Vintage Airplane - Jan 1985

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STR IGHT ND LEVEL

Welcome to 1985.Welcome to your EAA

Antique/Classic Division's 15thyear of service and leadership. In looking back it must

seem to many of you that it was only yesterday when our

great organization was founded. As we turn over the calendar to this anniversary year, I would like to thank our

charter members for their foresight and commitment tothe preservation of this great era of aviation. Our member

y ob LickteigPresident

Antique Classic Division

a fresh draft from the well of exper ience - to regenerate

our spirits and reinforce our belief and confidence in each

other and our great Antique/Classic movement.We have all heard the new doctrine making the rounds

which suggests that this is the new electronic age and

success now demands new concepts and practices. I am allfor progress and I love improvements, but I also hold the

belief that the Declaration of Independence and the

Preamble to the Constitution still express the spirit in

which an organization can best prosper. The EAA Code of

Ethics now 32 years old is not out of date - honor, truth,

virtue and man's duty to man are neither old nor new.They are fundamental to our great American way oflife.

This being the philosophy of the Antique/Classic Division, our first 15 years has earned us this title of leadership and the international recognition as the spokesman

for this great and romantic part of aviation.So with these successes, to those of us now taking over

the reins - what lies ahead, and what goals can we establish for our great organization?

Leadership comes and goes but our strength is always

present in our free society, still the best in the world,which gives all of us an opportunity to grow and prosper

to any height we as an organization set for our future

goals. As Charles Kettering once said, I'm interested in

the future as that is where I am going to spend the rest

of my life.Your organization has a great future and at this time

we want to re-establish our goals for the anniversary year

with the theme - C OMMIT MENT FOR GROWTH. Our

goals include: growth in our membership, our chapters,

and our participation in local and regional events; support

of the EAA Air Academy and the update of our Antique/



• • •

y aul H. oberezny

Time sure flys - an old but accurate expression.Where does time fly to? One may wonder, but we can still

recall all the wonderful happenings as time has passed.We can well remember the early day of EAA's history.

Most has been captured through our 33 years of publications, and in many historical documents, scrapbooks,photos and memories. We can remember our first, second,third, and all other fly-ins at Milwaukee starting with

1953.The enthusiasm of those early days parallels that of

today - only we are better organized now and have agreater number of participants with the same wide enthusiasm for aviation.

My own enthusiasm was and still is for the support

and flying of all types of airplanes . t has long been recognized that people's interests over the years bounce back

and forth from one era of aircraft to another. t may behomebuilts for a period of time, aerobatics, warbirds ,sailplanes or gyrocopters and then suddenly a Waco, Stin

son or Stearman catches his or her eye , or a Cessna 140,early Bonanza or even a basket case . The Antique/Classic Division is where I want to be. We EAAers are

pleased that as the parent organization we have been able

to capture and hold these varied interests together for the

overall good of aviation. It seems our birds of many typesof feathers flock and work together .

How well we remember those early years. Our members were the same - homebuilders and antique enthusiasts. Our early fly-ins were made up of homebuilts ,plus Fleets, Stinson SM-8As, Wacos, warbirds such as

Wildcats, A Grumman F3F-2 biplane, a Curtiss 0-52 , etc.

The classics such as Ercoupes, Cessna 140s and Bonanzasor Navions were not participants as yet, they being factoryspanking new.

In those early days and for many years to come wewere everything to everyone; getting the mail answered,

the publication out, working with the government, park

ing autos and aircraft of all types, making hotel arrange

ments and preparing programs and speeches. We were asmall band surrounded by a very small group of volunteer

helpers.

As we grew and saw that help was needed from withinour organization so that authority could be delegated and

A proud 18-year-old Paul H. Poberezny and his first poweredaircraft.

leadership found, we formed our groups: the Warbirds, the

Antique/Classics, the International Aerobatic Club, and

the Ultralight Association to work with the parent organization as a team to make our annual fly-in convention the

success that it has been and to give support throughout

the year to our members with specific interests and enthusiasms.

I well remember calling our first Antique/Classic meeting to order. We discussed aims and goals and, particu

larly , the help that would be needed for our Antique/Classic enthusiasts during our annual Oshkosh fly-in for aircraft parking, judging and forums. We proposed toset up pages in SPORT AVIATION to cover Antique/Classic activities. EAA was to issue Antique/Classic membership cards at no cost as there were to be no dues. Aroster was to be kept and we were off to a good start, wethought . Only a handful of enthusiasts applied to member



NEW ANTIQUE/CLASSIC LOGO

The Antique/Classic Division is starting the new year

with a new logo . It retains the familiar triangular shape

and in place of the Wright Flyer aircraft, a set of wingshas been added. This retains the aeronautical aspect. Also,"EAA" is more prominent in the new design and the logowill lend itself to being reduced to lapel pin size.

Patches and decals of the new logo are available fromEAA Headquarters.

STILL MORE AUTO FUEL STC'SHarry Zeisloft, Technical Director for the EAA Avia

tion Foundation, reports that FAA has issued the Foundation five additional STCs that permit use of unleaded auto

fuel in specified aircraft. Newly approved are the AeroCommander 100, Aeronca 15AC Sedan, Piper PA-22-150and PA-22S-150 Tri Pacers, the Porterfield CP-55, CP-65and CS-65 and the Bellanca (now B&B Aviation) models7GCA, 7GCB, 7KC, 7GCBA, 7GCAA and 7GCBC.

The total number of aircraft models covered by EAA

Aviation Foundation auto fuel STCs now stands at 222.93 different engine models are approved for use of unleaded auto fuel.

EAA AIR ACADEMY '85

NOW ACCEPTING APPLICATIONS

The EAA Air Academy is now accepting applications

for its 1985 program, July 14-30, 1985. "EAA Air Academy'85 is being expanded in the number of students and in

the activities in which they participate. We are lookingforward to working with 50 young adults ages 15 through

17," said EAA's Education Director Chuck Larsen .The EAA Air Academy provides a tota l immersion avi

ation experience for young people. "For 17 days next summer, they will participate in classroom study, workshopactivities, orientation flights, hangar sessions and a portion of the EAA Oshkosh '85 Convention. Through their

study of aviation, the participants gain an appreciation ofthe concept of quality without compromise in themselves,fellow aviation enthusiasts and the aircraft they build and

fly. The program also stresses human relations and leadership," Larsen noted.

For more information on EAA Air Academy '85, contact Chuck Larsen Education Director, EAA AviationFoundation, Wittman Airfield, Oshkosh, WI 54903-3065.

ENTHUSIASTIC NEW MEMBER

When new member Otis C. Carter Jr. (EAA 237480,A/C 8826), Walterboro, SC received his first copies ofSPORT AVIATION and THE VINTAGE AIRPLANE, he

immediately sent an order to Headquarters for one copyeach of every back issue on hand of both magazines. That

should be enough reading to get him through the winter

Welcome aboard, Otis.



