STRAIGHT
THE AVEMCO CONNECTION
Since EAA's first announcement in
our July and August publications, we
have read various bulletins and seen
the ads in our magazine regarding the
EAA AVEMCO Connection. Most of us
know of AVEMCO's previous alliance
with another aviation association and
we have read the reports, pro and con ,
of their departure and new association
with EAA.
My experience in the past with AVEMCO
has been the same as reported by
many of you , that they were not in­
terested in antique and classic aircraft.
My first contact regarding this EAA
AVEMCO courtship was during Osh­
kosh '86 when I had an opportunity to
meet the AVEMCO people and listen to
their plans for offering insurance cover­
age to antique and classic aircraft own­
ers. Following the Convention, I have
worked at various meetings with Chuck
Hubbard, executive vice-president of
AVEMCO Insurance Company, regard­
ing the needs, questions and qualifica­
tions of our Antique/Classic Division
membership.
To date I have been surprised and
impressed in AVEMCO's overall ability
to serve our Division, and I would like
to share a few facts that may be of in­
terest to you . A few years ago there
were 98 companies writing aircraft in­
surance. Today there are 14 and
AVEMCO Insurance Company is the
largest insurer of aircraft. Currently they
insure over 50% of the entire general
aviation fleet, an impressive credential.
AVEMCO opened for business in
1960 and the AVEMCO group today
owns three subsidiaries which write avi­
ation insurance. They are AVEMCO,
Eastern Aviation and Marine Underwrit­
ers, and National Aviation Underwriters.
AVEMCO Insurance Company, with
whom we are associated, is described
as a direct writer of insurance. When
you call AVEMCO you do not work with
middlemen or agents, you work directly
with a company employee who can and
will answer your questions without cal­
ling or checking with someone else.
AVEMCO has 10 branch offices lo­
cated in Van Nuys and Sacramento,
California; Atlanta, Georgia; Columbus,
Ohio; Rockford , Illinois; Frederick,
Maryland; Memphis, Tennessee ; Fort
Worth , Texas ; Seattle, Washington and
Orlando, Florida. Each of these
branches is staffed with qualified insur­
ance underwriters and over 90% of their
employees are pilots. You can contact
anyone of the branch offices, prefera­
bly the one nearest your home, using a
toll-free number and request a price
2 MARCH 1987
AND LEVEL
by Bob Lickteig
quotation. The average time for an indi­
vidual to receive a quotation from
AVEMCO varies upon the aircraft, the
limits of liability, and the explanation of
the coverage requested . In most cases
you will receive a cost quotation im­
mediately over the phone or a return
call the next day. In most cases you will
also receive a binder over the phone if
you request it, and to me that is excel­
lent service.
I asked a few "antique/classic" stock
questions regarding our kind of flying,
and they answered as follows - re­
garding grass strips and privately
owned strips versus hard surface run­
ways - no problems as a grass or turf
runway is treated just the same as a
hard surface runway. They do consider
factors such as airport density altitude,
length of runway, obstructions, runway
conditions and of course, pilot qualifica­
tions. Aircraft with no electrical systems
which must be hand propped will be co­
vered with a stipu lation that competent
people be in the cockpit and do the
propping. Winter layup is no problem .
. . all that is required is a phone call
when you store your bird and another
phone call when you are ready to fly.
AVEMCO offers a renewal credit on
hull insurance after the first year with no
claims as follows : one year, 10%; sec­
ond year, 15%; and third year, 20%.
AVEMCO offers additional discounts if
aircraft are kept in fully enclosed and
locked hangars. All the years I have
paid insurance premiums (I come from
one of the two states where aircraft in­
surance is mandatory), I have never
heard of an incentive of additional dis­
count. AVEMCO offers the Antique/
Classic member almost any kind of in­
surance one would want, including full
ground, in-flight and liability, full ground
no inflight and/or liability, liability only
etc. Other good news is that all AVEMCO
policies cover the USA, Canada, Mexico
and the Bahamas.
I asked them for a sample quotation
on a Cessna 140 with the average pilot
having 2,500 hours total including 500
hours conventional gear, and average
time in make and model. For this
hypothetical case I set liability limits at
$100,000 each person (that's people
both inside and outside the aircraft),
$500,000 propery damage (property
not in your care or custody) and
$500,000 each accident (the total they
will pay for persons injured and property
damage). Also for the terms of this
quote, the Cessna 140 has a hull value
of $10,000. Their quote on the two seat
Cessna 140 (liability only) would run
$223. Hull coverage (physical damage
to the aircraft) at a value of $1 0,000 with
a deductible of $200 not in motion and
$300 in motion would cost $505. For
the same aircraft valued at $20,000, the
deductible would be $200 not in motion
and .$400 in motion and the hull cover­
age would cost $750.
Using the same pilot qualifications
and liability coverage of $100,000 each
person, $500,000 property damage and
$500,000 each accident on a three-seat
Fairchild 24, the premium is $382. If the
Fairchild has four seats the premium
would be $421 . Hull coverage at a value
of $10,000 and using the same deduc­
tible as the Cessna would run for
ground and in-flight, $894. Excluding in­
flight coverage the premium would be
$358. Increasing the hull value to
$20,000 and again using the same de­
ductible as on the Cessna, ground and
inflight coverage would cost $1 ,328;
excluding in-flight, $531.
You will notice that the hull coverage
deductibles change with the value of the
aircraft. To me these seem to be
reasonable and very competitive
quotes. AVEMCO also has a wide
range of deductibles available. A lower
deductible will increase the hull pre­
mium by a certain percent while a
higher deductible will lower it. This
would give all of us an opportunity to
tailor our insurance to our own personal
requirements, and from my past experi­
ence, these sample quotations are
reasonable and competitive .
I suggest when your policy comes up
for renewal , you call AVEMCO and ask
for a comparison quotation. You have
nothing to lose. Their toll-free number
is 1-800-638-8440.
So, as we launch the AVEMCO con­
nection, on behalf of the EAA Antique/
Classic Division, I would like to wel­
come AVEMCO to EM's wonderful
world of sport aviation.
Welcome aboard, join us and you
have it all. •
 PUBLICATION STAFF
PUBLISHER

Tom Poberezny

TIl-=
DIRECTOR

MARKETING & COMMUNICATIONS

Dick Matt

EDITOR

Gene R. Chase

CREATIVE ART DIRECTOR

MARCH 1987 • Vol. 15, No.3

Mike Drucks

Copyright ' 1987 by the EAA AntiquelClassic Division , Inc. All rights reserved .
MANAGING EDITOR!ADVERTISING

Mary Jones

ASSOCIATE EDITOR

Norman Petersen
Contents
Dick Cavin

FEATURE WRITERS

2 Straight and Level

George A. Hardie, Jr.
by Bob Lickteig
Dennis Parks
4 AlC News
STAFF PHOTOGRAPHERS
by Gene Chase
Jim Koepnick
5 Vintage Literature
Carl Schuppel
by Dennis Parks
6 The Key Brothers
EAA ANTIQUE/CLASSIC
by Steve Owen
DIVISION, INC.
10 What Is It?
OFFICERS
by Gene Chase
11 Volunteers - A Book of Heroes
President Vice President
R. J. Lickteig M.C. " Kelly" Viets
by Art Morgan and Bob Brauer
3100 Pru itt Road Rt. 2. Box 128 12 Coffman OX-5 Monoplane
Port St. Lucie. FL 33452 Lyndon . KS66451 by George Goodhead
305/335-7051 913/828-3518 15 Mystery Plane
Secretary Treasurer by George A. Hardie, Jr.
Ronald Fritz E.E. "Buck" Hilbert 16 Parade of Flight
15401 Sparta Avenue P.O. Box 145
Kent City, MI49330 Union, IL60180
by Gene Chase
616/678-5012 815/923-4591 22 Ski Flying - Wisconsin Style Page 12
by Norm Petersen
24 Members' Projects

DIRECTORS by Gene Chase

John S. Copeland Stan Gomoll

25 Type Club Activities

9 Joanne Drive 1042 90th Lane, NE by Gene Chase

Westborough , MA 01581 Minneapolis, MN 55434 26 Letters to the Editor

617/366-7245 6121784-11 72 27 Vintage Seaplanes

Dale A. Gustafson Espie M. Joyce, Jr.
by Norm Petersen
7724 Shady Hill Drive Box 468
27 Calendar of Events
Indianapolis, IN 46278 Madison, NC 27025

317/293-4430 919/427-0216
28 Welcome New Members
29 Vintage Trader Page 22
Arthur R. Morgan Gene Morris
3744 North 51st Blvd. 115C Steve Court, A.R . 2
Milwaukee, WI 53216 Roanoke, TX 76262
414/442-3631 817/491 -9110
Daniel Neuman Ray Olcott
FRONT COVER .. . Roy Cagle (EAA 15401 , AlC 1691), Juneau,
1521 Berne Circle W. 1500 Kings Way
Alaska took this photo of AI Sorenson's snowbound 1941 Taylorcraft
Minneapolis, MN 55421 Nokomis, FL 33555
BF-65, N36133.
612/571-0893 813/485-8139
BACK COVER . . . Jack Brown of Brown's Seaplane Base, Winterha­
John R. Turgyan S.J. Wittman
ven , Florida and one of the flying school's 85 hp Cubs.
Box 229. A.F.D . 2 Box 2672
(Photo by Dick Matt)
Wrightstown, NJ 08562 Oshkosh , WI 54903

6091758-2910 414/235-1265
George S. York
The words EAA, ULTRALIGHT, FLY WITH THE FIRST TEAM , SPORT AVIATION , and the logos of EXPERIMENTAL'
181 Sloboda Ave .
AIRCRAFT ASSOCIATION INC. , EAA INTERNATIONAL CONVENTION, EAA ANTIQUE/CLASSIC DIVISION INC.,
Mansfield, OH 44906
INTERNATIONAL AEROBATIC CLUB INC., WARBIRDS OF AMERICA INC., are registered trademarks. THE EAA
419/529-4378 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.
ADVISORS
Editorial Policy: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles
Timothy V. Bowers Robert C. "Bob" Brauer are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. Material
729- 2nd St. 9345 S. Hoyne should be sent to : Gene R. Chase, Editor, The VINTAGE AIRPLANE, Wittman Airfield , Oshkosh, WI 54903-3086.
Woodland , CA 95695 Chicago, IL 60620 Phone: 414/426-4800.
916/666-1875 312/779-2105
The VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by EAA Antique/Classic Division,
Philip Coulson Robert D. " Bob" Lumley Inc. of the Experimental Aircraft Association , Inc. and is published monthly at Wittman Airfield , Oshkosh , WI 54903­
28415 Springbrook Dr. Nl04 W20387 3086 . Second Class Postage paid at Oshkosh , WI 54901 and additional mailing offices. Membership rates for
Lawton, MI 49065 Willow Creek Road EAA AntiquelClassic Division , Inc. are $18 .00 for current EAA members for 12 month period of which $12.00 is
616/624-6490 Colgate , WI 53017 for the publication of The VINTAGE AIRPLANE. Membership is open to all who are interested in aviation.
414/255-6832
ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through our ·advertis­
S.H. "Wes" Schmid W. S. " Jerry" Wallin
ing. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising
2359 Lefeber Avenue 29804 - 179 PI. SE

so that corrective measures can be taken.

Wauwatosa, WI 53213 Kent, WA 98031

4141771-1545 206/631-9644 Postmaster: Send address changes to EAA AntiquelClassic Division, Inc., Wittman Airfield , Oshkosh , WI 54903-3086.

