoped to have his 1931
KR-21-B at Oshkosh '85, but the resto-
ration wasn't completed until Sep-
tember 1985. The first flight was without
incident and Bob says the plane flies
great.
According to Juptner's U.S. Civil Air-
craft only three of this model were built
with two more being converted from the
earlier version KR-21 . Power is the 125
hp Kinner B5. The colors of this beauti-
ful restoration are red and silver with
white trim .
26 JANUARY 1986
Bob Lickteig's KR-21-B at the Albert Lea (Minnesota) Airport where it is currently based.
The pilot of this modified DH-4 replenishes his fuel and water supply at a roadside "filling station," circa 1920s.
TIMJ:. RE-LNE IT!
\
'\ \
The fabulous times of Turner, Doolittle, Wedell
and Wittman recreated as never before in this
6OO-page two-volume series. Printed on high
grade paper with sharp, clear photo reproduction.
Offical race results 1927 through 1939 - more
than 1,000 photos - 3-view drawings - scores of
articles about people and planes that recapture
the glory, the drama, the excitement of air
racing during the golden years.
Volume 1 and 2 @ $14.95 each - add
$1.50 for postage and handling. Special -
both volumes $28.50 postage free. Send check
or money order to: EAA Aviation Foundation.
. Wittman Airfield, Oshkosh, WI 54903-3065.
VINTAGE AIRPLANE 27
Where The Sellers and Buyers Meet...
25perword, 20wordminimum.Send youradto
The VintageTrader, Wittman Airfield
Oshkosh,WI 54903-2591.
AIRCRAFT:
1932 Monocoupe 110 Project- 75% complete
less wing. Includes fresh majored Warner 125.
$13,500, negotiable. 704/594-5938. (3-3)
Tiger Moth Enthusiasts- We have Australian-
madepartstosuitTigersandwishtotradeforU.S.
antique aircraft or parts (e.g., Waco, Stearman,
Travel Air, Fleet). Large variety Tiger parts avail-
able. WriteTonyStinson,P.O.Box531 Brookvale,
N.SW.2100 Australia, phone (2) 981-5611.
POBERPIXIE- VWpoweredparasol- unlimited
in low-cost pleasure flying. Big, roomy cockpit for
the over six foot pilot. VW power insures hard to
beat 3'12 gph atcruise setting. 15 large instruction
sheets.Plans- $60.00. InfoPack- $5.00.Send
check or money order to: ACRO SPORT, INC.,
Box462,HalesCorners,WI53130.414/529-2609.
Don't Miss This One! 1931 Buhl Pup. Szekely
powered. A rare antique priced to sell. 818/883-
5670.Santa Paul,CA. (12-2)
STINSON GULLWING V-77. Approximately 500
hours A&E. Recovered 1980. No radio, $22,500.
Will trade for Cessna Airmaster. 516/421-3839.
(12-2)
1933Fairchild22with MenascoD-4 SuperPirate
- in very good show condition. Needs nothing;
someenginespares. Makeseriousoffer.3121358-
4035or3121742-2041. (12-2)
ACROSPORT- Singleplacebiplanecapableof
unlimited aerobatics. 23 sheets of clear, easy to
follow plansincludes nearly 100 isometricaldraw-
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.SuperAcroSportWing Drawing-
$15.00. The Techniq\Je of Aircraft Building -
$10.00 plus$2.00 postage. Send checkormoney
order to: ACRO SPORT, INC., Box 462, Hales
Corners, WI 53130. 414/529-2609.
ACROII- Thenew2-placeaerobatictrainerand
sport biplane.20 pages of easyto 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.