PUBLICATION STAFF

PUBLISHER

Paul H. Poberezny

DIRECTOR,

MARKETING & COMMUNICATIONSDick Matt

EDITORGene R. Chase

MANAGING EDITOR

Mary Jones

EDITORIAL ASSISTANTNorman Petersen

FEATURE WRITERSGeorge A. Hardie, Jr.

Dennla PartesRoy Redman

EAA ANTIQUE/CLASSIC

DIVISION, INC.OFFICERS

President Vice PresidentR. J. Lickteig Roy Redman

1620 Bay Oaks Drive RI. 3, Box 208Albert Lea, MN 56007 Faribault, MN 55021

507/373-2922 507 /334-5922

Secretary TreasurerRonald Fritz E. E. "Buck" Hilbert

15401 Sparta Avenue P.O. Box 145

Kent City, MI 49330 Union, IL 60180616/678-5012 815/923-4591

DIRECTORS

John S. Copeland Stan Gomoll

9 Joanne Drive 1042 90th Lane, NE

Westborough, MA 01581 Minneapolis, MN 55434,617/366-7245 612/784-1172

Claude L Gray, Jr. Dale A. Gustafson

9635 Sylvia Avenue 7724 Shady Hill DriveNorthridge, CA 91324 Indianapolis. IN 46274

818/349-1338 317/293-4430

AI KelchEspie M. Joyce, Jr.7018 W. Bonniwell Rd.Box 468

Madison , NC 27025 Mequon, WI 53092414/377-5886919/427-0216

Morton W. Lester Arthur R. Morgan

P.O. Box 3747 3744 North 51st Blvd,Martinsville, VA 24112 Milwaukee, WI 53216

703/632-4839 414/442-3631

Gene Morrla John R. Turgyan

115C Steve Court, R.A. 2 Box 229, R.F.D, 2Roanoke, TX 76262 Wrightstown, NJ 08562

8171491-9110 609/758-2910

S. J. Wittman George S. York

Box 2672 181 Sloboda Ave,

JANUARY 1985 • Vol. 13, No.1

Copyright © 1985 by the EAA Antique Classic Division , Inc, All rights reserved,

Contents

2 Straight and Levelby Bob Lickteig

3Looking Back ... Looking Aheadby Paul H. Poberezny

4 IC Newsby Gene Chase

6 The Spirited Model C3R Stearman by Gene Chase Page 7

aul His Wacos and the Army

by Gene Chase2 Wings with Springs

by Ruby Garrett14 Parade of Flight - Oshkosh '84

by Gene Chase17 Vintage Literature

by Dennis Parks8 Pietenpol Field is Closed

by Chuck Larsen9 Lee Dorrance and his Swift

by Gene Chase2 Letters to the Editor

2 Mystery Planeby George Hardie, Jr.

22 Luscombe Caperby Marsh Collins

23 Vintage Trader24 Calendar of Events

Page 18

FRONT COVER , , , Jeff Robinson's 1930 Stearman C3R , Reserve ~ = : : j ~ : : : : : ; : ; : :Grand Champion winner at Oshkosh '84, See story on page 6,

(Photo by Ted Koston)BACK COVER, , , Fifty-eight years in time separate these two aircraft,both conceived to accomplish long distance flight, , . the EAA Aviation

Foundation 's replica Ryan "Spirit of SI. Louis , and the Rutan "Voyager"at Oshkosh '84,

(Photo by Dick Stouffer)



The Reserve Grand Champion Antique at Oshkosh '84 was this outstanding 1930 Stearman C3R, flown by its owner, Jeff Robinsonfrom its home base at Santa Ynez, California.

THE SPIRITED MODEL C3R

teflrmO

The story of this magnificently restored 1930 Stearman C3R beginsabout twelve years ago in Los Angeles

Photos by Ted Koston except as noted)

y Gene hase

job to devote full time to work on anumber of autos, the newest being

of 1911 vintage. Among their major

planes they would be restoring, he

steadfastly refused to fly anything

with a nosewheel and now is the



FAA in Kansas City, under whosejurisdiction the Stearman Aircraft

Company manufactured some 30examples of the C3R in Wichita, Kansas, they were able to construct fromscratch, many of the missing parts.

Another valuable source of helpcame from another C3R owner, TomLowe of Crystal Lake, Illinois. Unlike

NC794H, Tom's Stearman had never

been converted to a duster and it iscompletely original. Tom, who made

available many parts of his plane forpatterns, is national president of the

Stearman Restorer's Association and

is a recognized expert on the subject.

The Stearman C3R B u s i n ~ s sSpeedsters were among the first corporate aircraft and NC794H was inititally delivered in October, 1930 to acompany in Long Island, New Yorkand based at Roosevelt Field, site of

Lindbergh's departure for Paris three

years earlier. Around 1940 it was converted to a duster and much of the

current restoration effort was to re turn the craft to standard category.

Typically, much tubing had to be replaced where it had been removed tomake room for the hopper, and where

corrosion problems existed.

Jeff gave Garth a free hand to do

the plane as he wanted, knowing that

if it satisfied Garth, he would bepleased too. The factory drawings

they had were very helpful but not

nearly complete enough to build an

entire airframe. Construction of newwing panels was straight forwardwith solid spruce spars and p:ywoodtruss-type ribs.

Garth built new fuel tanks (2), anew engine mount and two sets oflanding gears, one for Tom Lowe'splane. Construction of the landing

gears included making new oil-dampening type shock struts which were

called the "Stearman Oildraulic System . This shock system additionallyincludes bungees.

The original type 30 x 5 wirewheels are virtually non-existent so

Garth made a new pair by cutting

down Model A Ford wheels from 21

Photo by Gene Chase)

L-R) Garth Carrier, restorer and eff Robinson, owner.

NC794H left the factory with atailskid, but in the mid-thirties the

ing Tom's for patterns he made investment molds and cast new ones. He



The outstanding workmanship of restorer Garth Carrier s evident Note the data plateon the landing gear shock cover

fered a new exhaust ring with an

extra muffl r for the 1930's price of$36 .00. Jeff ordered one, but needlessto say he received no response

Jeff feels strongly that a proper restoration rather than just a rebuild in

cludesthe installation

of all placards,data plates and nameplates as instal-

led originally by the factory. Suchartwork is a must on this aircraft and

it includes the Wright engine name

plate on the prop spinner, the data

plate on the landing gear shock covers, and the manufacturer's nameplate in the front cockpit. All these

were authentically reproduced fromTom's using the acid etched process.

The paperwork with Tom's C3R included a letter from the factory to the

previous owner stating, "We can't

loan our stencil to you because we are

still using it, but enclosed is a copywhich we very carefully sprayed oncardboard which can be cut out for anew stencil Garth worked from this

making his own stencils to reproducethe "Stearman name on the rudder

and the company logo on the fin.Another nice touch to the restora

tion of this C3R is the landing lights

mounted on top of each lower wing.These rare items, seldom seen these

days were located by Jeff and Garth

in a museum in Santa Fe, New Mexi o where they were seeking Wright

engine parts.