VINTAGE AIRPLANE 3

Compiled by Gene Chase
THE WONDERFUL WORLD
OF FLOATS
(See back cover photo.) Jack
Brown's Seaplane Base in Winterha­
ven, FL is the setting for an hour­
long video on seaplane flying. The
video, dedicated to Jack's memory,
covers everything from basic Cubs
to Edo's Cessna 206 Turbo on floats.
Written and directed by Dick Matt,
Jack's close personal friend and fly­
ing companion, The Wonderful
World of Floats offers an excellent
overview of seaplane flying. It's a
great introduction to this exciting
type of flying for "novices' and a solid
refresher course for "veterans." To
order your copy of The Wonderful
World of Float Flying, send check or
money order for $39.95 to EM Vid­
eos, EM Headquarters, Wittman
Airfield, Oshkosh, WI 54903-3065.
Please include $3.00 shipping and
handling (Wisconsin residents add
5% sales tax) . IMPORTANT: Please
remember to specify Beta or VHS.
For credit card orders, phone 1-800­
843-3612 (1 -800-VIDEO 123).
SECOND HANGAR COMPLETED AT
PIONEER AIRPORT
The second hangar at EM's Pioneer
Airport, Oshkosh, Wisconsin was com­
pleted this January. Thanks to an un­
usually mild winter in this area, the con­
struction was completed in record time.
The structure is 125' x 125', somewhat
larger than the 100' x 125' size of the
first hangar.
SENTIMENTAL JOURNEY '87
The first annual "Sentimental Journey
to Cub Haven" fly-in is history and de­
spite weather problems, some 6000
avid aviation fans from virtually every
state in the union attended.
Sentimental Journey 1987 will be a
celebration of "Fifty Years of Aviation
History," paying tribute to William T.
Piper's vision and contribution to avia­
tion from the humble beginnings of the
legendary Cub through the outstanding
Cheyenne 400LS.
This historic Family Reunion at the
home of the Cubs, Lock Haven,
4 MARCH 1987
Pennsylvania will run from July 10
through July 19 encompassing two
weekends. The evening corn roasts, the
melodramas, and that famous Pennsyl­
vania cooking will be available, too.
William T. Piper Memorial Airport of­
fers a 3350' hard surface, lighted run­
way with good approaches and secure
tie-down space. The summer climate is
delightful, and provisions will be made
for family entertainment. Activities will
include flight contests, poker runs , dis­
plays, pilot seminars, air acts, a flea
market, tours of interesting places in
this area of Pennsylvania, including
daily tours of Avco-Lycoming, and an
opportunity to meet and talk with other
Piper enthusiasts.
RV parking and comping (tent and
under-the-wing) will be available. There
will also be provisions for float planes.
Those who can't fly in are welcome to
drive.
Clyde Smith, Jr. will be in charge of
judging restored Piper show planes and
awards will include Grand Champion,
Reserve Grand Champion, Oldest Cub,
Custom ClassiC, Farthest Distance
Traveled, etc.
For pre-registration details and other
information, contact A Sentimental
Journey to Cub Haven, Inc. , P. O. Box
J-3, Lock Haven, PA 17745. Phone dur­
ing business hours, 9:00 a.m. to 5:00
p.m. (eastern time) , 717/893-4201.
WIN A TIGER MOTH
As part of the Christchurch, New Zea­
land International Airport golden jubilee
celebration , a handicap air race will be
held later this month from Singapore to
Christchurch.
The EAA Aviation Museum's Standard J-1 being moved into the new hangar as workmen
on the roof apply finishing touches.
Contestants in the 5,000 mile race
will be crossing the finish line at Christ­
church between March 27 and 29. En­
tries in two categories, Light Aircraft and
Commercial/Military, will be eligible to
win the handicap prize which will be a
DeHaviliand Tiger Moth.
NEW KERMIT WEEKS' ACQUISI­
TIONS
Kermit Weeks (EM 52310) of Miami,
Florida continues to expand his collec­
tion of vintage aircraft (mostly military).
At the auction in Boise, Idaho last Sep­
tember, he acquired the well-known
1916 Avro 504J/K N3182 and the 1930
Genairco N240G. From England, he ac­
quired the Morane Saulnier MX.230 G­
BJCL. It is currently being restored be­
fore being brought to the U.S.
60 YEARS OF ATCs
Sixty years ago on March 29, 1927,
the newly instituted Aeronautics Branch
of the U.S. Department of Commerce
issued the first "Approved Type Certifi­
cate." A.T.C. #1 was awarded to a
Buhl-Verville "J4 Airster" CA-3, a three­
place open cockpit biplane powered
with a 200 hp Wright J4 radial engine.
This was the initial effort by the govern­
ment agency to set standards and reg­
ulate the manufacture of aircraft for sale
to the U.S. civi l market.
Coincidentally, the first two aircraft
owned and operated by the Aeronautics
Branch of the Department of Commerce
were "J4 Airsters." This served as an
endorsement of the plane's worth . •

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Walt and Ann Bohrer, well known for their
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book This Is Your Captain Speaking, were
REPOrnSA Rf. A5 HA'lWI RE A'S HI E
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c..lANUA~'{ ISSU( Of THE "C Ufl.TI 5 5'
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11-\E CUI\11'3'S . WR'tSHT C'oRPORATION.
'(QU 'LL flNDAlL 'tou WANfTO 'KNOW
T\jERLPlCTURES'N ' EVER'l1l1INL
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VI~TA~~
of the Gorst Air Transport Service.
Among the tall tales told were: "Dunner
Vot Did Hans Done in California,"
the story of a flight to California by three local
pilots. He did so
any further off their
by Dennis Parks course than Cleveland ;" and "The Odor
Motor" which described a powerful new
motor which ran on the odor of Limburger
Tale Spins - 1930-31 cheese.
The publication apparently lasted for 10
years. The library has a few issues from
responsible for the creation of America's first 1930 and 1931 . •
and only humorous aviation magazine, Tale
Spins.
Begun in 1930, Tale Spins was a very orig ­
inal, hand-lettered , mimeographed publica­
tion advertised as the "The Monkey Glands
of Aviation ."
The Bohrers, brother and sister, had
learned to fly with Tex Rankin ; Walt at the
age of 16 in 1926 and Ann in 1929. Walt and
Ann barnstormed with Tex for several years
and Walt remained with Tex through World
War II at his contract primary training facility.
Begun in 1930 and published monthly in
Portland , Oregon, Tale Spins was full of car­
toons and articles lampooning people,
planes and aviation events, Special treat­
ment was given to local personalities.
Among the cartoon features were the
"Phonygravure" section, which featured
drawings of pilots and thei ~ doings, and the
"Aerophoneys" which parodied news photo­
graphs. Among those caricatured in the APTAIN/ON SHIP: "HC'(,THERE,
N(EOAN~ HELP"?"
"Phonygravure" section in December 1930
were the superintendent of the Portland Air­ . A "IATOR -'0f'I<?rfloa /J"n.r
fOU/'day3
port; Cecil Pounder, operator of a flying
ill sea.]: ., H -" - ) NO! I'M JUST
CI-IAI-.JG I NG- A TI RE: ~"
school near Portland ; and Vern Gorst, head
VINTAGE AIRPLANE 5
TH E KEY BROTH ERS
FAR MORE TitAN MONkEY TRicks/
ENduRANCE FLiGItTs AdvANCEd AviATioN
(Part 2 - Conclusion)
by Stephen Owen
English Department
Meridian Junior College
Meridian, Mississippi 39301
(Photos from Mrs. Fred Key collection,
except as noted)
The Key brothers soon discovered
they would have to earn every hour of
the record . The tiny sleeping space
dashed all pre-arranged hopes for an
adequate routine. Every few hours the
pilot, attempting to sleep, could stand
the cramped confines no longer. The
blaring motor and the sloshing gasoline
in the belly tank made for a weary life
aloft. They flew through the night until
sunrise tinged the wings with a soft red
tint. Below, at Meridian Municipal Airort,
life began to stir. The refueling pilots
rolled out at 4:30 a.m. and by 5:00 re­
fueled "Ole Miss." On this hop they took
up a supply of gasoline, motor oil, fresh
clothes, shaving suplies and various
6 MARCH 1987
tools and newspapers. At 6:45 the sec­
ond contact delivered another tank of
gasoline along with a meal in the supply
sack. In the afternoon the procedure
was repeated .
Meal preparation was a grueling
ordeal for the two wives. The owner of
Weidmann's Restaurant sent out the
ground crew's meals free of charge. But
Mrs. Key explained, "Dr. Key said there
was too much of a chance of Fred and
AI getting sick in the close quarters. Al­
though he didn't make out menus, he
supervised the type of food they ate,
and we prepared every bite. As a physi­
cian I'm sure he was far ahead of his
time. He insisted that they have a quart
of orange juice every morning. Then we
sent them extra oranges to eat during
the day."
The tiny plane, left to perform its task
alone, slowly found its niche in the sum­
mer sky. Lazily it circled the city at about
65 miles per hour. Not competing for a
speed record, the engine had been ad­
justed to use as little fuel as possible
and to fly just fast enough to keep the
ship in the air. The payoff came when
calibrations indicated the engine was
breaking in nicely, using .Iess oil, and
drinking only 9 to 10 gallons of gasoline
per hour.
Included in the wide, sweeping circle
was a trip over the swamp on the south­
west side of the airport. When the time
came for the pilots to relieve them­
selves of waste, they used a chamber
pot and conveniently swooped over the
swamp. Mrs. Key chuckled about their
not so up-to-date flushing method. "The
swamp was the best place to dump it.
There wasn 't anything down there but
a swamp and just one old moonshiner's
still. They could see the smoke curling
up from it and mad o sure not to dump
it on his head."
On June 26 they took on a load of
bad low octane fuel. The engine was
damaged to the point that Fred, on one
of his inspections, discovered flames
jumping around the number five cylin­
der head. It was so loose it was in
danger of falling off any second. Meet­
ing the crisis in his forthright manner,
James Keeton fired a wire to Wright
Aeronautical in Paterson, New Jersey:
"Endurance plane reports NO. 5 cylinder
head loose from barrel. Is there any
danger of failure? Request sugges­
tions."
The discouraging reply stated : "There
is danger of head coming off at any
time , if at present loose enough to de­
tect wobbling . May be able to carryon
for a few hours if looseness is assumed
because of oil leakage. Suggest run full
rich to facilitate cooling."
Against all hope the crew constructed
a makeshift steel brace so that Fred
could go out on the catwalk and literally
strap the cylinder down to the engine's
case. AI took the plane to a high altitude
and cut the engine. Fred scrambled out
onto the catwalk, loosened the first two
sets of nuts and got half the brace on
before they descended so low that AI
had to crank the engine and climb back
up for the second part of the brace to
be put on . But the patchwork job held
only a few hours until heat buckled the
brace's non-treated metal. Once again
flames shot from the base of the NO. 5
cylinder.
At 10:45 p.m ., 123 hours into their
flight, "Ole Miss" limped back into her
home port. After all the fanfare , after all
the high hopes, the Keys had stayed up
only three hours into the fifth day - 430
hours and 40 minutes short of the
Hunter brothers' record .
From the moment they landed , they
began to plan the second flight. Assess­
ment of damage was frightening. fred
had come very close to meeting his
maker. Vibration had worked the rear of
the catwalk loose. Had he put his fu ll
weight on that section, he would have
surely plunged to his death.
Wright Aeronautics, embarrassed
about the performance of their engine,
agreed to sell the Keys a brand new
Wright Challenger engine for $1 ,000.
Bill Ward (L) and James Keeton working on supply sack.
The Meridian Junior Chamber of Com­
merce took over sponsorship of the sec­
ond flight. They doggedly raised the
money for the motor by selling lapel but­
tons and cartoon illustrations of the
Keys for 25 cents . They solicited con­
tributions, printing names in the paper
of all who gave a dollar or more.
Assured the money would be raised ,
AI and Bill Ward left on Independance
Day and arrived after a night's layover
in Washington , D.C. at Wright Aeronau­
tics in Paterson. Mechanics pulled the
sickly engine and replaced it with a
sparkling new J6-5-E model, the newest
and most advanced engine in its class .
Charles Lindbergh had made the same
visit in 1926 to purchase a larger Wright
Whirlwind for the "Spirit of St. Louis." In
his book, named after his famous plane ,
Lindbergh described what AI and Bill
must have felt when they saw the new
engine for the first time . "It's like a jewel,
lying there set in its wrappings. Here is
the ultimate in lightness for weight and
power ... compressed into nine deli­
cate, fin-covered cylinders of aluminum
and steeL" Lindbergh wanted only 50
hours of performance from his engine ;
the Keys were asking theirs to go more
than 553 nonstop hours!
On July 12, 1934, "Ole Miss" arrived
back in Meridian. The crew circled the
new engine like parents looking at a
new baby. They patted its hot sides and
whooped with joy seeing the clean
silver and black mechanism that held
the stamina to take "Ole Miss" beyond
the record . Ben Woodruff began to work
the bugs out of his radio . Stephenson
sparked the sharp blue flame of his
welding torch to life again and rewelded
every exposed cluster joint between the
catwalk and the plane. Next, he rein­
forced each joint by drilling holes
through them and then looping heavy
duty cable through the holes. The cable
served as a backup safety should vibra-
Fred Key works on the engine in flight.
tion fatigue soften crucial metal jOints.
To avoid getting another batch of bad
gas, they prepared to strain all fuel
seven times before it reached "Ole
Miss" tank.
By July 20, 1934 the seasoned vete­
rans of one failed flight once again took
off determined to succeed . A crowd of
1,500 people gathered in the muggy
twilight to watch the red and black plane
begin her second endurance attempt.
As the hot southern twilight faded into
a katydid screeching, swamp frog
croaking and cricket chirping night sym­
phony, occasionally nature's sounds
quieted as "Ole Miss" droned directly
overhead . Once again the city of Meri­
dian and outlying communities settled
in to hearing the familiar steady sound
forever circling day and night.
Signs of first danger appeared at sun­
rise the next morning. The nautical
adage "red sky at morning, sailor take
warning ; red sky at night, sailor's de­
light" applied when they found the sun­
rise colored a deep red. Dust raised by
winds over dry earth and moisture
drawn up by excessive heat tainted the
sky, foretelling future weather troubles.
Parts of dust bowl Oklahoma reached
temperatures of. 117 degrees while
Chicago, the week John Dilinger was
gunned down by police, reached a re­
cord-breaking 108 degrees. With so
much earth baked like a brick, cooler
upper air currents rolled against hot,
earth-warmed air, causing "Ole Miss" to
buffet so badly her pilots feared the
wings would rip from her fuselage.
On the fifth day, at 6:35 p.m., great
bolts of lightning lashed from angry pur­
ple clouds. The .pilots headed west to
avoid the front, but the storm followed .
The tiny plane, caught in the tremend­
ous thunderheads, bounced like a
child's toy. Lightning lit the cockpit
bright as day. With the turn and bank
VINTAGE AIRPLANE 7
indicator on the blink, AI decided to try
and climb out of the storm as he headed
further west. He set the stabilizer trim
for a moderate climb and turned the
stick loose entirely in an attempt to hold
the battered plane on her westerly
course. Slowly they climbed : 2,000,
3,000, 4000 feet - still no relief from
the storm. Five thousand , 6,000 and all
the way up to 11 ,000 feet AI climbed
before he finally leveled off. Suddenly
the engine began to sputter from lack
of proper air and fuel mixture. Some­
where high in the east Louisiana sky,
the plane started to descend. As if in a
drama on a silent movie screen, since
he couldn't be heard over the blaring
engine nose, he motioned to Fred to
put on his chute and prepare to jump.
Then , suddenly a soft, faint silver glow
tinged the clouds in front of them . Im­
mediately the buffeting winds stopped
as they broke out of the storm into
bright, clear moonlight!
Knowing they had expended great
amounts of fuel , AI turned the ship and
headed for home. He found his bear­
ings over the Mississippi River, located
Vicksburg and then shot for Jackson,
riding the coattails of the storm that had
nearly killed them.
Observers in Jackson spotted "Ole
Miss" and phoned Meridian at 3:15 a.m.
the morning of July 26. As they raced
for home, as if the storm had not
punished them enough, gas started
spewing from the carburetor. Fred
scrambed out onto the catwalk and
stuck his finger over the hole where a
bolt had worked loose. AI hurriedly whit­
tled a piece of wood which Fred could
use to plug the hole.
With fuel very low, they began calling
desperately on the radio , advising the
ground crew of their position . Finally
their voice broke through , "We are in
the area and have little fuel left."
Keeton rushed for his plane and then
stopped. Where was Ward? Ward had
gone with A.D. Hunter in a taxi cab to
The three champions (L-R) Roscoe Turner, Fred Key and Lou Meyer. Turner's Boeing
Model 80-A Trimotor in background.
S MARCH 1987
Crowd waiting for " Ole Miss " to land -
attempt to spot "Ole Miss." At that mo­
ment from the shadows of the hangar
raced Germany Johnson , the black air­
port janitor and Ward 's substitute. ''I'll
climb down that rope and put gas in with
buckets if I have to," he vowed as he
climbed aboard the plane. They made
the refueling in the nick of time .
After two more days another storm
entered the area. Knowing they couldn 't
ride it out, the Key brothers decided to
call it quits. At 7:45 p.m. "Ole Miss" once
gain limped home. Through the lashing
rain the dejected pilots landed and
taxied to the hangar.
"Will you try again this year?" a repor­
ter asked .
"We are not going to try again this
year. Next year? Perhaps. Who
knows?? came a feeble reply .
Two days after landing, an unex­
pected wire arrived from World 's Fair
officials asking : Would you consider
proposition to stage endurance flight to
break record over Century of Progress,
3rd flight, July 1, 1935.
Chicago? Advise immediately what
equipment and crew you have avail­
able. Also , condition of equipment?"
During the next three days, the crew
assessed damage to "Ole Miss" and the
possibilities of making a third fl ight. On
August 2, 1934, the same day Adolph
Hitler assumed the presidency of Ger­
many upon the death of 86-year-old
Paul Von Hindenburg , the Keys re­
sponded that they would make the fl ight
if "Ole Miss" could be re-covered and
several blind flight instruments be pro­
vided .
Much to their disappointment, the
World 's Fair deal fell through . Ground
crew members, dependent on local
jobs, could not afford to go to Chicago.
In addition , "Ole Miss" had been badly
damaged by the storm. However, the
flattering invitation did serve several
purposes: it kept the Keys and their
crew from having to mope about the
second failure ; they were put in the pos­
ition to begin thinking immediately
about the possibilities of a th ird flight ;
and , it reminded several local business
leaders that the Keys had a potential
"class act" worthy of continued support.
Meridian businessman "Babe"
Pearce was especially instrumental in
rallying the Junior Chamber of Com­
merce around the Keys' cause. The re­
spected leader, a former All-American
football player at Alabama and particip­
ant in the 1927 Rose Bowl gave the
Junior Chamber's blessings to the third
flight : "You boys go ahead with your
plans ; somehow we'll keep you in the
air. "
With local suoport secured , the de­
voted crew began reworking the storm­
tattered plane. They patched tears in its
fabric, toughened it with 15 coats of
clear aircraft dope, and then finished
the job with a spiffy coat of bright silver
paint. Because the exhaust pipe system
had worked loose on the last flight and