REFERENCEGUIDEFOREAAJOURNALS.This
publicationallowstheuserto locate(bytopic),any
article or item of informationthathasbeen written
in any issue of SPORT AVIATION, VINTAGE
AIRPLANE, LIGHT PLANE WORLD, SPORT
AEROBATICS or WARBIRDS. It is logically or-
ganized and simpleto use. 1953-59,$5.00;1960-
69, $5.00; 1970-74, $5.00; 1975-79,$5.00; 1980-
84,$5.00;1985,$4.00. SPECIAL- ALLSIXFOR
$25.00.Copy service available for 25 per page,
$3.00minimum. Can makecopiesfrom any issue.
John Bergeson, 6438 W.Millbrook Road,Remus,
MI49340.
"GRANDCANYON",2-hourspectacularhelicopter
exploration VIDEO. Breathtaking music. Critically
acclaimed. Details FREE. Beerger Productions,
327-V12, Arville,Las Vegas, NV89102, 7021876-
2328. (C-10/86)
ENGINES&ACCESSORIES:
Gnome Engine, model N9,160hp., single valve,
Dixie mags. 0 time since new in 1917. 704/526-
3514. (12-2)
MISCELLANEOUS:
BACKISSUES...BackissuesofTHE VINTAGE
AIRPLANE (and other EAA Division publications)
are available at $1.25 perissue.Send yourlistof
issuesdesiredalongwithpaymentto:BackIssues,
EAA-Wittman Airfield,Oshkosh, WI 54903-2591.
ForSale:Old aviationmemorabilia. Books,manu-
als,magazines,photos,parts,etc.Nolist. Send a
SAS.E. and state your wants. Aviation History,
P.O. Box72, Parsippany,NJ 07054 (1-2)
WANTED:
Wanted - C-4 Menasco Engine. Prefer in run-
ning condition; if not running, prefer engine to be
complete. Let me know what you have.Call 2161
843-7990, evenings. (12-3)
WANTED: Carb air filter intake housing wl side
scoopsforWrightengineR-760-8asusedonNavy
N3N Biplane.Will buy complete engineifitcomes
with air intake set up. J. Martin Lowe, 703/825-
6230.(1-2)
VINTAGE TRADER AD fORM
Send check ormoneyorderwith copyto VintageTrader- EM,Wittman Airfield,Oshkosh,WI 54903-3086.
TotalWords____
Numberof Issuesto Run ______________________
Total$,____
Signature ___________----________________
Address
28 JANUARY 1986
STITSPOLY-FIBER
COVERINGMATERIALS
FOR OVER 20YEARS
THE CHOICE OFTHE GRANDCHAMPION WINNERS
*PROVEN DURABILITY ON THOUSANDS OF AIRCRAFT.
*FAA-STCAND PMAFOR OVER 630AIRCRAFT MODELS.
*ALLCOATINGS DEVELOPED ESPECIALLY FOR AIRCRAFT FABRIC,
NOTMODIFIEDACRYLIC LATEXWATER HOUSEPAINTOR BRITTLE
AUTOMOTIVE FINISHES.
*WILLNOT SUPPORTCOMBUSTION.
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OF TROUBLE FREE SERVICE.
WRITE OR PHONE FOR FREE
*SAMPLEOF HIGH STRENGTH,VERY SMOOTH, 1.7 OZ.POLYESTER
FABRIC DEVELOPED ESPECIALLY FOR AIRCRAFT COVERING.
*NEW 68 PAGE MANUAL #1, REVISION 13, WITH DETAILED IN-
STRUCTIONS FOR FABRIC COVERING, REFINISHING FABRIC
SURFACES, ANDPAINTINGAIRCRAFTFOR CORROSIONCONTROL.
*LATESTCATALOG AND DISTRIBUTOR LIST.
STITSPOLY-FIBER
AIRCRAFTCOATINGS
P. O. BOX3084-V RIVERSIDE, CA92519
PHONE(714) 684-4280


pO\\/h&
sea\ont
The EAA Aviation
Center's staff
uses RACE GLAZE
to preserve and
protect the
museum's price-
less collection of
aircraft.
Classic owners!
Interiorlookingshebbyf
Finish itrightwithan
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Complete interior assemblies for do-it-yourself installation.