When it was time to roll the plane

out for its maiden flight after many

year's of activity, Jeff called on his

friend Don Durel , a high-time TWAcaptain and experienced Stearman

pilot. The date was 7 /84 only 10

days before their planned departure

for Oshkosh, and they were glad that

Don was flying. On downwind during

the third circuit two loud backfireswere followed by a very quiet engine



and a perfect deadstick landing on the

runway.

The problem was a cylinder head

separating from the barrel and beingheld in place by only the exhaust

stack. Apparently the aluminum

head had fatigued where it wasscrewed onto the steel barrel, possiblycaused by a hydraulic lock on an

earlier installation.

With the exhaust coming off the

front of the cylinder rather than the

side, this earlier version is more rare

than the Wrights on planes like the

N3N. But fortunately they located areplacement cylinder in two days . t

was in rough shape, but after beingmachined and fitted with new valveguides, it was installed on the J6-7and checked out ok.

Not surprisingly, Jeff did have the

engine on his mind when he departedSanta Ynez, California on schedulefor Oshkosh. With only seven hours

on the new restoration V since engine failure ) and flying between nine

and ten thousand feet over the Sierras, he noted the unfriendly jaggedpeaks and virtually no place to make

a safe landing.

Accompanied by Garth in his Cessna 170, this first leg was a short twohours to Merced, California wherethey spent the first night . So far the

Wright hadn t missed a beat, nor

would it for the remaining 18 hours

to their destination in Wisconsin.

The next morning was Saturday ,July 28 and they took off early heading for Placerville, California then

over Lake Tahoe on the Nevada border . They then flew sou th of Reno topick up Interstate Highway 80 whichthey followed to Lovelock and Winnemucca, Nevada, across Utah andinto Wyoming where their second

Note the symmetry of the cowl fasteners.O.N. was at Rock Springs.



t was a beautiful starlit evening

and Garth didn t believe the attend

ant in the FSS on the airport when he

predicted that thunderstorms in the

area would move in and the Oshkoshbound airmen would be "swimming"by morning. Jeff dutifully erected his

tent while Garth chose to rough it inthe open.

Sure enough, the wind and rain

came about 3:00 a.m. and Garth

grabbed his gear and headed for the

tent. But first they would both get

soaked tying down the planes with

chains which fortunately were available. They had initially secured the

Stearman only with ropes so as to not

scuff the paint in its tie-down ringsWhen they departed Rock Springs

the next morning Jeff noted that the

Stearman handled the 6,747 foot elevation much better than the Cessna.They continued eastbound following1-80 to Laramie and Cheyenne beforecrossing into Nebraska where they refueled at Sidney.

The luxury of navigating via 1-80

would end at North Platte where theyturned northeasterly for another fuelstop at Sioux City , Iowa then onward

to Spirit Lake, Iowa for the night .They particularly enjoyed this stopwhich they described as a lovely airport on a beautiful lake

The following morning they set

course for West Bend, Wisconsin ar

riving at noon. t was Monday and

they were only 25 minutes from Oshkosh, but first they would do what all

antiquers do to their pride and joy at

the end of a long trip. They spent the

next 10 hours washing down the entire plane, removing cowlings and

cleaning with a solvent, greasing the

rocker arm assemblies, changing oil,checking screens, tightening spokes,etc. etc.

Jeff describes the Stearman C3R asa pure delight to fly . He also owns amilitary Stearman (PT-17/N2S) and

makes some interesting comparisons.The C3R exhibits noticeably morepropel ler effect on take off and climbsat a higher rate. t has greater predictability on the ground with its

(Photo by Gene Chase)

Garth Carrier turns the crank to wind up the Stearman's inertia starter. The engagehandle s actuated y the pilot n the rear cockpit.



and the

yy Gene hase

In 1943 while WW II was still raging in both Europe

and the Pacific , a twenty-two-year-old Milwaukean hadtwo Waco Tens and orders in his pocket to report to workas a primary flight instructor at an Army Base near Helena,Arkansas. Paul H. Poberezny had purchased the Wacosfor $350 each and he wasn't about to leave them behind .

Packing what belongings he could in one of the OX-5powered Wacos he headed south and 19 forced landings

later, arrived at Helena. Later, his cross country flight in

the second Waco was much more successful, with only fourforced landings. The unplanned landings were caused byleaking water pumps which resulted in engine overheat-

ing and a phenomenon of which little was known in thosedays - carburetor ice. Looking back, Paul recalls meeting

many fine farmers and plantation owners between Wisconsin and Arkansas .

On his time off Paul barnstormed in the area with his

Wacos and he was quite popular on the Base for another

reason. Gas rationing was very much in effect and he re

(L-R) Paul Poberezny, Bud Hughes and Jack Wismar with Paul's Waco 10. The threewere primary flight instructors during WW II at an Army Base at Helena, Arkansas. NotePaul's greasy hands and oil-stained Khakis - over the years he has spent much timebending over engines :The Civil Air Patrol emblem was on the Waco's fuselage when

Paul bought it

at Helena, the wedding took place with Audrey's "bridesmaids" being some of Paul's fellow flight instructors - all

male at that Army Base.After the ceremony, Paul's buddies tried to convincehim his flying days were over now that he was a married

ma n . That was the wrong thing to say because within

moments after saying, "I do", Paul was putting on an impressive flying demonstration , complete with oil stains allover his gabardine uniform.

Paul instructed at Helena for more than two years in

Stearmans, PT-19s and PT-23s. He flew nearly 2,400hours, never washing out a cadet. He often took dropoutcadets from other instructors, flying with them on his time

off until they could successfully pass their flight checks.Paul is very proud that all of his cadets graduated, receiving their wings after completing primary , basic and advanced training .

Paul also flew many "weather check" hops and put lotsof slow time on newly overhauled engines in the primary

training planes .



WIN S WITH SPRINGSBy Ruby Garrett

E 85086)IF O Box 14

Clinton, R 72031

Ruby Garrett s Cessna 180. It s a familiar sight at Oshkosh because it s always one of the first to park in the transient aircraft parking

area.

For over 13 years I have flown my Cessna 180 fromthe Midwest to California each January. Without exception, every trip over those desert and mountain routes has

produced some uncomfortable turbulence .Several times I've delayed for a day to avoid winds in

the mountains and on some flights I've been shaken

enough to lose my enthusiasm and land short of my in

tended destination.The natural reluctance of a pilot to subject himself and

his passengers to this discomfort is augmented by the

sneaking hunch that something just might be jarred loosein the aircraft if it got any rougher. This all adds up toreducing the utilization of the light plane in which youare relatively heavily invested.

I believe this loss of use has been costly to every light

plane owner, and I was intrigued to find an alternative tothis pattern of lost utiliza tion and comfort.