(L-R) AI Key, Roscoe Turner and Fred Key pose with "Ole Miss."
shot flames dangerously close to the
endurance plane's oil-soaked under­
belly, A.D. Hunter says, "We cut new
aluminum exhaust stacks. The interest­
ing thing about them was they not only
didn 't shoot flames under the plane, but
we turned them up at an angle so who­
ever was piloting the 'Ole Miss' could
see the color of the exhaust flames.
That way they could adjust the mixture
for the most economical fuel/air ratio. "
Blind flight instruments were ex­
tremely expensive and rare ; yet, they
were needed because of the adverse
weather conditions that frequented the
area. James Keeton recalls the day he
watched a U.S. Army Air Corps Boeing
P-12 circle and land at Meridian Munic­
ipal. The pilot, Capt. Claire Chennault,
a close friend of the Keys, took several
boxes from his plane and carefully car­
ried them into the hangar. Chennault,
later to become famous as commander
of the "Flyer Tigers" Squadron in China,
had secured instruments from the Army
and the Sperry Instrument Company.
If ever there was a "tide in the affairs
of men to be taken at the flood ," it was
the summer of 1935. Aviation events
filled newspapers. Amelia Earhart sol­
oed from Hawaii to California. Dr. God­
dard launch~d his first rocket equipped
with a gyroscopic stabilizer. Mississippi
author William Faulkner's novel Pylon,
about air races, was published. On
June 4, 1935 a scant crowd of only 100
townspeople watched "Ole Miss" lift
from the dirt runway at 12:32 p.m. on
the third attempt to set an endurance
record. The majority of the locals re­
quired convincing before they dared put
their faith in those "fools" who dreamed
of 'staying in the air nearly a month.
Some even called the airport and com­
plained that the infernal plane was dis­
turbing their sleep!
Then, about 10 days into the flight ,
the community started showing signs of
interest. Calls to the airport turned from
complaints to concern. "I haven't heard
'Ole Miss' fly over. Is it all right? I can't
go to sleep until I hear it pass over my
house," one caller inquired. Summariz­
ing the days and nights she spent hear­
ing the plane circle her hometown,
Meridianite Mary Erie Smith com­
mented, "We went to bed with the
sound of the buzzing of that plane in
our ears, and we woke the next morning
in hope that it would still be up there .
Somehow riding in it was a kind of hope
for us aiL"
Word spread across the nation over
news wires. By the halfway point, repor­
ters, newspapermen, and newsreel
camera crews began checking into
Meridian hotels. On Sunday, June 16,
10,000 spectators celebrated at the air­
port. They stood on the field and waved
handkerchiefs and hats as the Keys cir­
cled overhead .
Hour by hour the tension grew.
Hopes and prayers went up to the tiny
USED
............e56
I..ded W
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lladceacaadsbllfuduxl tk.
1IIId:J11bt1lllD1IIa:u.l.1IIe .
......Ibdt 61.2J1._lIi'taIiltaMllb"
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rwt ~_ItIiIIIIU.,...u
Side of "Ole Miss" after the record-setting endurance flight.
silver plane. Junior Chamber of Com­
merce concession stand volunteers
sold soft drinks and hot dogs and
passed the hat for contributions when
the refueling team made contacts over
the excited crowds . In the carnival at­
mosphere, hard-earned nickels and
dimes clinked into the coffers to help
defer expenses.
June 17's statistics added to
everyone 's hopes. As they finished their
second full week in the air, calculations
indicated the Keys had traveled the
equivalent.of the earth's diameter. Re­
gattas of tour planes filled the skies car­
rying curious sightseers, photographers
and newsreel cameramen . As they en­
tered the last week with the countdown
ticking towards 3:13 p.m. on June 27
when the official record would be bro­
ken, nothing seemed to stand in their
way.
However, on June 22, AI radioed that
he had a toothache. It grew worse
through the night and developed into an
abscess. The next day, 25,000 to
30,000 spectators visited the airport
and listened to the broadcast over the
public address system. AI 's tooth hurt
so badly he signed out early stating, "It's
so bad that it makes me want to jump
out of the plane, parachute or no
parachute. "
The crisis sent Dr. Key and Dr. Rush ,
a local dentist, and the crew into an
emergency conference. One crew
member suggested that Keeton- and
Ward lower Dr. Rush down to "Ole
Miss" so he could pull AI's tooth and
then parachute back to earth. Dr. Rush
nixed the idea with an emphatic, "Hell,
no!" Luckily that evening the abscess
surfaced and Dr. Rush - safely on the
ground and giving instructions over the
radio - told AI how to perform in-flight
surgery using cotton , iodine and a nee­
dle which was lowered by Ward in the
supply sack. After AI lanced the
abscess, he experienced instant relief.
With the tooth crisis behind them, ex-
~OLE MI 'S¥
tNIPn hlJ
A L 6. ~.ED y
Set N tu Dff'\Ctol
"""~\ U1durJn<"C Fttgn. ~ll<l
653
HRS. 34M/III.
4/"
MERJDlAN. MISS.
VINTAGE AIRPLANE 9

citement built to a feverish pitch. On

June 25, news arrived that newborn
twins in Newton, Mississippi had been
named AI and Fred. Day and night
crowds visited the airport - some driv­
ing hundreds of miles to witness the
event. On the day the record was bro­
ken . the Key brothers circled over
downtown Meridian and found the town
empty. They looked toward the airport
and saw thick clouds of dust rising from
thousands of vehicles headed for the
airport.
As the time for the big event drew
near, 3,000 anxious faces looked sky­
ward . Then the announcer over the
public address system shouted that the E
record had been broken. "Ole Miss" cir­ :l"
cled low and dipped its wings as AI "
::E
CD
stood on the ·gas tank and waved from "CI.co

the hole in the roof. The Meridian Boys' Ul

Band played "Praise God From Who All '0

C
Blessings Flow" and thunderous cheers co
~

shook the silence. The Meridian Starre­ <

ported "Horns, cheers, and rebel yells,
factory and engine whistles blew, hats
were tossed in the air, and many wept.
. . ." And to end a perfect day, the mayor
of Meridian announced Meridian Munic­
ipal Airport was renamed "Key Field."
That evening Kate Smith relinquished
her radio program so the events could
be broadcast nationwide.
On they flew with no intentions of
coming down. Their next goal was to
beat an unofficial record held by Dale
Jackson and Forrest O'Brine. As they
pursued this record , so there would be
no doubt about who the true world 's en­
durance champions were, they came
Oi
c
.2
OJ
z
AI Key poses with "Ole Miss" at the Smithsonian's National Air and Space Museum at
Washington, DC. AI died in 1976 and his brother in 1971.
comes from an innocent age when avi­ and flown to Washington , DC . Today
ation was in its golden years - when the proud little plane hangs in the Na­
pilots took to the skies to distinguish tional Air and Space Museum . It repre­
themselves in airplanes. sents endurance flyers - those daring
Twenty years later, in 1955, "Ole souls who advanced aviation while per­
Miss" was taken out of mothballs in a forming monkey tricks "up front" for pub­
delapidated shed at Key Field , restored lic attention . •