Custom Quality at economical p-ices.
Cushion upholsterysets
Wall panel sets
Headliners
Carpetsets
Baggagecompartment sets
Firewall covers
cCJ
SeatSlings
Recover envelopesand dopes
FreeCatalogofcompleteproductline.FabricSelectionGuide
showingactual sample colors and stylesof materials:$3.00.
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For the discriminating Pilot and F.B.O.
who demand excellence in performance
products. RACE GLAZE Polish and
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Removes ExhaustStains
Protect Leading Edge
Removes Oxidation
Resists UV Fading
CannotYellow
Unbelievable" Gloss"
List: $12.00 per bottle
EAA Price: $9.95 per bottle
EAA Case Price (12): $72.00
Above prices include shipping for Continental U.S.A. Only.
Send $9.95 for each 16 oz. bottle orsave an extra$3.95 perbottle and send $72.00
foreach case of 12 - 16 oz.bottlesto:
EAA Wittman Airfield.Oshkosh, WI 54903-3086
Wisconsin Residents Add 5% Sales Tax
VINTAGE AIRPLANE 29
MEMBERSHIP
INFORMATION
EAA
Membership in the Experimental,
Aircraft Association, Inc. is $30.00
for oneyear,$58.00 for2 years and
$84.00 for3years.Allinclude 12is-
sues of Sport Aviation per year.
Junior Membership (under 19 years
of age) is available at $18.00 an-
nualry. Family Membership is avail-
able for an additional $10.00
annually.
ANTIQUE/CLASSIC
EAA Member - $18.00. Includes
one year membership in EAA An
tique-Classic Division, 12 monthly
issues ofThe VintageAirplaneand
membership card. Applicant must
bea currentEAA memberandmust
give EAA membershipnumber.
NonEAA Member - $28.00. In-
cludesoneyearmembershipin the
EAA Antique-Classic Divison, 12
monthlyissues ofThe Vintage Air
plane, oneyearmembership in the
EAA and separate membership
cards.SportAviation notincluded.
lAC
Membership in the International
Aerobatic Club, Inc. is $25.00 an-
nually which includes 12 issues of
Sport Aerobatics. AlllAC members
are requiredto bemembersofEM.
WARBIRDS
Membership in the Warbirds of
America, Inc. is $25.00 per year,
which includes a subscription to
Warbirds Newsletter.Warbirdmem-
bersarerequiredto be membersof
EAA.
ULTRALIGHT
Membership in the EAA Ultralight
Assn. is $25.00 peryear which in-
cludes the Light Plane World pub-
lication ($20.00 additional for Sport
Aviation magazine). For current
EM members only, $15.00, which
includes Light Plane World
publication.
FOREIGN
MEMBERSHIPS
Pleasesubmityourremittancewith
a check ordraftdrawn on a United
States bank payable in United
States dollars or an international
postalmoneyordersimilarlydrawn.
Makecheckspayableto EAA orthe
division in which membership is
desired.Address allletters to EAA
ortheparticulardivision atthe fol-
lowingaddress:
WITTMANAIRFIELD
OSHKOSH, WI 54903-3086
PHONE(414) 426-4800
OFFICEHOURS:
8:30-5:00MON.-FRI.
30JANUARY 1986
Ifyourplaneis on thislist...
You couldbe wasting money!
NOWAVAILABLE!STC'sforLycoming0-235and0-290engines.Also,youcan
convertyourCessna 152toautogasbymodifyingtheLycoming0-235-L2Cto
use80octanefuel - STC'snowavailableexclusivelyfromEAA.
Over10,000aircraftownersgetmoreflying
forthedollarwithEAA'sAUTO FUEL STCs.
As a result of EAA's leadership in alternative fuels research and
development, FAA has fully approved the use of unleaded auto
gas for 317 different aircraft models and engine combinations.