In 1981, my regular January flight over mountain anddesert became a new experience in comfort and security.The flight was made in the same air of the previous years,

but this 1981 flight never required a power reduction in

either rough air or in let-down from cruise altitude. Myhead didn't hit the headliner, the seatbelt never tugged

me back to the cushion, and the cabin never sharply jolted

coated with Teflon for lifetime lubrication. A real example

of quality at any price. The Wings with Springs installation on my 180 was

made by the Heber Springs, (Arkansas) Flying Service,operated by an unusually well-equipped and conscientiousFBO, Mr. Eustice Latch . With hydraulic scaffolding toseparate and suspend both wings simultaneously, and the

on-the-spot advisory service of Earl Metzler, the modification progressed to completion, and several local flightswere made to thoroughly check each function of the

changed systems.Basically, the struts are converted by inserting a com

pressed dry nitrogen accumulator in the upper section attached to an oil damped shock absorber at the bottom end .On take-off, the air-load lifts the wing tip slightly and the

strut extends about 2 inches against the compression ofthe dry nitrogen gas . This extension provides protection

against the jolt of a downdraft and further extension outward is available to reduce the sudden jolt of a positivegust load (updraft) .

If the oil rate control had not been incorporated, the

stored kinetic energy of a gust raising the wing-tip 3 feetwould simply be returned by the compressed gas whipping

the wing down, and while providing load stress protection,



was a good indication of the benefits to come throughout

the rest of the flight west.Third day, no weather improvement, but on the fourth

day we flew to Brawley, California, getting a good sampling of mid-day desert thermals and the instability of the

mountain currents. Those wings kept floating up and

down, and left the cabin stabilized for a dramatic improve

ment in comfort over all my other flights through theseareas. By now my confidence was confirmed and full cruisepower and speed was comfortably maintained right to the

pattern . Our block-to-block speeds were showing a marked

improvement over our previous flights with the conventional stiff wings.

Spending a few days in Brawley is always a pleasure .The airport manager , Ken Bemis, is a man of extensiveaircraft background which precedes WW II and extendsfrom Australia to England. Over a dozen years I've

bounced many maintenance questions off Ken and havebeen delighted by the in-depth flow of information he

cheerfully provides.West of Palm Springs lies Banning Pass, which is well

known for its frequent low level turbulence. I have oftensampled this route when it was too rough for comfort. The

pass offered another opportunity to evaluate the wingswith springs and with a brisk west wind funnelingthrough, we gave. it a go.

Encountering the gusty zone, we were aware of the

degree of turbulence, but noticed the dramatic reductionin anticipated cabin motion. The wings moved to alleviate

the gust load and substantially reduced the transmission

of this movement to the cabin. The abrupt reaction to the

unstable air was simply dampened out by the wing actionand the ride was in the comfort level of a much larger and

heavier aircraft. During this rough air, we never felt it

necessary to reduce power and our top cruise speed wasmaintained in comfort.

After a visit with Gene Gerow (retired TWA captain

and author of a very entertaining flying book, (The

Umpteenth Voyage)we headed into the mountain country.Only moderate chop was encountered over Blythe, on

to Prescott for more 80 octane , then to Cottonwood,Arizona for an overnight stop.

An early morning departure from Cottonwood towardAmarillo gave a fairly smooth flight over the ridges. Morning fog was reported in Flagstaff and Winslow so when

the alternator belt shredded, we just shut down the electrics and returned to Blue Sky Aviation of Cottonwood,where Jay Kerger made a quick replacement.

With a new belt, we headed south over Phoenix to Casa

Grande and then east to Deming, New Mexico. Approaching Deming under a 9,000 foot broken ceiling, the inevitable mid-afternoon chop was in full operation. Again we

were impressed by the soft ride and had no inclination toreduce power. What a contrast this was to our previousyears of low level flights into this airport when we wereforced to reduce to maneuvering speed and just tighten

our belts, grit our teeth and hang on.An early morning departure from Deming gave us a

fairly smooth ride over the I Paso and Carlsbad Mountain areas, and no choppy air was found until 20 mileswest of Forth Smith, Arkansas. From there on the air

roughened, and we enjoyed watching the struts extend

and contract, smoothing the ride to an acceptable comfortlevel until our farm airstrip (Garrett's Roost) slid intoview.

In summarizing the gains of this modification, the increased comfort is the most obvious. Second, as we becomemore familiar with the strut action and the strength built

into each part, the added safety factor is understood. Thewing action alleviates a portion of the gust load and there

is less shock transmitted to the fuselage.Third, cruise power was easily maintained through all

flight conditions we encountered, thus materially increasing our block-to-block speeds.

To date we have found no negative aspect to this modification and now that I've been exposed to the benefits, Iwould honestly prefer not to fly a light plane over that

route without wings with springs .At a total installed cost of $2,500.00, this has been an

easy way to add utilization, comfort, safety and value tothat grand old Cessna.

Editor's Note: Ruby Garrett is a retired TW captain,living on his own airstrip with his wife, Beth. He o

structed a homebuilt plane in 1931 and started flying thefollowing year. He joined the rmy ir Corps and trainedat Randolph and Kelly Fields where he received his pilotwings. He has flown his Cessna 180 regular ly to Oshkosh.Additional information on Wings with Springs can behad by contacting Earl Metzler, Pleasant Unity, PA15676, telephone 4121423-2249 •

Wings with Springs mo ification without

the fairing on the Cessna 180.

http://slidepdf.com/reader/full/2,500.00






Phil Coulson (center with mike) briefs the participants for 1984 Parade of Flight.

PARADE OF FLIGHT - 'OSHKOSH '84

Photos by Jack McCarthy, except s noted)

y Gene hase

Another very successful Parade of Flight program wasaccomplished on Wednesday , August 1 during Oshkosh84. This annual event showcases the Antique/Classic Division and is a popular activity for spectators and partici

pants alike.Ninety-three aircraft were flown by pilots from 24states and 2 Canadian provinces. Two ladies, Norma

Baldwin and Marge Gorman piloted their Cessna 195 and

Taylorcraft L-2M respectively. Seventy-nine different air

craft types were flown representing the years from 1911(Dale Crites' OX-5 powered Curtiss Pusher) to 1955 (Chris



(Photo by Gene Chase) Ken Flaglor taxies back to his parking spot after a fly-by asFrank Pavliga's Model A Ford-powered Pietenpol and Ed Ma rge Gorman lifts off in her L-2 Taylorcraft for her flight pastWegner's Spartan C-3 in the staging area. the rowd.