WHAT IS IT?

closer to death than at any other time

during the third flight.
James Keeton says that June 29th
wi ll forever be etched in his memory. "A
metal oil can touched some wires and
shorted them out, causing the cockpit
to fill with smoke and flames . Ward and
I had just made a refueling so "Ole Miss"
was heavy with gasoline and primed for
an explosion. AI immediately cut the en­
gine and went in to a glide as Fred put
out the fire with a fire extinguisher.
"And to add to the drama of the event,
a newsreel cameraman was strapped
to my landing gear strut trying to get
novel shots. Of course, he just knew he
had 'the novel shot' of the decade - a
real live fiery airplane crash! 'Stay with
them! Stay with them!' he kept shouting
as we watched 'Ole Miss' descend
below treetop level before AI managed
to pull her up. And wouldn't you know
it? He had used all his film before the
fire and he missed filming the whole
episode."
A storm-damaged stabilizer finally
forced the Keys down, but not until they by Gene Chase
left no doubt they were holders of the
Marc Stearman of Stearman Aircraft Products Corp., P.O. Box 156, Valley Center,
world's endurance record . They had left Kansas 67147 located this cast bronze lever while rummaging through some old
the earth unknown and returned 653 aircraft parts recently. He has been unable to identify it and hopes that someone
hours, 34 minutes (27 - 1/3 days) later among the readers of THE VINTAGE AIRPLANE can help. •
with the eyes of the world upon them.
Their story from that summer of 1935
10 MARCH 1987
 OLUtl,.EERS
A Bool< Of Heroes
Volunteer work is important, and fun.
An EAA volunteer is the first person a
showplane pilot meets when arriving at
Oshkosh during the annual Convention.
Just try to imagine the pilot who has
flown from who-knows-where for many,
many hot and tiring hours. Next he
holds over Omro (check point) trying to
maintain VFR separation from other
traffic. He has monitored ATIS and then
waits for landing instructions from the
tower by color and type, and who knows
what else.
He lands at Oshkosh, the EAA Con­
vention, the world's largest aviation
event. Now what? This fine person is
hot, tired, hungry, bewildered and over­
whelmed . Who can blame him?
This is where one of the many volun­
teer jobs becomes an important func­
tion very quickly. Whether the pilot
wishes to camp with their showplane or
park in the Antique/Classic display
area, or go to any other area on the
field , our volunteers direct them to the
desired area and get them headed in
the right direction as quickly, safely and
smoothly as possible. If this job sounds
easy, believe me it isn't. It a" depends
on the numbers and experience level of
the available volunteers.
The thing to remember is that some
of the volunteers have just gone
through the same thing as they arrived,
and they might be a bit tired also. But
they love it. And there it is ... the reason
for the whole thing . The job isn't easy,
but it sure is FUN!
Our Division has been fortunate to
work with a dedicated cadre of volun­
teers, many of whom have returned
year after year. They have been able to
direct showplane pilots in a safe and
effective manner in a" kinds of weather.
Our EAA volunteers come from a"
walks of life, from a" over the country
and from many countries around the
world. Although their aviation involve­
ment varies, the one thing they a" share
is the satisfaction of know they are able
to help.
This month's ''Tip of the Oshkosh
Kepe" goes to Selene Bloedorn of Ap­
pleton, Wisconsin. Selene is a 17-year­
old high school student. 1986 was her
first year at an EAA Convention. For two
by Art Morgan and Bob Brauer
. front room of my memory.
(L-R) Selene Bloedorn and Anna Osborne.
weeks, the week before and, of course,
the big event itself, whenever you saw
Selene, you saw big eyes, a big grin
and her blond hair streaming out behind
her as she hurried on yet another er­
rand. Her unbridled enthusiasm was a
tonic to a" who came in contacat with
her.
Selene put her feelings on paper and
we'd like to share them with you:
Experience of a Lifetime
"Putting feelings into words is a very
complicated task , even for someone
who likes to write .
"I was touched by last year's experi­
ence at EAA, 'An Air of Adventure ,
1986. '
"This was my first time ever at EAA
and it was definitely an experience to
be remembered. I now realize how
much I missed, being 17 years old be­
fore ever attending the air show. The
wonderful people, places and things to
do have drawn me into an open door of
love and friendship.
"I suppose I should explain how a"
this happened. My good friend invited
me to help set up for the air show a
week before the opening.
"During this period, I met the most
touching and influential people in my
life. Mr. Art Morgan is the most predo­
minant figure in my mind. My friend in­
troduced us one sunny afternoon, and
now I refer to Mr. Morgan as my 'EAA
dad.' He's a very special friend who wi"
forever have his picture hung in the
"There were many others, too many
to name them a", but they a" have
made a lasting impression on me.
"After preparations were complete, I
returned home, ending my experience
into a new world, possibly to forget it for
another year. Fortunately I received
word that I could come back and work
during the Convention itself.
On the day of my return, I scouted
around, informing people that I was
back and to familiarize myself with the
grounds. During my second week there,
I met many more friends including a
pilot who trusted me enough to fly his
plane. I truly admired his trust and re­
spect, something few people still hold
today.
My job was volunteer pedestrian con­
troller. I worked with a girl who became
a wonderful companion, and we had a
lot of fun doing our part of the job.
I anxiously await the approach of
Oshkosh '87 and wi" be there to lend
my services once again.
In closing I must say - EAA is truly
an 'experience of a lifetime.''' .
VINTAGE AIRPLANE 11

Coffman OX-S Monoplane
by George E. Goodhead
(EAA 3603, Ale 5176)
6326 E. 4th Street
Tulsa, OK 74112
The first CoHman OX-5 Monoplane
was designed, built and flown by Sam
CoHman at the Clinton Airport, Clinton,
Oklahoma in 1927. The following year
Sam CoHman organized the CoHman
Monoplane, Inc. company at the old
Midland Truck Company plant located
in southwest Oklahoma City, not far
from the stockyards and packing plants.
This was also near the location of the
original Oklahoma City Municipal Air­
port at southwest 29th Street just west
of May Avenue. William G. "Billy" Tipton
was Chief Engineer and Shop Foreman
at this time.
Information received from diHerent
sources indicates that from ten to
twenty of these aircraft were built. The
plane was a three-place cabin job, simi­
lar to the Curtiss Robin and similarly
powered with the Curtiss OX-5 engine.
It differed from the Robin in that two
persons sat in the front seat and only
one in the rear seat.
It is also believed to be one of the first
planes built with an overhead control
stick, The stick hung from the ceiling
12 MARCH 1987
.;thiS Coffman Monoplane, X569E, SIN 3
and later NC569E was the first produced'
after t,he factory moved to Oklahoma City.
It was destroyed in a windstorm in 1933
(see text).
between the pilot and passenger in the
front seat and somewhat forward of
them , making it possible for either to fly
the plane. This arrangement reduced
the number of sheaves in the aileron
control system, without complicating
the elevator controls . It also allowed
easier access into the cabin for the front
seat occupants.
The CoHman had the reputation of
being way beyond her years in design
and performance. She flew higher, fas­
ter and better than most of the smaller
planes of her day. It was built and sold
under C.A.A. Approval Mem,o No. 2-145
dated 11-1-29. It had a 37' wing span,
23', 6" overall length and a gross weight
of 2,132 pounds. The stock colors were
burnt orange and colonial blue with a
rich straw color trim stripe. The cabin
was entered through two doors on the
left side. Both front and rear seats were
upholstered in blue mohair, as well as
the top and sides of the cabin .
Of those built, two can be accounted
for today. Coffman OX-5 Monoplane,
NC569E, SI N 3, when last flown was
owned by Alva N. White of Lincoln,
Nebraska. An interesting article, written
by White entitled "A Night on the Prairie"
appeared in the September, 1963 issue
of AIR FACTS magazine. This article
told of his experiences while flying the
Coffman NC889N, SIN 103, was built by the Ranger Aircraft Corporation. Note redesigned windshield and unbalanced rudder as
compared with 569E. Young man is not identified.

plane over a three-year period and how

it was finally destroyed in a wind storm
at Broadwater, Nebraska on June 23,
1933.
He also told how he, with less than
20 hours solo time, was caught in a fog
while circling the Lincoln Airport. He
popped out on top of the overcast at
3,500 feet and decided to climb to
10,000 feet to see if he could spot an
opening through the clouds below, but
was not successful. Running low on gas
he decided to descend through the
overcast. He reduced throttle and
trimmed for a hands off glide. After en­
tering the cloud deck the ' engine sput­
tered a few times and stopped with the
prop horizontal. Coming out of the over­ NC889N near Okeene, OK as it appeared when acquired by the author in 1963. Tubing
cast, he saw corn stalks and a ravine scroungers had removed some of the upper fuselage cross-members.
approximately 30 feet wide and the
same in depth. He eased back on the
stick, floated over the ravine and made
a perfect three-point landing in the corn
furrows. Two and one-half years later
NC569E was demolished in that wind
storm at Broadwater.
FAA records indicate that in
November, 1929, Coffman Model A
(Ranger) NC591 M, SI N 101 was regis­
tered to the Oklahoma City Jr. Chamber
of Commerce. It is believed this aircraft
was later involved in a crash which was
fatal to two.
The other Coffman (Ranger),
NC889N, SIN 103, was ordered new
from the factory by L. T. Dutcher of Ok­
lahoma City. It was the last OX-5 pow­
ered ship built by the company and had
standard control sticks mounted on the
floor. Mr. Dutcher, an American Airline
Captain , flew the plane for several
years before selling it to Roy Rice of George Goodhead sits in his newly acquired Coffman Monoplane.
Watonga, Oklahoma. This ship flew
regularly until 1941 , at which time the it was grounded. She was a curiosity NC889N sitting in a field rotting away.
Civil Aeronautics Administration (now then as well as now, being one of the Knowing that I was interested in obtain­
the Federal Aviation Agency), grounded last of her kind . Then she went into a ing a Coffman, he immediately notified
it at the beginning of World War II. The barn, out of sight and forgotten. me. By then the engine was gone, the
late Joe Durham of Okeene, Oklahoma In 1963 Joe Durham was taking a wooden wings had rotted away, shreds
was one of the last to fly her. Joe stated man out to an oil well location to see of fabric hung like burial wraps and her
that he flew the ship all one day before about a job when he ran across instrument panel was a skull with empty
VINTAG.E AIRPLANE 13
eyes. Nevertheless, the remains were
loaded onto a trailer and hauled b"lr.k
to Tulsa to await a complete restoration .
In 1929, Sam Coffman sold the
Coffman Monoplane Company to The
Ranger Aircraft Corporation. In the early
part of 1930, with the engineering of
Billy Tipton , a low-wing , wire-braced
American Cirrus powered racer was
built to be entered in the American Cir­
rus Air Derby of that year. The plane
looked somewhat like the Command­
Aire "Little Rocket'" which was the win­
ner of the Derby.
Due to engine trouble and forced
landing damages, the Ranger entry did
not get to Detroit in time to enter the
competition . This ship was then sold to
either Roy Hunt or Bruce Haines. Roy
Hunt operated the airport at Norman,
Oklahoma (home of Oklahoma Univer­
sity) in the late '20s and early '30s. He Another Coffman product was this Velie-powered shoulder-wing monoplane, NX1191 0
operated a flight school , charter service shown here with George Goodhead in 1930.
and did air show work . He flew aerobat­
ics with both a Great Lakes powered
with a 90 hp Cirrus and the Ranger
Racer. He was known for flying inverted
around the buildings of downtown Ok­
lahoma City using a make-shift inverted
fuel system . He twice held the world re­
cord for consecutive outside loops, los­
ing it both times to Tex Rankin . Roy was
an executive pilot for Leslie Fain, flying
a Lockheed 12 until his fatal crash at
Elkins, West Virginia in 1941 .
After Sam Coffman sold the factory
to Ranger, Sam operated an airport on
North May Avenue in Oklahoma City. It
was first located about the 3000 block
north and then moved to about the 5000
block North, now the location of a large
shopping center. It was at these loca­
tions where Miles Westfall worked for Billy Tipton, chief engineer for the Coffman Monoplane Co., later designed this Cirrus­
Sam. Here, they built the Coffman Jr., powered Ranger Racer. Roy Hunt (shown) owned the plane in the late '20s and early
a single place, shoulder wing monop­ '30s, performing aerobatics at air shows.
lane powered with a Velie engine. It was
also at this location that I, along with watch , we would receive 20 to 30 min­ The last airplane built by the Ranger
other boys of high schoool age, worked utes of flying time in the Coffman OX-5 Aircraft Corporation was a four-place
for Sam on weekends. In exchange for Monplane or the Lincoln-Page OX-5 cabin job powered with a Warner en­
odd jobs and selling airplane rides to Biplane. This was one job we all never gine and resembling a small Bellanca.
the public who parked along the road to tired of. A ship similar in appearance was pic­
tured in ads for the Dallas Aviation
School back in the '30s and designated
as an instrument trainer.
After the Ranger Aircraft Corporation
folded due to the depression, Billy Tip­
ton moved to Kansas City, Missouri.
While there he formed his own com­
pany and built the Tipton Model 90-2.
This was a two-place tandem job pow­
ere.d with a Warner 90 engine. It had a
wing span of 30' and was 19' in length.