Auto gas STCs (Supplemental Type Certificates) are available
from the non-profit EAA Aviation Foundation at SOct per engine
horsepower:Example- 8S hp.Cessna140-(SOctx8S) = $42.S0.
Send checkwith aircraftNnumber,aircraftandenginemodeland
serial numbers and EAA member number.
AERONCA AERO COMMANOER GRUMMAN AMERICAN PA2S-151
PA-22-150 AA-5.AA-5A Including S. L.
Including Beflanca.
PA-22S-150 AA-5B Industries
Champion. Try/ek.
J3F-50.-50S.-60. AA-1 100
Wagner, B&B
-60S. -65. -65S AA-1A
ARCTIC AIRCRAFT Aviation,Inc.
J31.-So-65. -65S
CO., INC.
AA-1B
AA-1C
PORTERFIELO
50-lC
S-1A
LUSCOMBE 65-TC (L-3J) Including Rankin.
BEECHCRAFT 65-lAC (L-3E) B,SA.C,0,E. F.l-BF Nonhwest
YO-5S Including Bonanza CP-55
MOONEY
0-5SB 35,A-35.B-35.C-35. CP-65
5O-5BB
M-1SC
CS-65
0-58A (L-3A)
0-35, E-35.F-35.
M-1BC55
7AC
G-35, 35R
TAYLORCRAFT
CESSNA
M-1BL
M-18LA BC
7CCM (L-16B)
7BCM (L-16A)
BC-65 120,140.140A
MORRISEY
?DC
BC12-65 (L-2H)
7EC
150, 150A-H.15OJ-M.

A150K-M BC12-0
7FC
BC120-B5 152,A-152
PIPER
170.170A. B BC120-4-B5
J-3C-40 7JC
172. 172A-E.172F BCS
J-3C-50
S7AC
7ECA
(T-41A) .172G, H. BCS-65
1721,K,L. M
J3C-50S
BCS12-65
J3C-65 (L-4) S70C
BCS-120 175. 175A,B.C. P1720
J3C-65S S7CCM
177 BCS12-0-B5
J4 S7EC
180,180A-H.1BOJ BCS120-4-B5
J4A 11AC
182.182A-P 19
J4A-S 11BC
305A (0-1A) F19
J4E (L-4F) 11CC
305B,305E (TO-lO, OC-65 (L-2,L-2C)
J5A (L-4F) S11AC
0-10,0-1F) OCO-65 (L-2A.B. M)
J-2 S11BC
305C,(0-1E) ,3050 BC12-01
J-3 S11CC
(P-1G). 305F BCS12-01
J5A-SO
50-C
KCA
L-4A ERCOUPE VARGA
65-C L-4B (NE-1)
2i5O Including Aireo,Forney,
L-4H 65-CA
Z150A Alon. Mooney
L-4J (NE-2) S-50-C
21BO 415C. 4150. E. G,
PA-11
7GCA
S-65-CA
415-CO
PA11S
7GCB
F-1, F-1A
PA-17 Note: Only lhose J3F
7KC
A-2.A-2A
PA-1S and J3l models pre-
7GCBA
M-10
PA-19 viously modified to use
7GCAA
FUNK
E-2 Teledyne Continental
7GCBC PA-2B-140 Molors engines are
15AC
"iiiduding McClish
PA-2B-150 approved. BB5C
Since 1980,over2700 engineering flight test hours have been conducted by EAA in
theCessna 150,Cessna 182,Cessna 172, Piper Cherokee, Beechcraft Bonanza and
Ercoupe. Additional aircraftwereapproved byFAAbasedon fuel systemsimilarities.
Allapprovedaircraftarepoweredby80OctaneContinentalengines(notfuel injected)
and Lycoming 0-320-A, C and Eengines. STCs are only approved and sold for the
engine/airframe combinat ions listed above.
Complete, low cost, protection, including auto gas coverage, is available through
EAA's approved insurance program. EAA's Auto Gas Airport Directory which lists
over300 FBOs that provide auto fuel service is nowavailable at $3.00.