Following is a listing of each participant in the 1984 17. 1935CorbenJunior"E" Ted SharronTravisParade of light: Flushing,MI

1. 1911CurtissPusher DaleCrites 18. 1936WacoCustomEQC-6 StanGomollWaukesha ,WI Blaine , MN

2. 1926Swallow UnitedAirlines 19. 1936BeechcraftStaggerwing DickFritz& JerryWetherlingChicago , IL Willmar,MNPilot:"Buck"Hilbert 20. 1937Porterfield35-70 Ken&ShirleyWilliams

3. 1929SpartanC-3 EdC .Wegner Portage,WI

Plymouth,WI 21 . 1937StinsonSR-9E John&JodiSwander

4. 1929PietenpolAircamper FrankM.& S. Pavliga Shawnee,KS

Canfield ,OH 22. 1937StinsonSR·9C DeanDelBene5. 1929PietenpolAircamper BillKnight Chicago, IL

Brodhead,WI 23. 1937Spartan7·WExecutive PeterHawksPilot:DickWeeden SanCarlos,CA

6. 1930SavoiaMarchett iS.56 BuzzKaplan 24. 1940PiperJ-4ACubCoupe GlennCharlesOwatonna ,MN Hunker,PA

7. 1930StearmanC3R JeffRobinson 25. 1940PiperJ-4ACubCoupe AlanAndersonArleta ,CA Grosslle,MI

8. 1930Stearman4E RonRex 26. 1940Stinson10 HudsonSalkeldOxford ,CT WilliamsLake ,BritishColumbia

9. 1931DHPussMoth SkeeterCarlson 27. 1940PorterfieldLP-65 EAAChapter304Spokane ,WA RivesJunction ,MI

10. 1931AeroncaC-3 WalterWeber Pilot:EricOllilaBirmingham , AL 28. 1940WacoUPF-7 BillAmundson&DickPetersonPilot:EdwinEshelman Stoughton ,WI

11. 1931 HeathParasol BillSchlapman 29. 1940RyanSTA BillRoseWinneconne ,WI Barrington , ILPilot:JackWojahn 30 . 1940RyanPT-22 BillRose

12. 1931WacoQCF(F-2) Marion"Curley" H.Havelaar Barrington , ILRapidCity, SD Pilot:JoeMcLaney

13. 1931GreatLakes DonBrowett 31. 1941Taylorcraft CliffordA.HestermanIndependence ,MO GlenEllyn, IL

14. 1933Gee eeModelY(Replica) KenFlaglor 32. 1944Aeronca65·CA DaleWolford&JerryShasky

Northbrook , IL Ashland, OH15. 1933AeroncaC·3Collegiate E.E."Buck"Hilbert 33. 1941 PorterfieldCollegiate ArtBujnowski

Union, Illinois Goshen ,CTPilot:BobHilbert 34. 1941CulverLFA"Cadet " BobHathaway

16. 1934StinsonSR·5E J.TomLaurie Hollywood ,CANewportBeach, CA 35. 1941 BeechcraftD17S TedGiltnerPilot:BillTurner Shillington , PA



Photo y Dick Stouffer)

Photo y Dick Stouffer) With the help of his ground crew, Buzz Kaplan taxies his SavoiaStan Gomoll heads for the staging area in his Waco EQC-6. Marchetti S 56 to the staging area.

36. 1941 MeyersOTW RichardMartin 66. 1947Cessna140 StanleyL Taylor

GreenBay ,WI Akron, IA

37. 1941NavyN3N·3 LeRoy"Hap"E. Stein Pilol:DougTaylor

Oconomowoc,WI 67. 1947Cessna140 RickandKathyPaige

38. 1941StearmanPT·13 BillRose SanMateo ,CA

Barrington , IL 68. 1947Stinson108·2 ZaraRoyal

39. 1941 BoeingStearmanN2S·2 HughBikle Medina,NY

MountainView, CA 69. 1947Fairchild24W46 CharlesBell

40. 1942InterstateCadetS·1A TomHelton Sheboygan , WI

CostaMesa,CA 70. 1948PiperPA·15Vagabond Mike&ShirleyAllison

41. 1942MeyersOTW BrianParish Lubbock,TXChurubusco , IN Pilol:NickOwen

42. 1942Stearman RoyHayes 71 . 1948Luscombe8E ScottC.Benger

Maumee ,OH Aurora , CO

43. 1942WacoVKS· 7 B. Nelson 72. 1948LuscombeT8F RayFulwilerTorrance ,CA Algoma ,WI

44. 1942InterstateS·1A McAlisterInsuranceAgency 73. 1948Luscombe8F Jerry&DeloresAdk isson

Baytown ,TX Tusola , IL

Pilot:MikeMcAlister 74. 1948Ercoupe154E Bernie"Oaklee"E.Ockuly

45. 1943TaylorcraftL·2M GeorgeYork&JimGorman Median ,OH

Mansfield ,OH 75. 1948Cessna170 UniversityofIllinoisPilol:Mrs. MargeGorman Savoy, IL

46 . 1943FairchildPT·19 Alan&ChetBrakefield Pilol:TerryLadage

Washington ,OK 76. 1949Cessna195 JimmyRollison

47. 1943FairchildPT·19B BillMitchell Vacaville ,CA

Coudersport , PA 77. 1949Luscombe8F James&AlanBendelius

48. 1944DeHavi llandTigerMoth VictorFida Accord , NYWheeling,WV 78. 1949PiperPA·16Clipper TomJanusevic

49. 1945TaylorcraftBC·12D ThorntonJ.Cressy Rockford , IL

Westland , MI 79. 1950Trojan A·2 NancyGrout

50. 1946PiperJ·3 StanGomoll Waukesha ,WI

Minneapolis , MN P lol:JerryGrout

Pilol:HarryJorgenson 80. 1950BeechcraftBonanaza"B" Donald&GeorgeneMcDonough

51. 1946PiperJ·3Cub ScottLickteig PalosHlls, IL

AlbertLea,MN 81 . 1950Cessna195B NormaBaldwin

52. 1946PiperJ·3Cub JimLefevre SanCarlos ,CAGreenBay ,WI 82. 1951AeroncaSedan15AC JimThompson

53. 1946Aeronca7AC RonWojnar Roberts, ILMilwaukee ,WI 83. 1951RyanNavionB JohnH.James

54. 1946TaylorcraftBC·12Dl RobertA.Gehring Rverside,CA

Rubicon , WI 84. PiperPA-20 Philip&BettyFunk

55. 1946Luscombe8A Tom&CarrollWoodbuin Richfield ,MN

Stanton ,VA 85. 1952PiperPA·22Tripacer Dick&JeannieHill

56. 1946FunkB85C GusLimbach Harvard, IL

WhiteBearLake ,MN 86. 1952Cessna170B ClaytonL.Wendt



yDennis ParksE

115388)Purdue University Libraries

N TION L GEOGR PHIC M G ZINE 1888 to date.Though not an aviation magazine, National Geo-

graphic is a good source of aviation history. During the

20s and 30s the magazine provided several interesting

articles covering current aviation events, exploratory and

record-breaking flights. Many of the articles on the history-making events were written by the participants .Thus many of the old articles in the Geographic provideprimary source material for aviation research.

Among the pioneer aviators writing of their exploitswere Charles Lindbergh, Richard Byrd, and Amelia

Earhart. Along with these accounts there was generally

first class photography. The issue covering the first nonstop transcontinental flight in 1924 published the firstcomprehensive series of aerial photographs of the United

States.The National Geographic s first article on aeronautics

was in the June, 1903 issue. This was a 32-page article byAlexander Graham Bell, The Tetrahedral Principle in

Kite Structure . In it Bell described his researches into

kite form, structures and flight. Included were 70 photosof kites built by Bell.