Material for this article was obtained

through interviews with William G.
"Billy" Tipton , Miles Westfall , Joe
Durham, Rita Eaves and Robert P.
Moore. Any additional information with
regard to the Coffman, Ranger or Tipton
Aircraft would be greatly appreciated.
Tipton, Westfall, Durham and Moore
After his move to Kansas City, MO in the early '30s, Billy Tipton designed and built this are now deceased. .. . G.R.C. •
two-place tandem, 90 hp Warner-powered Tipton Model 90-2.
14 MARCH 1987
 . . ... . ... ;..
Here's a neat low wing of compara­
tively recent vintage which appears to
be a practical airplane. The license reg­
istration number is a clue to its identity,
but more importantly, how many were
built and why didn't the design catch
on. The photo was submitted by George
Goodhead of Tulsa, Oklahoma. An­
swers will be published in the June,
1987 issue of THE VINTAGE
AIRPLANE. Deadline for that issue is
April 10,1987.
The Mystery Plane in the December,
1986 issue brought few responses, but
several readers were not mystified .
Wayne Van Valkenburgh of Jasper,
Georgia writes :
"The aircraft depicted is a Civilian
Coupe Mark II, manufactured by the
Civilian Aircraft Co., Ltd., 27 Moor
Street, Burton-on-Trent, England. The
factory was located at Hull Municipal
Airport, Hedon, East Yorks.
"The company only produced a total
of six aircraft, one Mark I and five Mark
lis. The aircraft shown is a Mark II , a
two-place with staggered side-by-side
seating, powered by a 100 hp
Armstrong-Siddeley Genet Major I en­
gine. This engine was a radial type. The
prototype Mark I was indeed built in
1929, but according to the information
I have available, this particular aircraft,
...... . . .. .....
by George A. Hardie, Jr.
G-ABNT, was not built until at least
1930 or perhaps 1931 . Harold D.
Boultbee, formerly of Handley Page Ltd,
formed the Civilian Aircraft Co. and after
its failure in 1933, joined the Pobjoy Co.
and was the designer of the Pobjoy Pi­
rate cabin monoplane.
"The last record I have of this airplane
shows it in storage in 1961 at Carmar­
then and owned by a Mr. G. O. Rees
who lived at Cardiff when he purchased
the aircraft in 1933."
Doug Rounds of Zebulon , Georgia, .
adds the following :
"G-ABNT was powered by a Genet
Major, 100 hp and came in tenth in the
Heston-Cardiff race , flown by Flight Lt.
Bowling. Speed was 89 mph. Records
show date of manufacture as October
9, 1931. It had slightly staggered seats
which looked like a tandem seating.
Empty weight was 985 Ibs. , gross 1500
Ibs. Maximum speed 110 mph , cru ise
96 mph. Initial climb 810 ft. per minute.
The Mark I Coupe had an 85 hp ABC
Hornet engine."
Joe Haynes of Dallas, Texas, writes
. .. "The Civilian Coupe G-ABNT is SIN
3. The wings fold aft for hangar storage.
The original owner not only raced but
used the Coupe to attend garden par­
ties, landing on the lawn .
"The Coupe was placed in storage
prior to WW II where it remained until
purchased by its present owner and re­
stored at Biggin Hill. It was flown about
50 hours after restoration when the
master rod broke due to a hydraulic
lock. The master rod is located in the
bottom cylinder of the five cylinder
Genet.
"When I photographed the Coupe in
October 1986 and talked with the
mechanic, he told me they had
machined a new master rod and the en­
gine was being rebuilt. I would expect
to see the Coupe fly in 1987. ABNT is
silver with blue trim and as far as any­
one knows , is the only example in exis­
tence ."
Paul Stephenson of Albuquerque,
New Mexico and Chris Chatfield of Tad­
worth , Surrey, England also correctly
identified the Civilian Coupe.
VINTAGE AIRPLANE 15
 Parade of Flight

at Oshkosh '86

by Gene Chase

(Photos by Eric Lundahl , except as

noted)

Always one of the most popular

events at Oshkosh is the annual Parade
of Flight, and the 1986 edition was true
to form with a fine array of vintage air­
craft dating from 1911 to 1955. This ac­
tivity is a regular feature on the fifth day
(Tuesday) of the EAA Convention and
was held last year on August 5.
The chairman of the event is Phil
Coulson of Lawton, Michigan who along
with his many volunteers, does a bang­
up job of choreographing the spectacle.
Most of the photos shown here are of
the participating aircraft on take off. Ap­
proximately 100 planes took part and
unfortunately not all can be shown in
this photo essay, which will be con­ (L-R) Phil Coulson, Chairman, Parade of Flight; Verne Jobst and Sam Huntington, Chair­
tinued next month .• man and Co-chairman .respectively of Flight Scheduling and Air Show.

Coulson, Jobst and Huntington brief the 1911 Curtiss Pusher,

pilots who will fly in the Parade of Flight. Dale Crites, Waukesha, WI.

16 MARCH 1987
 1924 Dormoy Bath Tub replica, 1928 Travel Air 4000,
Harrison Thompson, Alexandria, MN. Bob Winchester, Charlevoix, MI.

1930 Heath Parasol,

Bill Schlapman, Winneconne, WI.

1931 Heath Parasol replica, 1931 American Eaglet,

Mark Lokken, Oshkosh, WI. Ken Morris, Roanoke, TX.

VINTAGE AIRPLANE 17
 1931 Pitcairn PCA-2 Autogiro, 1931 Corben Junior Ace replica,
Stephen Pitcairn., Bryn Athyn, PA. Ted Travis, Flushing, MI.

1931 Great Lakes 2T-1 R replica,

Donald Browett, Independence, MO.

1931 Gee Bee Model Y replica, 1936 Waco EQC-6,

Ken Flaglor, Northbrook, IL. Stan Gomoll, Blaine, MN.

18 MARCH 1987
 1937 Waco YKS-7, 1937 Waco YKS-7,

Mark Harter, Belleville, IL. Roger Dunham, New Milford, CT.

1937 Porterfield 35-70,

Ken Williams, Portage, WI.

1937 Spartan 7-W Executive, ,1937 Ryan STA,

Peter Hawks, San Carlos, CA. Bill Rose, Barrington, IL.

VINTAGE AIRPLANE 19

 1938 Aeronca Chief, 1939 Funk B,

Frank Knowles, Guelph, Ontario, Canada. G. Dale Beach, Sacramento, CA.

1940 Piper J-4,

Glenn Charles, Hunker, PA.

1940 Piper J-SA, 1940 Fleet Finch,

G.S. DeGaynor, Grand Rapids, MI. Brian Esler, San Anselmo, CA.

20 MARCH 1987
 1941 Ryan PT-22, 1941 Taylorcraft BC-12,
Rose/McLaney, Barrington, IL. C.A. Hesterman, Glen Ellyn, IL.

1941 Culver Cadet,

Ray Anderson, Lakeville, MN.

1941 Navy N3N-3, 1942 Grumman G-44 Widgeon,

LeRoy Stein, Oconomowoc, WI. James Rogers, Middlebury, IN.

VINTAGE AIRPLANE 21
 Line-up at John Hatz's Annual Skiplane Fly-In near
in February. From the right; a Taylorcraft, Luscombe, J-5 Cub
Cruiser, two more T-crafts, Aeronca Champ and a PA-18 Super
Cub. This is one of the finest skiplane gatherings in all of Wis­
consin! .

Ski Flying.
.Wisconsin Style •
by Norm Petersen
(Photos by the author except as noted)
Soft, quiet and cool. These are the
words that describe the world of the ski
plane pilot in the winter wonderland of
Wisconsin. For those fortunate few
pilots who are able to indulge in such
pursuits, their slogan is identical to that
of Western Airlines - "the only way to
fly!"
Once a neophyte "wheel pilot" makes
his first landing on skis in several inches
of soft snow, he will probably be
"hooked." To feel the airplane fly closer
and closer to the ground - waiting for
the bump and rumble of the wheels ­
only to discover the skis have slipped
on to the snow without a trace of bump
or wiggle is a unique experience! The
airplane has· merely ceased to fly and
the ski landing has been made. That's
how soft it can b.e! (It can be very addic­
tive!) / if you are the type of pilot who uses
Granted not all ski landings are this
soft, but the ones that are can make a
believer out of the most stubborn wheel
pilot. A few landings on hard crusted
snow and ice will rattle your molars and
give the airframe a real workout. How­
ever, these "rattlers '" will only make you
appreciate the soft landings even more.
Being able to "read" the snow and know
wHat to expect on landing comes with
experience. And experience usually
comes from making mistakes or watch­
ing someone else make mistakes!
As with all types of flying , certain pre­
cautions are in order and ski flying is no
different on this score.
Perhaps the greatest difference in fly­
ing on skis is there are no brakes! And
brakes for every maneuver on the
ground - you know the kind - a funda­
mental change in pilotage is in order.
With the brake pedals inoperative,
changes have to be made. And these
changes should be put into effect im­
mediately, before your propeller has
chewed up a tree, fence post or barbed
wire fence!
There are numerous little methods of
slowing down a ski plane of which no
single one is the equivalent of brakes,
but together they work pretty well. The
propeller disc is a very effective brake