EAALEADSTHEWAY
Join EAA - Be a part of the Aviation Association that is actively engaged in
makingflyingsafer,moreenjoyableandmoreaffordableforyou.Annualmembership
$30.00, includesmonthlymagazine SPORT AVIATION and manyotherbenefits.Join
today and get yourSTC atthe special EAA memberrate.
WriteAttention:
STC - EAAAviation Foundation

Wittman Airfield

Oshkosh,WI 54903-3065
EAAOFFICIAL
VIDEO
VHS & BETA
official EAAFounda-
tion video collection of-
fersthesegreattapesfor
yourviewing pleasure:
EAA '84
55 minutes of Fly-In excitementfrom pre-Con-
vention preparation to the arrival of Voyager.
Includesgreat Warbirds show scenes.
.$52:00" $39.00
EAA OSHKOSH '83
A 26 minute film covering the complete '83
Convention and the dedication of the EAA
Aviation Center.
$39.00
EAA OSHKOSH '77
The '77 Convention plus excellent excerpts of
the Spirit of St. Louis Commemorative Tour.
$39.00
AERONAUTICALODDITIES
17 minutes of fun featuring the oddities and
comedies of the early flight as seen in news-
reels of the day. A great addition to your
personal library.
$29.95
WE SAW IT HAPPEN
60minutescoveringthehistoryofflightasseen
in rare early footage and interviewswith many
aviation pioneers.
-$9:00' $49.95
WINGS ON DREAMS(1981)
This famous John Denver film is an in-depth
look at EAAOshkosh '81 and featuresground
breaking ceremonies for the Aviation Center.
$29.00
BASIC AIRCRAFT WELDING
Learn the intricacies of welding with practical
demonstrations on the subject. An excellent
film for the builder.
$39.95
IN PURSUIT OF DREAMS- New Release
EM member actor/pilot Cliff Robertson is
narrator host of a film that features Founder
Paul Poberezny and tellsof EM'searly days,
philosophy and accomplishments.
$29.00 (16 minutes)
BASIC AIRCRAFTWOODWORKING- New
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Woodworking knowledge is essential to any
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basics ofwood construction techniques.
$39.95
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THEJOURNALOF
THEEARLYAEROPLANE
Themostauthoritative
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FlyingMachines1900-1919
WORLDWAR I INC.
15CrescentRoad, Poughkeepsie, NY 12601. USA
]
FLYINGANDGLIDERMANUALS
1929- 1930- 1931 - 1932
Price:$3_25ea. ppd,
SENDCHECKORMONEYORDER TO:
EAA AVIATIONFOUNDATION, INC.
WITTMANAIRFIELD-
OSHKOSH, WI 54903-3065
Allow4-6Weeks forDelivery
Wisconsin Residents Include 5% Sales Tax
It'sExciting!It'sfor Everyone!
See thispricelesscoillectionofrare, historically
8:30to5:00p.m.
significantaircraft,all imaginativelydisplayed inthe
MondaythruSaturday
world's largest, mostmodemsportaviation
HOURS
11:00a.m. to5:00p.m.
Sundays
museum. Enjoythemanyeducational displaysand
Closed EastecThanksgiving.Christmas
audio-visual presentations.Stopby-here's
and NewYears Day(Guided grouptour
somethingtheentirefamilywill enjoy. Just arrangementsmustbe madet'Mlweeks
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minutesaway!
CONVENIENT
LOCATION
TheEAAAviationCenterislocatedon
Wittman Field. Oshkosh. WIS.-just off
Highway41.GoingNorthExitHwy.26or

FOUNDATION
N
44.GoingSouthExitHwy.44andfollow
I""''T WittmanAirfield
signs.Forfly-ins-freebusfromBasler
FlightService.
414-426-4800 Oshkosh.WI 54903-3065
VINTAGEAIRPLANE 31