The following sample articles will give an idea of the

coverage provided by the National Geographic and how it

reflected the events of aviation to its readership.

1906, April. Wellman, Walter. Polar Airship , pp. 208-228Walter Wellman, an American journalist, presents his

ideas for an airship to fly to the North Pole and his think

ing that went into planning the trip. This trip, which was

the first attempt to reach the North Pole by airship, was

started in August, 1909 from Spitzgergen and ended infailure when the ship became unmanageable.

1907, January. Bell, Alexander Graham. Aerial Locomotion, pp . 1-34

This article gives a history of the development of powered flight up to Santos-Dumont's flight of 1906. t covered

Lilienthal , Langley, Hargrave, Chanute and the Wrights.Complete with 34 illustrations and a bibliography, this isa good short summary of early aviation development.

1918, January; JuneThese two issues gave accounts of aerial activities in

the First World War. They had titles such as Aces of the

Air, (Jan. pp. 5-9); Flying in France, (Jan. pp. 9-26); and

1924, July. Macready, John. The Non-stop Flight AcrossAmerica, pp. 1-83, 68 illustrations.

Suffering from public apathy after World War I, the

US Air Service undertook new achievements to engender

public interest. One of these was the first non-stop trans

continental flight of Lieutenants John Macready and Oakley Kelley. After two tries on the West to East route they

successfully completed the flight on May 3, 1923 using the

East to West path . t took them 26 hours to complete the

trip which averaged 94 mph.1926, September. Byrd, Richard E. First Flight to theNorth Pole, pp. 357-376, 14 illustrations.

On May 9, 1926 Lt Cdr. Byrd and Floyd Bennett made

the first aeroplane flight over the North Pole. They flewout of Spitzbergen, Norway the same starting point usedby Wellman in his unsuccessful attempt in 1909. Byrdbeat the first airship to reach the pole by 2 days.

1928, January. Keyhoe, Donald. Seeing America withLindbergh , pp. 1-46, 46 illustrations.

This is the story of Lindbergh's 20,000 mile tour of the

United States taken after his return from the Paris trip.Lt Keyhoe was appointed by the Department of Commerce as an aide to Lindbergh. His account was expandedand later published as the book Flying with Lindbergh.1928, May. Lindbergh, Charles E. To Bogota and Back,pp . 529-601 , 98 illustrations.

Here is Lindbergh's own narrative of his 9,500 mile

flight in the Spirit from Washington, DC to 13 LatinAmerican countries .1930, June. Eckener, Dr. Hugo. The First Airship FlightAround the World , pp. 653.,688, 37 illustrations.

Dr . Hugo Eckener, one of the greatest of airship designers, gives his account of the first airship voyagearound the world. Under Eckener's command the Graf

Zeppelin, with 50 persons aboard, captured the attention

of the world with its record flight . Leaving from Friedrichshaffen the ship completed an around the world voyage in 20 days.1932, June. Day, Glady. Flying the World, pp. 656-690,41 illustrations.

In contrast to the Graf Zepplin here is the story of the

first tour of the world taken in an American-built light

plane. Designed and built by Charles Healy Day of NewStandard Aircraft fame, the Errant was to take Mr. and

Mrs . Day in a 16,000 mi le flight from London to Shanghai



PIETEIIP l FIElI IS CLOSEDBy Chuck Larsen

(Photos by Bob Lickteig)

Part I of how the Bernard H Pietenpol Hangar takesits honored place at the E viation Center Pioneer

irport

The field is closed . . . the owner is gone . . . on his

flight to eternity. His memory will live on in the hearts

of his family and friends, and in his Air Campers and

Sky Scouts that continue to find new fans each year and,now, through the preservation of the hangar proudly proclaiming PIETENPOL FIELD. After being hand-built and

serving B.H. Bernie Pietenpol at his private airfield in

Cherry Grove, Minnesota for nearly forty years, this treas

ure of aviation history will become the second hangar onPioneer Airport at the EAA Aviation Center, to be appreciated by all who see it today and in the future .

I had visited this field and hangar many times through

the years. I had sought Mr. Pietenpol's guidance as I strug

gled with my Air Camper project, purchased parts and

made his field my destination as I spread my wings as astudent pilot. I don't remember how many times I was

shown his model steam engines.Pietenpol Field was the site of a reception for Mr.

Mrs. Pietenpol in the late 70's to honor his accomplishments when his family and community were joined by the

advocates of his airplane designs.

spring. John Berendt, EAA 36571, who is a member ofboth Chapters, was engineer and foreman for the project.A volunteer crew of24 worked to complete the disassemblyby noon on Sunday . Those present enjoyed the friendshipand camaraderie so common to gatherings of EAAers

around the world. In addition they should feel the satisfaction of having helped to preserve a structure that holds

an important place in the development of the concept ofhomebuilt aircraft.

Our thanks to those donating their time and talents :John Berendt Bob Lickteig

Gene Bohl Don McDonaldJerry Chaffee Don Pietenpol

Marv Davis Kermit PietenpolVirl Deal, Sr . Roy Redman

Paul Egeness JeffShort

Bob Giles Tim Steier

Dave Harris Wm. Steier

Myron Heimer Gordon SwensonJim Hiner James SyllingVern Juaire Gary Underland

i Kappler Gordon Kimber

Pietenpol Field is closed. The turf will no longer feelthe bounce and roll of aircraft tires . t was truly fitting

that one of the last planes to take to the sky from the field



PIETEIIP FIE IS LOSED

Lee Dorrance nd HIs SWI Wy Gene Chase

More often than not, Lee Dorrance, 414 Flora, Clinton,O 64735 takes horne the oldest pilot award from the

fly-ins he attends. Lee is 72 years young and flies a beautiful, modified 1946 Globe Swift, GC-lB.

Lee assisted with the modifications which include aLycoming 0-360180 hp. engine with a constant speed prop,one piece windshield, covered wing slots, Model MBonanza wing tips, extra fuel capacity, and a full panel.Although the plane has the capability, Lee does not "fileand go" because he is no longer instrument qualified.

Lee has nearly 800 hours in this Swift which he ha sit

Lee Dorrance has logged over 14,000 hours in many

kinds of planes, most of them tail draggers. But more than

1,000 hours of that time is in his favorite a tri-gear, and

even the most audacious tail dragger pilot shouldn't be toocritical when told it is the North American B-25. Neat

airplanes don 't lose points because they have nose wheels,and B-25s , P-38s, F7Fs and 1911 Curtiss Pushers fall inthat category •



LETTERS TO ED ITOR

Dear Mr. Lickteig,I have been a member of the Antique/Classic Division

but a short time and already I regret that I waited so longbefore becoming a member, having been an EAA member

for a number of years.The October issue of THE VINTAGE AIRPLANE re

ally got my attention. The article on the Stinson is about

my favorite airplane. In reading about the 1984 AeroncaFly-In my memory was stirred by the account of Johnny

Jones' non-stop flight from Los Angeles to New York and

the whereabouts of the Aeronca he used for the trip.Perhaps I can account for the airplane. t is a story

that begins in 1934 in West Virginia at a small airport

called Patton Field, located 9 miles southeast of

Clarksburg in the community of Craigmoor. The airportwas operated by a young man, Thomas (Tommy) Smith.He taught me to fly and in 1936 persuaded me to buy his

interests so he could leave for a job as a pilot with a smallairline that was starting with headquarters in St . Louis,Missouri.