-"
u
'cQ.
8
:.:
E
------------------~,
The author gets a hand putting the Cub back in the hangar from
the landing strip owner, Earl Grunska, a died-in-the-wool ski­ Indecision is an awful thing! George Rotter of Oshkosh put one
plane pilot (J-3 Cub) and long time EAA booster (EAA 940). ski on his Piper J-4 Cub Coupe and waited nearly three weeks
Unusual N number for a Cub stands for "One Old Ex Sprayer"!!! for it to snow! (It finally did!)
22 MARCH 1987
if your engine will idle very slowly. Often
the addition of carburetor heat will help
the engine to reach the 550 to 600 rpm
range. At this low rpm , the propeller is
quite effective at slowing the plane ­
either in the air or on the ground.
Another good helper is dragging the tail­
wheel in the snow, helping the down­
ward push by holding full up elevator.
This lUxury is not accorded those who
have a tailski on their airplane. How­
ever, in very deep snow, a tail ski is
usually a "must, " especially when carry­
ing full loads approaching gross weight
of the aircraft.
Another help at slowing the aircr,aft,
both in the air and on the snow, is yaw­
ing the airplane from one side to the
other with the rudder. This method can
often produce just enough braking ac­
tion to do the job. Among airplanes with­
out wing flaps, the forward slip is a most
important maneuver and it works
equally well on skis. Remember that
winter flying involves colder air, which
is heavier than warm air and will allow
your airplane to fly slower before stal­
ling . This is one aspect of ski flying ­
the engine feels like it has considerably
more power because of the dense air.
So when you combine the excellent per­
formance of cold air in the engine, prop
and wings, with the lack of drag on skis,
it is easy to understand why some pilots
enjoy ski flying more than any other.
Certain areas of caution are strongly
advised for winter flying. Most airplanes
use some form of "winter kit" which
helps to keep the engine warm in spite
of extremely low windchill indexes when
airborne. They should be properly in­
stalled to help achieve proper engine
temperatures. Some engines can use
asbestos covers on the oil tank and the
intake manifold tubes. These covers
help the engine maintain proper heat
internally. And, of course, only winter
oil should be used in the engine. Some
VINTAGE Editor, Gene Chase, gets ready to renew his "ski legs"
in the author's J-3 CUb. Gene first flew on skis over forty years
ago and still has that "touch"!
.>I!
'c"a.
G>
o
:.::
E
~--------------------------------------------------------~~
Under full throttle, the author lifts his 90 hp J-3 Cub from the snow in just a very short
distance. Converted to a front seat solo Cub, it is mounted on Federal SC-1 skis made in
1939, six years before the Cub was built! Open window helps keep the pilot cool- brrrrr!
of the new 5W-50 multigrade oils are because you can 't turn as sharply on
very good in cold weather. skis as you can on wheels,
When the temperature goes below 20 This author vividly remembers his
degrees, it becomes necessary to pre­ only accident in over 30 years of flying
heat the engine before starting. This is which occurred while taxiing on skis
necessary to prevent "cavitation" in the with a Taylorcraft BC-12D. I opened the
oil pump - a nasty situation that can throttle to taxi past the nose of a parked
be extremely expensive! What happens Cessna 172. The quarters were a bit
is the oil pump pickup tube sucks the cramped and the left wing of the T-craft
oil that is in and near the tube and the had to pass over the nose of the 172,
remaining oil is too stiff to run in and fill which had its propeller poking up at a
the void. The resulting "cavitation" or 45 degree angle. Once the T-Craft
pumping of air instead of oil can ruin an broke loose on skis, there was no stop­
engine very quickly. This is a no-no! ping and to make sure the wing cleared
The .only way to prevent this problem is the 172, I instinctively turned full right
adequate pre-heat before starting. aileron to "lift" the left wing . This drop­
Once the engine has been properly ped the left aileron into the path of the
warmed and the pre-flight inspection is 172 propeller tip! As I taxied by, the prop
done, it is time to go ski flying . The first tip sliced through 10 inches of aileron
thing a novice discovers is that skis and right through the aluminum trailing
stick to the snow until broken loose ­ edge! I distinctly remember the aileron
either by engine power or a left-right repair came to $29.10, which in those
movement of the rudder. From this mo­ days would have paid for eight hours of
ment on, judicious use of the throttle is T-craft flying time! Ouch! I have since
necessary to taxi where you want to go, learned to taxi on skis with extreme cau­
allowing extra margins for wide turns tion!
Warming up the Continental A-SO powered Aeronca "Defender"
on Federal 1650 skis is Mark Warning of Oshkosh. His passen­
ger in the front seat is Tracy Johnson, a native Floridian about
to go up for her first plane ride on skis!
VINTAGE AIRPLANE'23
J-4 Coupe, Aeronca Tandem and J-3 Cub after landing on the " Wanna go for a ride? I have room for one! " The author ready
frozen Wolf River, just in front of the Ora Hula Resort below for takeoff in his 1946 J-3 Cub on Federal 1450 skis. Intercom
Fremont. Absolutely perfect skiplane conditions, late in the makes flying a Cub so enjoyable as it blocks out the noise and
afternoon of March 1, 1986. you can talk in normal tones.

Flying over the frozen lakes and fields

of Wisconsin is such a unique treat to
the ski plane pilot. Landings can be
made almost anywhere the snow is
smooth. Again , a close look at the land­
ing area is essential before setting
down. The soft "schuss, schuss" of the
MEMBER'S PROJECTS... ~