As you know there was a rush to cash in on Lindbergh'ssolo non-stop flight from New York to Paris and some ofthe people and equipment were so inadequately prepared

that the (then) CAA began using police action to denypermission for these flights.

Some time after Johnny 's Los Angeles to New Yorktrip Tommy Smith stopped in Clarksburg, West Virginia

and we had lunch together. Among the subjects we discussed were Tom's plans to secure the financing to get the

airplane used by Johnny and to fly it solo across the

Atlantic . He was on his way to New York at that time.I understand that Tommy was forced to move about in

his selection of departure points due to the CAA's denialof a permit for his flight. As I recall, the newspaper accounts of his trip stated that he departed Old Orchard

Beach, Maine, with an unfavorable weather forecast inthe early hours of the morning.

Residents in the St. John's area of Newfoundland reported hearing an aircraft overhead which might have

been him . Freezing rain was falling at the time . A searchwas conducted but I never saw an account of the results.Could it have been Johnny 's plane? In any event, Tommy

Dear Mr. Parks

I am greatly interested in your current series of articlesin THE VINTAGE AIRPLANE on the history of the various aviation periodicals, and look forward to your future

articles on this subject.I would like to help with the library collection through

donation or exchange. Could you send me your exchangelists for ir Trails, ir Classics and any others that may

now be available? Also , any other information on the

library's needs that might help me to support its efforts.Thank you.

Sincerely yours,Jim Alaback

(EAA 145227, A/C 5033)

785 South Foley AvenueKankakee, IL 60901

Dear Mr. Alaback,Thanks for your interest in Vintage Literature and

in the library. We have exchange list s for Aero Digest irClassics and ir Trails. However, there are many boxesof duplicates available for which there are as yet no lists.

nyone interested in filling the gaps in their collectionsby purchase or exchange should send a list of their interests to the library and we will check our holdings

Sincerely,Dennis Parks

Dear Mr. Chase,I am restoring a 1943 Interstate L-6 which had been

stored since 1947. I want to restore it to original conditionand have searched through back issues of THE VINTAGEAIRPLANE and SPORT AVIATION without findingmuch on this plane.

I would appreciate any information and/or photos youcould provide. I especially need pictu res of the interior.

I plan to take photos during the restoration of the



yGeorge A Hardie Jr .

No doubt many experts among our

faithful aeroplane spotters will recognize this month's Mystery Plane.

The design originated with a group ofbrothers whose names became famousas the designerlbuilders of a series offamous racing planes. The photo was

submitted by Vincent Kulick of



By Marsh Collins(EAA 38026)P 0. Box 728

Crestline, CA 92325

On a lovely spring morning my non-pilot friend Daveand I kicked the tires and counted the wings of LuscombeN45778 and subsequently climbed upstairs for a look-seeat the California countryside. The flight started at Coronaand after bumming along over mountain and desert for acouple of hours, we found ourselves to be in the vicinity

of old "K-Field", currently known as Hi Desert, betweenYucca Valley and Twentynine Palms, and thinking of fuel.I'd been there before and the approach was sort of 'take

your pick.' The sock was limp and there was no traffic .The day was one of those nice ones where the air was cooland the sun was hot with no breeze at all. I topped the

tank, fired it ofT and selected what appeared to be the

active - although slightly uphill, I saw no problem. Totake ofT downhill meant a long taxi. With my luck if didopt for that end when I got there a breeze would spring

up and I would find myself on the upwind end.Anyway, I lined up, poured on the coal and listened to

the thunderous roar of the 65 and ofT we went With the

uphill run, a fresh tank of80-87, and Dave's leaden behind

- not to mention my own, the progress uphill was not as

fast as I'd have liked it to be, but V2 was near and we kept

pedaling.

dust over the runway had ever showed up . However, a lotof cogitation and even some research in Kerschner and

others of his ilk has convinced me that the still, rather

cool air plus a very sun-hot runway had generated a little

dust-devil . . . but having no dust and staying over the

pavement, it remained invisible.

Dave never said a word about it, but after we landedhe asked, "How come you always keep looking back overyour right shoulder?", as though that had some connectionwith our didoes. I explained that that's where the fuelgauge was located, and he went away shaking his head

and muttering. t wasn 't until months later when I wastelling another pilot friend of the happening that Davefinally found out what had really happened.

He didn't speak to me again until I'd recovered consciousness •

In the days gone by I've proved my worth

By zooming low across the earth.

I've buzzed down valleys and mountain ridges;



Where The Sellers and Buyers Meet ._25e per word, 20 word minimum. Send your ad to

The Vintage Trader, Willman AirfieldOshkosh, WI 54903-2591.

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1952 Tri-Paeer, 340 SMOH, 1983 restorationwith Ceconite, alternator, strobes, electric T & B,Genave 200A, AT 50A transponder. Call 919/3351630. (1-2)

1931 Buh l Bull Pup. Show condition. 15 hrs. AEsince June completion of 10-year restoration.Original 45 hp 3 cyl. Szekely SR3-0 plus spareSzekely with 5 hrs. SC MOH including accessoriesand prop. $18,000.818 /883-5670 after 6 p.m. (1-1)

MISCELLANEOUS:

BACK ISSUES . _ Back issues of THE VI NTAGEAIRPLANE (and other EAA Division publications)are available at $1 .25 per issue. Send your list ofissues desired along with payment to: Back Issues,EAA-Wittman Airfield , Oshkosh, WI 54903-2591.

Wooden wings built for vintage aircraft. FAAcertified. Highest quality workmanship. References provided. John and Pam Barker AeroplaneCompany, Box 41 1, Germantown , NY 12526,phone 518/537-4945 . 1-2)

For sale: (2) Citabria gas tanks, (3) 850 x 10 newGoodrich tires, (1) electric starter for Warner145. Combs, 8 3/845-3251 . 1-2)

WANTED TO BUY:

WANTED: Wheel pants for Piper J-3. PaulO'Donnell , 22242 24 th Avenue S., F44 , Desmoines, Washington 98188, phone 206/241-0855

days.

WANTED TO BUY: Serviceable wings to evenhardware for wings and rear struts for gear pluswhat else have you . All for UPF7 Waco . Phone614-453-6889 or write John Morozowsky, 1629Wheeling Avenue, Zanesville, OH 43701.

PIPER J-3 rebuild project wanted. Prefer 500miles of LA. 714 /6 1-2859, or write P. O. Box7782, La Verne, CA 91750.

NEEDED: A pair of good wings for a Taylorcraft.Phone 417/882-4099 or write Craig Morton, 1501S. Luster. Springfield, MO 65804.

WANTED: Round control wheels for TaylorcraftA. Also, pulleys for '/0 cable, 3", 1 /4' and 1'Ii .

Also, any Fairchild 22 parts. Garber, 1810 Lakeshore Drive, Fayetteville, NC 28305. Call collectafter 6 p.m., 919 /484-6316.

WANTED: Desperately need for Boeing P-12EIF4 B-4 restoration (not a replica) project: tailfeathers, landing gear and wing hardware. Also thespring loaded studs with slotted plates used tohold do wn cowlings. Dick Baxter, 8410 Dallas Ave .South, Seattle , WA 98108, telephone 206/763

0210.

WANTED: Stearman PT-17/N2S. I have somevery unique aircraft to trade. Frank Price. 7600Tallahassee, Waco, TX 76710.

Wanted : ustom Sheet Metal Forming forantique,. classic and warbird aircraft. Museumquality work at reasonable prices. Cowlings, fairings, wingtips, etc. "From Jennies to Wacos ."John Neel, Georgia Metal Shaping, 521 Experiment Stree t, Griffin, GA 30223, telephone 4041

227-7514.

ENGINES:

AIRCRAFT AND ENGINES:

FOR IMMEDIATE SALE



[ E ~ ]

FLYING AND GLIDER MANUALS1929 - 1930 - 1931 - 1932 - 1933Price: 2.85 ea. ppd.

SEND CHECK OR MONEY ORDER TO:

EAA AVIATION FOUNDATION, INC.WITTMAN AIRFIELD

OSHKOSH, WI 54903-3065Allow 4-6 Weeks for Delivery

Wisconsin Residents Include 5% Sales Tax

CALENDAR OF EVENTSWe would like to list your aviation event In our calendar. Please send information to the Editor,The VINTAGE AIRPLANE, Wittman Airfield, Oshkosh, WI 54903-2591. Information must be receivedat least two months in advance of the issue in which it will appear.

MARCH 1-3 - CASA GRANDE, ARIZONA - Arizona Antique Ai rcraft Association's annual CactusFly-In. For more information contact F. O. Kling, Fly-In Chairman, 6021567-4588 or Tom O'Connel,President 6021567-3271 .

MARCH 17-23 - LAKELAND, FLORIDA - 11th Annual EAA Sun 'n Fun Spring Celebration of Flight.Contact Sun 'n Fun office at 813/644-2431 Monday through Friday, 9 a.m. to 4 p.m , or write to P.O. Box 6750, Lakeland, FL 33807.

APRIL 13-14 - WASHINGTON, DC - 5th Annual Tour of National Air and Space Museum and PaulE. Garber Facility by EAA Chapter 4, Inc. Dinner with speaker of note. Limited to 200. ContactMargarent Scesa, 96"-5'st Place, College Park, Maryland 20704, 3011345-3164.

APRIL 26-28 - KILL DEVIL HILL, NC - 3rd Annual Wilber Wright Fly-In. Three-day festival honoringWilbur Wright's birthday April 16, 1867. Sponsored by First Flight Society, National Park Service andEAA Chapter 339. Contact Bob Woody, National Park Service, 919/473-2111 or Katherine Martin,919/441-4124 .

JULV 26 - AUGUST 2 - OSHKOSH, WISCONSIN - 33rd Annual EAA Fly-In and Convention. Makeyour plans now to attend the World's Greatest Aviation Event. Contact EAA, Wittman Airfield, Oshkosh,WI 54903-2591 .

MEMBERSHIPINFORMATION

EAAMembership in the Experimental

Aircraft Association, Inc. is $25 .00for one year, $48.00 for 2 years and$69.00 for 3 years. All include 12 issues of Sport Aviation per year.Junior Membership (under 19 yearsof age) is available at $15.00 annually. Family Membership is available for an addit ional $10 .00annually.

ANTIQUE/CLASSIC

EAA Member - $18.00. Includesone year membership in EAA Antique-Classic Division, 12 monthlyissues of The Vintage Airplane andmembership card. Applicant mustbe a current EAA member and mustgive EAA membership number.

Non·EAA Member - $28.00. Includes one year membership in theEAA Antique-Classic Divison, 12monthly issues of The Vintage Air·

plane, one year membership in theEAA and separate membershipcards. Sport Aviation not included.

lACMembership in the International

Aerobatic Club, Inc. is $20.00 annually which includes 12 issues ofSport Aerobatics. All lAC membersare required to be members of EAA.

WARBIRDSMembership in the Warbirds ofAmerica, Inc. is $25.00 per year,which includes a subscription toWarbirds Newsletter. Warbird members are required to be members ofEAA.

ULTRALIGHTMembership in the EAA UltralightAssn. is $25.00 per year which in

cludes the Light Plane World publication ($15.00 additional for SportAviation magazine). For currentEAA members only, $15.00, whichincludes Light Plane Worldpublication.



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THE JOURNAL OF

THE EARLY AEROPLANE

S.l\MPLE ISSUE 4

15 CRESCENT RD. POUGHKEEPSIE N.Y. 12601

ATTENTION - COLLECTORS

The EAA Aviation Foundation Library has a limitedsupply of original editions of the following publication forsale. Each is in mint condition - they are originals, not

reprints:Instruction Manual and Parts Price List for the 1934-1938Waco Standard Cabin Models UKC, YKC, UKC-S, YKC-S,

YKS-6, YKS-7 and ZKS-7.43 pages plus four fold-outs. . . . . . . . . . . . . . . . . . 22.00

Order from:EAA Aviation Foundation Library

Wittman AirfieldOshkosh, WI 54903-3065Attention: Dennis Parks



OTHER VIDEO TAPES AVAILABLE

Relive EAA '84

Anytime ...• A special EAA video team was onthe convention site everyday,capturing all the color andexcitement of EAA OSH KOSH '84.

• nly EAA has the experience to

produce this unique and dazzlingview of the world's greatestaviation event.

• The EAA OSH KOSH '84documentary will feature theairplanes, airshows, forums, thearrival of Rutan's VOYAGER, the

Johnny Rivers' concert, Theatre inthe Woods, and on and on ... withexciting coverage you must haveto complete your video library.

EAA OSH KOSH '83A 26 minute film produced by CumulusProductions for EAA which covers the complete83 Convention and the opening of the EAAAviation Center.39.00

EAA OSH KOSH '77

Covers the complete '77 Convention plus someexcellent excerpts of the Spirit of St. LouisCommemorative Tour.39.00

WE SAW IT HAPPEN

70 minutes covering the history of flight withhistorical footage from the early 20's throughthe present.59.00

WINGS ON DREAMS

The now famous John Denver film which is aninnovative in·depth look at EAA, its programs,and features the ground breaking of the newAviation Center.29.00



Documents

Vintage Airplane - Jan 1985