skis as they glide over the snow as the

airplane slows down is music to the
pilot's ear. A thrill all of its own.
The ski plane pilots in Wisconsin are
a particularly hardy bunch who not only
enjoy flying, they don't mind the cold
weather associated with it. Warm dress
is one of the secrets, including insulated
boots and mittens. Most pilots see to it
that the aircraft heater is working, too.
This item can make a miserable day
into a tolerable one.
Most fly-ins are held on a weekend
and usually involve a noontime feed of
hot chili and gallons of hot coffee. Al­
though most light ski planes burn about
five gallons of fuel per hour, it is strongly
This nice, customized 1946 Piper PA-12 Super Cruiser was restored in 1984 by
suspected that a ski plane pilot will con­
Orville Williamson, D. B. "Whitey" Lance and Jack Ekdahl. Covering is Stits with
sume about three pounds of food per Boston Maroon and Diana Cream aerothane paint. It's powered with a Lycoming
hour after a tough morning of ski flying! 0-235-C1, 108/115 hp from a 1962 Piper Colt. Owners are Jon Steiger, Spring Lake
Few can match the voracious appetite Hts., NJ and Lew Levison, (EAA 78711, AlC 5439), 54 So. Longview Road, Howell,
of the ''true blue" ski plane pilot just in NJ 07731 .
from the "cool."
It is not unusual to assemble 20 to 30
ski planes on one field (or lake) for a
Wisconsin fly-in. Nearly all the planes
are tail draggers which convert to skis
very nicely. Once in a while, someone
will put a tricycle geared airplane on
skis and they do work surprisingly well.
The camaraderie of the pilots is the
icing on the cake regarding ski flying .
Each has his own experiences to re­
late and how he solved this or that prob­
lem. Careful listening at such a gather­
ing will really improve your ski plane
knowledge - if you can separate the Bill Stratton (EAA 147044, AlC 6853), 16518 Ledgestone, San Antonio, TX 78232
wheat from the chaff. flying his razorback Aeronca C-3, N14552 on 1-3-87. Colors are yellow and orange,
and the Aeronca E-113 engine has been replaced with a 65 hp Lycoming. Other
Ski plane flying surely helps to shor­
"updates" include new wheels with brakes and a tailwheel. •
ten the winter! •
24 MARCH 1987
 ,I ~ype ClubActivities
Compiled by Gene Chase~
STAGGERWING CLUB
Annual Convention
The annual convention of the
Staggerwing Club and Staggerwing
Museum Foundation will be October 14­
16, 1987 at Wichita, Kansas. This con­
vention is for members and their guests
and the group will be hosted by Beech
Aircraft Corporation.
Restorations of Note
Bill Boucock, Box 421 , Cochrane, Al­
berta, Canada TOl OWO is restoring CF­
GKW, SIN 120, a SC17R steeped in
Canadian bush pilot history. It is one of
the first airplanes purchased by
Canada's national airline, "Canadian
Pacific Air," back in 1939. The plane is
on floats and has two entry doors, plus
a small door alongside the pilot's seat
which enables direct access to the
floats. Because this rare airplane left
the factory as a seaplane only, Bill
needs all the undercarriage items (in­
cluding tailwheel assembly). Bill's
phone numbers are: home - 403/932­
2109, and office - 403/283-1591 .
Another rare Beech is the prototype
D17A, SIN 305 (Wright 350 hpj , being
restored by owner John L. Harbour of
Central Point, Oregon. When John
picked up this Staggerwing to trailer it
home, he purchased 100 sheets of 1" x
30" x 60" foam for packing wires, metal
pieces , . etc., etc .. Everything came
through the 2800 mile trip without a
blemish. Because previous owners did
not keep the plane registred with the
FAA, its original restoration number,
N19453, has been re-issued and is now
on a Cessna 150. John reports this
D17A is the only r~maining example.
E17L Conversion to F17D
Bill Brennand and Chuck Andreas of
Neenah, Wisconsin are restoring an
E17l, SIN 196, and converting it to a
330 hp Jacobs-powered F-17D. A previ­
ous owner was planning to install a 700
hp engine in this light airframe which
wasn't even stressed for 450 hp! Fortu­
nately the project was scrapped.
For information on the Staggerwing
Club , contact George S. York, Secret­
arylTreasurer, 181 Sloboda Avenue ,
Mansfield, OH 44906.
L-4 Grasshopper Wing
(Affiliated with the Cub Club)
CUB/L-4 GRASSHOPPER WING
The Cub Club announces the estab­
lishment of an affiliate - the L-4 Gras­
shopper Wing . The goal of this group is
to promote the aircraft (especially the
Piper l-4) and the exploits of the flyers
who piloted these aircraft so effectively
throughout World War II.
A bi-monthly newsletter will be sent
to members and national and regional
fly-ins will be held. Mike Strok, 37
Wilelinor Dr., Edgewater, Maryland
21037, 301 /266-8458 , is editor and di­
rector of this new group while the Cub
Club will be publisher and business
manager. The address of the Cub Club
is P.O. Box 2002, Mt. Pleasant, MI
48858. Dues for l-4 Grasshopper Wing
are $10/year U.S., $15 Canada and $20
other countries . Members of the l-4
Grasshopper Wing must be current
members of the Cub Club, whose dues
are the same.
FUNK AIRCRAFT OWNERS
ASSOCIATION
G. Dale Beach, (EAA 72761 , NC
3180) , treasurer and newsletter editor
of the Funk Aircraft Owners Associa­
tion , has obtained the STC and a new
Airworthiness Certificate for the installa­
tion of a Continental 0-200-A engine in
his Funk, N81176. After submitting
Form 337s covering 11 items needing
"Field Approval" the final inspection was
accomplished and Dale received the
final paperwork.
This is good news for the owners of
Funk Aircraft who face the diminishing
supply of 85 hp Continental engines.
For information on the Funk Aircraft
Owners Association , contact G. Dale
Beach, 1621 Dreher Street, Sac­
ramento, CA 95814 . •
VINTAGE AIRPLANE 25
Letters To The Editor
Pilot, Bud Atkins of Maryville, MO with the
Scott-powered Rose Parakeet. This was
the only Parakeet sold less engine.
Dear Gene .
Enclosed is a photograph given to me
years ago by my first flight instructor, a World
War I airman who worked on Jennies and
DH-4s . I've often looked at this photo and
wondered who ... when . .. where?
It appears to be somewhat of a serious
attempt by man to fly like a bird. The tail
section which buckles around his waist, is
lying on the ground behind the man.
It occurred to me that you folks at EAA
headquarters might know something about
it or possibly the readers of THE VINTAGE
AIRPLANE might know of the details behind
the photograph.
I just received a letter from antiquer Chet
Peek of Norman, Oklahoma who is working
on a biography of Mr. C. G. Taylor (of Cub
fame). Chet hopes to have his Curtiss IN-4D
flying by spring. I'm sure it will be a nice job
as I remember his E-2 after he rebuilt it years
ago.
My very best wishes
Roy G. Cagle
(EAA 15401 , AlC 1691)
9096 Minor Court
Juneau , AK 99801
Man-powered flying apparatus?
26 MARCH 1987
The rare 50 hp Scott engine.
Lockheed Sirius NR-15-W, SIN 153, the first Lockheed with retractable gear.
Dear Gene,
"Pappy" Weaver errs on page 18 of the
January 1987 issue of THE VINTAGE
AIRPLANE in labeling the in-flight picture.
This is, in fact a Sirius, SIN 153, the first
Lockheed equipped with a retractable land­
ing gear. The location is Burbank, California,
not Patterson, Louisiana. This was a
Lindbergh project subsequently rejected be­
cause he felt it would not stand up to side
loads. I have this same identical picture. It's
X119W.
Enclosed is the James G. Hall airplane,
also shot at Burbank. It was fated to last little
more than a year. Hall cracked it up a couple
of weeks after the 1931 Bendix Trophy Race.
He survived but two passengers did not.
On page 17, that's definitely not Cecil B.
DeMille with Roscoe Turner. It could be Earl
Dear Dennis Parks,
I own the only remaining specimen of a
Scott 50 hp, 2-cycle, horizontal opposed 2­
cylinder aircraft engine. It powered a Rose
Parakeet in an engine test program back in
1939 or 1940. This engine was designed and
developed by Leland A. Scott of Kansas City,
Missouri in the late '30s.
At one time I was shown a one-quarter
page description of this Scott engine in a
book. I don't recall the title but it contained
descriptive information on most U.S. built en­
gines up to (about) 1940.
I believe the book had a red cover and
perhaps 300 pages of comprehensive data
on many engines. Do you have any idea as
to the title or author of this book? Does the
EAA Library have a copy?
Sincerely ,
Robert O. Knutson
(EAA 7724, AlC 121)
P.O. Box 243
Austin , MN 55912
The EAA Library has no information on this
Scott engine. The description of the book
sounds like a volume of "Aerosphere, " how­
ever the Library's copies have blue covers.
Can any reader provide the information
sought by Mr. Knutson?
Gilmore ... I'd have to see the original to be
sure.
We have given up all hope of insuring the
Kreutzer tri-motor, which means we probably
won't fly it much.
My wife and I are about to undertake the
restoration of a Fleet 2. It's going to be a
show airplane with the same special paint
job it got at the factory in 1932. It's a long,
long story.
Cordially,
John Underwood
(EAA 1989, AlC 1653
2043 West Mountain
Glendale, CA 91201
We thank John for setting the record straight
and appreciate him taking the time to write.
... G.R.C.
 VINTAGE
SEAPLANES
Photographed at the Oshkosh '84 sea­
plane fly-in is a 1956 Piper PA-22120
Pacer, N5851D, SIN 22-4530 on 2000 Edo
floats registered to Aircraft Travel Inc.,
2710 Overlook Drive, Minneapolis, MN
55431. FAA records suggest that this
airplane has spent most of its time in
Minnesota. Note dual auxiliary fins and
drooped wingtips.
CALENDAR OF EVENTS
MARCH 15-21 - LAKELAND, FLORIDA - 13th
Annual Sun 'n Fun EAA Fly-In, Contact: Bonnie
Higbie, P. O. Box 6750, Lakeland, FL 33807.
APRIL 11-12 - LAMPASAS, TEXAS - 8th An­
nual Bluebonnet Fly-In at Deer Pasture Airport.
Contact : John Bowden, Rt. 2, Box 137, Lam­
pasas. TX 76550. phone 512/556-6873 .
APRIL 25-26 - WASHINGTON . DC - 7th Annual
Tour of the National Air and Space Museum 's
Paul E. Garber Restoration Facility. Dinner
speaker Mary Feik. Limited to 200. Contact:
Margaret Scesa. 9611-51 st Place, College
Park, MD 20740, phone 301 /345-3164 .
MAY 1-3 - ROANOKE RAPIDS, NORTH
CAROLINA - Spring fly-in for antique and
classiC aircraft, sponsored by EAA NC Chapter
3. Awards in all categories , Contact: R. Bottom.
Jr.. 103 Powhatan Parkway. Hampton, Virginia
23661.
MAY 1-3 - AFTON. OKLAHOMA - First Mid­
Continent Splash-In at Shangri-La Resort on
Grand Lake. Sponsored by Seaplane Pilots As-'
sociation . For resort reservations contact
Shangri-La. 1-800-331-4060 (Oklahoma resi­
dents call 1-800-722-4903). For more informa­
tion on fly-in contact: West Sanders, Southwest
Field Director, Seaplane Pilots Association.
817/268-6977
MAY 2·3 - WINCHESTER . VIRGINIA - EAA
Chapter 186 Spring Fly-In at Municipal Airport.
Trophies for winning showplanes. Pancake
breakfast Sunday. Annual Apple Blossom Fes­
tival downtown. All welcome. Contact: George
Lutz , 703/256-7873.
MAY 3 - ROCKFORD. ILLINOIS - EAA Chapter
22 Annual Fly-In Breakfast at Mark Clark's
Courtesy Aircraft, Greater Rockford Airport, 7
a.m. to noon, ATIS 126.7. Contact: Wallace
Hunt. 8151332-4708
MAY 15-17 - FLORENCE. SOUTH CAROLINA
- May-Fly '87 aeronautical event at Florence
airport. Aerial demonstrations. exhibits and sta­
tic displays of aircraft from military to ultralights.
Air shows May 16 and 17. Camping. transpor­
tation and more. Contact: 803/669-5001 ,
MAY 16 - HAMPTON. NEW HAMPSHIRE - 11th
Annual Aviation Flea Market at Hampton Air­
field. (Rain date. Sunday May 17.) Fly in. drive
in, Bring your junk! No fees, Anything aviation
related okay. Food available 11 :00 a.m to 5:00
p.m. Contact : 603/964-6749 (days) or 603/964­
8833 (evenings) ,
MAY 22-23 - JEKYLL ISLAND. GEORGIA ­
First Annual Twin Bonanza Association Con­
vention with headquarters at the Ramada Inn.
Technical seminars and social activities, Con­
tact: Richard I. Ward. 19684 Lakeshore Drive.
Three Rivers, MI 49093, 616/279-2540.
JUNE 6 - EAA Chapter 734 Paris-Kentucky Lake
Air Show. Paris Tennessee, (Rain date. June
7.) Contact: Richard Battles. Henry County Air­
port, Route 2. Box 269. Paris, TN 38242. phone
901 /642-7676 , home - 901 /642-7791 ,
JUNE 6-7 - JOHNSTOWN, PENNSYLVANIA­
EAA Chapter 633 and Air Force Association
Chapter 221 "Aviation Day" Fly-In of civilian
and military aircraft at Cambria County,
Pennsylvania Airport. Contact: Bob Gohn, 8141
266-1055 or Don Fyock. 814/266-8737.
JUNE 7 - DEKALB, ILLINOIS - EAA Chapter
241 Fly-In Breakfast. 7 a.m. to noon. DeKalb­
Taylor Municipal Airport. Contact: Jerry Thorn­
hill. 312/683-2781 .
JUNE 12-14- TAHLEQUAH . OKLAHOMA- Na­
tional Ercoupe Fly-In. Contact: Skip Carden. p,
O. Box 15058. Durham. NC 27704.
JUNE 14 - AURORA. ILLINOIS - EAA Chapter
579 Fly-in/drive-in breakfast and airportiFBO
open house at Aurora Municipal Airport. 7:00
a.m. to noon. (Rain date, June 21 .) Contact:
Alan Shackleton, 3121466-4193 or Bob Rieser.
Airport Manager, 3121466-7000.
JUNE 25-28 - HAMILTON. OHIO - 28th Annual
National Waco Reunion . Contact: National
Waco Club. 700 Hill Ave .. Hamilton, OH 45015.
JUNE 26-28 - DAYTON. OHIO - Luscombe As­
sociation National Fly-in at Moraine Airpark.
Contact: Ralph Orndorf. 1749 W. Stroop Road,
Kettering, OH 45439. or The Luscombe Associ­
ation, 6438 W. Millbrook Road, Remus, MI
49340. 517/561-2393.
JULY 10-12 - MINDEN, NEBRASKA - National
Stinson Club Fly-In. Contact George and Linda
Leamy. 117 Lanford Road, Spartanburg, SC
29301 . 803/576-9698.
JULY 17-19 - ARLINGTON . WASHINGTON ­
18th Annual Northwest EAA Fly-In and Sport
Aviation Convention at Arlington Airport.
Forums. workshops, commercial exhibits, fly
market, judging and award programs. Contact:
AI Burgemeister. Director of Services, 17507
SE 293rd Place, Kent. Washington , 206/631­
9194.
JULY 19-24-SAN DIEGO, CALIFORNIA -19th
Annual Convention of the International Cessna
170 Association at Montgomery Field, Primary
motel is the new Holiday Inn on the airport.
Contact: Duane and Prieta Shockey, 619/278­
9676.
JUL Y 23-26 - SUN RIVER , OREGON - Interna­
tional 180/185 Club National Convention. Con­
tact: Joe Stancil, 3119 Lo-Hi Court, Placerville,
CA 95667 or phone 916/622-6232. days.
JULY 24-26 - COFFEYVILLE, KANSAS - Funk
Aircraft Owners Association Annual Fly-In.
Contact: Ray Pahls, 454 South Summitown,
Wichita, KS 67209.
JUL Y 31-AUGUST 7 - OSHKOSH, WISCONSIN
- World's Greatest Aviation Event. Experi­
mental Aircraft Association International Fly-In
and Sport Aviation Exhibition. Contact: John
Burton, EAA Headquarters, Wittman Airfield,
Oshkosh , WI 54903-3086, 414/426-4800.
AUGUST 10-14 - FOND DU LAC, WISCONSIN
- Annual lAC Championships. Contact: Sha­
ron Heuer. 758 Grovewood Drive, Cordova, TN
38018, phone 901n56-7800.
AUGUST 14-16 - BLAKESBURG. IOWA - An­
nual AAA Reunion for members only. Antique
Airfield. Contact: AAA, Rt. 2, Box 172. Ot­
tumwa. IA 52501 . phone 515/938-2773.
SEPTEMBER 18-20 - JACKSONVILLE, IL­
LINOIS - 3rd Annual Stinson Fly-In and Reun­
ion. Seminars on Franklins. re-covering and
modifications. Banquet on Saturday night. Fly­
outs, contests, fly market, camping at field.
Contact: Loran Nordgren, 815/469-9100 or
write 4 West Nebraska, Frankfort, IL 60423
VINTAGE AIRPLANE 27
 WELCOME NEW MEMBERS

The following is a listing of new members who have joined the EAA Antique/Classic Division (through January 5, 1987). We are
honored to welcome them into the organization whose members' common interest is vintage aircraft. Succeeding issue~ of THE
VINTAGE AIRPLANE will contain additional listings of new members.

Godden, Norman D. Griggs, Walter H Hunt, Owen R.

Rose, Lois A.

Circleville, Ohio Cleveland Heights, Ohio Deland, Florida

Andover, New Jersey

Branson, Jessie Sims Weisner, Paul Kushi, Ken

Sheasby, Edward A.

Burleson , Texas Kenosha, Wisconsin Ashley Falls, Massachusetts

Universal City, Texas

Shoup, Ronald R. Smith Jr., James O. Davies, Owen B.

Bucher, Timothy S.

Lago Vista, Texas Wilmington, Pennsylvania Hancock, New Hampshire

Long Beach, California

Lahteenmaki, Vesa Colter, Richard B. White, Robert M.

Strehl, Jack

Oulu, Finland Monroeville, Indiana Phoenix, Arizona

Sausalito, California

Wright, Duane C. Seaton, Jim Finlay, John R.

Boos, James V.

Sanford, Florida Overland Park, Kansas Greenwich, Connecticut

Columbia, Maryland

Nelson, Lee Baker, Timothy C. Knoch, Ronald

Madison Jr., William W.

Rolling Meadow, Illinois Slatington, Pennsylvania Cudahy, Wisconsin

South New Berlin, New York

Love, Richard H. Dean, Arthur W. Kirby, William A.

Fitzgerald, Donald L.

Dillsburg, Pennsylvania St. Peters, Maryland Gainesville, Florida

Aloha, Oregon

Vance, Michael V. Sherman, Warren S. Foxworthy, Roy N.

Daily, Richard H.

Phoeniz, Arizona Indianapolis, Indiana Indianapolis, Indiana

Indianapolis, Indiana

Powers, Walter F. Mackie, Cheryl Wilkerson, Glenn

Goodwin, R. R.

Grand Saline, Texas Baraboo, Wisconsin South Elgin, Illinois

Long Beach, California

Priester, Bradley J. Bohnsack, James A. Milligan, Richard

McCormick, Nancy H.

Fremont, California Plano, Texas Eugene, Oregon

Sandusky, Ohio

Mount Olive High School Freeze, Timothy W. Kawasaki, Clyde

Boggs Jr., Harrison R.

Mount Olive, New Jersey Waxhaw, North Carolina Kamuela, Hawaii

Keyport, New Jersey

Dunn, James F. Webb, W. T. Andrews, William J.

Hunt, Thomas

Chrisman, Illinois Homerville, Georgia Chicago, Illinois

Valhalla, New York

Smokovitz, Joseph Mark Calles, Kenneth Earl Gaff, Ron E.

Soderman, Helge

Taylor, Michigan Oceanside, California Saugus, Massachusetts

Vasteras, Sweden

Nelson, Marty Rice Jr., Harold B. Lippert Jr., Robert L. Blair, Melvin

Oregon, Illinois Barrington, Illinois Pebble Beach, California Middle Islands, New York

Whitemarsh, William A. Sablar, Anthony R. McDonald, Denny A. Wagner, Bill J.

Niantic, Connecticut Canton, Ohio Gallatin, Indiana Mendicino, California

Dedrick, P. H. Foster Jr., Guy E. Olivier, Greig Lunz, John W.

Sarasota, Florida Los Alamitos, California Baton Rouge, Louisiana Kent, Washington

Barnes, Robert H. Gibbs, Charles E. Strnad, Frank Payne, Kenneth

Madison, Wisconsin Kamiah, Idaho Northport, New York Watonga, Oklahoma

Habermehl, C. Mike Rosasco, Robert A. Sullivan, George Knutson, Eugene W.

Brenham, Texas Miami, Florida Daly City, California Tioga, North Dakota

Hayes, Suzanne Cook, Tim Russell, Theodore C. Carlton III, Leffie M.

Rhinebeck, New York Loleta, California Oberlin, Ohio Tampa, Florida

Menear, Elwood F. Howe, Orville W. Emerson, John Jake, Joseph

Hershey, Pennsylvania San Diego, California Bend, Oregon Biggsville, Illinois

Ross, Jonathan D. Wiley, Robert W. Krugh, Pat Groves, Herbert R.

East Northport, New York Fort Lauderdale, Florida Costa Mesa, California Ferguson, Missouri

McCleary, Timothy A. Zaffron, Richard Balkema, Dan DeVree, Carl L.

Navarre, Ohio Chapel Hill, North Carolina Kalamazoo, Michigan Grandville, Michigan

Osteen, Anthony Keith DeWan, John E. Tuffli, Christian S. Day, Warren S.

Brevard, North Carolina Towanda, Pennsylvania San Diego, California Worchester, Massachusetts

28 MARCH 1987
 Where The Sellers and Buyers Meet...
25c per word, 20 word minimum. Send your ad 10
The Vintage Trader. Wittman Airfield
Oshkosh, WI 54903-2591.
$15.00. The Technique of Aircraft Building ­
AIRCRAFT:
1948 Stinson 108-3 - 200 hrs. since restoration.
$19 ,500.00. For pictures and full information , send
$1.00 to: Robert B. Brebner, Box 474 , Middle Island
Road, Marquette, MI 49855. (3-2)
1941 Culver Cadet LFA - low time, 90 hp
Franklin. Excellent condition. Fun, fast antique.
$9250.00. 3171378-0590 or 317/643-0037. (4-2)
PLANS:
POBER PIXIE - VW powered parasol- unlimited
in low-cost pleasure flying. Big, roomy cockpit for
the over six foot pilot. VW power insures hard to
beat 3 1/2 gph at cruise setting. 15 large instruction
sheets. Plans - $60.00. Info Pack - $5.00. Send
check or money order to: ACRO SPORT, INC.,
Box 462. Hales Corners, WI 53130.414/529-2609.
ACRO SPORT - Single place biplane capable of
unlimited aerobatics. 23 sheets of clear, easy to
follow plans includes nearly 100 isometrical draw­
ings, photos and exploded views. Complete parts
and materials list. Full size wing drawings. Plans
plus 139 page Builder's Manual - $60.00. Info
Pack - $5.00. Super Acro Sport Wing Drawing ­
VINTAGE TRADER AD fORM
Send check or money order with copy to Vintage Trader - EAA, Wittman Airfield , Oshkosh, WI 54903-3086.
Total Words _ _ __ Number of Issues to Run ________________________
Total $,_ _ __ Signature _ __ _ ____________________________
Address
Identify yourself with a flying memo. Aviation
$10.00 plus $2.00 postage . Send check or money
order to: ACRO SPORT, INC., Box 462 , Hales Cor­
ners, WI 53130. 4141529-2609.
ACRO II - The new 2-place aerobatic trainer and
sport biplane. 20 pages of easy to follow, detailed
plans. Complete with isometric drawings, photos.
exploded views. Plans - $85.00. Info Pac ­
$5.00. Send check or money order to: ACRO
SPORT, INC., P.O. Box 462, Hales Corners, WI
53130.414/529-2609 .
MISCELLANEOUS:
BACK ISSUES . . . Back issues of THE VINTAGE
AIRPLANE (and other EAA Division publications)
are available at $1.25 per issue. Send your list of
issues desired along with payment to: Back Issues,
EM-Wittman Ailiield , Oshkosh, WI 54903-2591.
FUEL CELLS - TOP QUALITY - Custom made
bladder-type fuel tanks and auxiliary cells, any
shape or capacity for Warbirds, Experimental, Vin­
tage, Sport and Acrobatic aircraft. Lightweight,
crashworthy, baffled and collapsible for installation.
Typical delivery 2-3 weeks. Call or write for details:
1-800-526-5330, Aero Tec Labs, Inc. (ATL), Spear
Road Industrial Park, Ramsey, NJ 07446. (C5/87)
memo pads with 8 exciting designs. A sample
packet is yours for the asking. Write: Flying
Memos, P.O. Box 606, Simi Valley, CA 93062. (7­
6)
Lots of Taylorcraft BCI2-D wing parts. Ribs, drag
wires - no rust. Continental A-40-4 parts ; new
valve springs, set (8) $30 ; some OX-5 rod and pis­
ton sets; Warner 145-165 NEW starter motors.
Opalack, 1138 Industrial Road, Pottstown, PA
19464. (3-1)
WANTED:
Wanted - Operation and Construction plans for
1927 Buhl Airster. two-cockpit biplane, Model CA­
3A, Wright J-5 motor. George W. Polhemus, P.O.
Box 1208, Pembroke, North Carolina 28372. (3187)
Wanted: Damaged or neglected tubel fabric project
for complete restoration. Prefer four place. PA-20,
PA-22. 108-3, etc. Irv Irving, P.O. Box 1071 , Wof­
ford Heights, CA 93285.619/376-3477 . (3-2)
WANTED - Spinner assembly for Koppers
aeromatic/150 Franklin installation as flying on 14­
13-2. Tim Baker, R.D. 4, Box 270, Slatington. PA
18080.2151767-4161. (4-2)
VINTAGE AIRPLANE 29
 THE JOURNAL OF
MEMBERSHIP
THE EARLY AEROPLANE

INFORMATION
The most aulhoritallw:
journal on Those \\bnderful
flytng Machines 1900-1919
EAA
Membership In the Experimental
Aircraft Association, Inc. is $30.00
for one year, including 12 issues of
Sport Alliation. Junior Membership "- .. .'::..
(under 19 years of age) is available
at $18.00 annually. Family Member­
ship is available for an additional WORLD WAR I ~, INC.
$10.00 annually. 15 Crescent Road. Poughkeepsie. NY 12601, USA

ANTIQUE/CLASSICS
EAA Member - $18.00. Includes
one year membership in EAA An­
tique-Classic Division, 12 monthly UPHOLSTERY

issues of The Vintage Airplane and

membership card. Applicant must We specialize in providing reproduction of
be a current EM member and must original upholstery materials, carpets,
give EAA membership number. weltings, etc. for Vintage Autos and Aircraft.

Non-EAA Member - $28.00. In­ • WOOL BROADCLOTHS. MOHAIRS.

cludes one year membership in the • HEADLININGS • BEDFORD CORDS.
EM Antique-Classic Division, 12
monthly issues of The VIntage Air­
plane, one year membership in the Send snips of materials you are seeking .

EAA and separate membership We will send free samples of closest match.

cards. Sport Aviation not included.

LeBARON BONNEY CO.
6 Chestnut St. Amesbury, Mass. 01913
lAC
(617) 388-381 1
Membership in the International

Aerobatic Club, Inc. is $25.00 an­

nually which includes 12 issues of

Sport Aerobatics. All lAC members

are required to be members of EAA.

WARBIRDS
Membership in the Warbirds of
America, Inc. is $25.00 per year,
which includes a subscription to
Warbirds. Warbird members are
required to be members of EM.

LIGHT PLANE WORLD

EAA membership and Light Plane
World magazine is available for
$25.00 per year (Sport Aviation not
included). Current EAA members
may receive Light Plane World for
$15.00 per year.

FOREIGN

MEMBERSHIPS

Please submit your remittance with

a check or draft drawn on a United
States bank payable in United
States dollars.
Make checks payable to EAA or the
division in which membership is
desired. Address all letters to EAA
or the particular division at the fol­
It's Exciting! It's for Everyone!
See this priceless coillection of rare. historically
significant aircraft, all imaginatively displayed in the 8:30 to 5:00 p.m.
world's largest. most modem sport aviation HOURS Monday thru Saturday
11 :00 a.m. to 5:00 p.m.
museum. Enjoy the many educational displays and Sundays
Closed Eastet Thanksgiving. Christmas
audio-visual presentations. Stop by-here's and New Years Day (Guided group tour
something t he entire family will enjoy. Just arrangements must be made two weeks
minutes away! in advance).

E~
lowing address: CONVENIENT
WITTMAN AIRFIELD

IDeATION
The EAA Aviation Center is located on
OSHKOSH, WI 54903-3086
Wittman Field. Oshkosh. Wis.-just off
PHONE (414) 426-4800
:::::afl!J'" FOUNDATION
Highway 41 . Going North Exit Hwy. 26 or
44. Going South Exit HW)l44 and follow
OFFICE HOURS:
~~N Wittman Airfield signs. For fly-ins-free bus from Basler
Flight Service.
8:15-5:00 MON. FRI.
414-426-4800 Oshkosh, WI 54903-3065

30 MARCH 1987
 g~~.

- CUSTOM AIRCRAFT METAL SHAPING ­

LOG BOOKS

NEW AND REVISED FOR . ..

Pilots: EM Pilot Log Book ...... $1.75 ppd.
Aircraft Owners and Builders:
EM Amateur Built Aircraft
Log Book . . .. . .. . . . . ... . $1 .95 ppd.
EM Propeller (or Rotor)
Log Book . . . . .. .. . . .. .. . $1.75 ppd.
EM Engine and Reduction Drive
Log Book ... . . ... . . . . .. . $1 .75 ppd.
Ultralight Owners and Operators:
EM Ultralight Pilot's Log and
Achievement Record ... ~~ $1 .10 ppd.
EM Ultralight Engine and ~G
Aircraft Log .. .... .~ . ... $1.10ppd.
Also Now Available:
CAM-18 (Reprint of early NOSE BOWLS, COMPOUND CURVED
CM Manual) .... . ... .. .. $4.50 ppd. SIDE PANELS, FAIRINGS. COMPLETE
Amateur-Built Aircraft Service and COWLING FOR ANTIQUE AIRCRAFT.
Maintenance Manual . .. .. . $3.50 ppd.
Please include $2.00 Postage for first ~em and $1 .00 postage for each additional ~em. Georgia Metal Shaping
Order From:
521 Experiment
EAA Griffin, GA 30223
Wittman Airfield Oshkosh, WI 54903-3086
Phone 414/426-4800
404-227-7514 John Neel
Include payment with order - Wisc. residents add 5% sales tax
Allow 4-6 weeks for delivery

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VINTAGE AIRPLANE 31